DOCSLIB.ORG

Environmental Impacts As a Result of the MTA and the CA/T Project

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Environmental Impacts As a Result of the MTA and the CA/T Project Environmental Impacts as a Result of the MTA and the CA/T Project Presented by: Lisa Petraglia Photo: MTA Photo: David L.Ryan, Boston Globe Study Purpose To document the environmental benefits related to the completed CA/T Project and other MTA investments Photo: MTA Photo: MTA 1 Overview of Projects Rt. 1A McClellan Hwy Other Important Leonard Zakim Contributions Bunker Hill Bridge Logan Airport ramps •Public Safety Services for Boston Area Highways Storrow Drive Connector Tunnel and Bridge Callahan & Sumner •Noise Abatement Tunnel Ramps &Lanes •Route 146 Interchange (Turnpike I-93 Central Exit 10A) Artery •I-90 Improvements West of Route 128 I-90 Fort Point I-90 Ted Williams Channel Tunnel Tunnel I-90 Massachusetts Turnpike Extension Prior MTA - CA/T Project Studies • Transportation facility changes and land-use impacts (turnpike extensions, CA/T) [ An Analysis of the MTA: Its Impact on MA & A Comparative Analysis, Donahue Institute, 1996 On Top of the Big Dig: Economic Analysis of Urban Parks Created by Boston CA/T Project, Tajima, 2002, Tufts Univ. Real Estate Impacts of the MTA & the CA/T Project, EDR Group, 2006, Vol. 2] • Transportation Performance Improvements Î Economic Impact for the Boston Metro area [Economic Impacts of the MTA & Related Projects, EDR Group, 2006, Vol. 1] 2 Traffic Volume & Time Savings • I-93 Central Artery • I-90 Massachusetts Turnpike Extension • Harbor Crossings: Callahan, Sumner & Ted Williams Tunnels • Storrow Drive and Charles River Crossings • Downtown Traffic Comparison of VHT Changes with Original Projections Projected in EIS Document Average Daily VHT on Expressways No Build 2010 Build 2010 change Expressway Central Area 27,154 15,848 -42% Storrow Drive at West End 2,251 1,206 -46% Actual Post Opening Average Daily VHT on Expressways Pre-Opening 1995 2003-2004 change Central Artery 23,758 7,558 -68% Storrow Drive at Leverett Circle 1,120 217 -81% 3 Emissions Impact Emissions Impact • FSEIS study projected impact with and without CA/T for 2010 • The improved traffic flow reduces congestion and idling/acceleration events that lead to increases in mobile source emissions • Better allocation between local streets and highway/tunnels also helped to reduce emissions 0 -124 -33 -216 -500 CO HC NOx PM10 -1000 tons -1500 -2000 -2123 -2500 Emissions Impact Validated Emissions Impact • For 2005 VOC emissions in the CA/T study area are lower by 14% as a result of the improvements – based on a recent analysis* by Central Artery/Tunnel Project staff & Central Transportation Planning staff. This result (equivalent to 166 fewer tons) is consistent with the year 2010 HC emission reduction improvements estimated in the FSEIS. Publication forthcoming Spring 2006 4 Turnpike-wide Implementation of FAST LANE Since 1999 - • Current adoption rate of 68 % (responsible for 55 % of the average hourly toll transactions) • Recent evaluation of the Allston/Brighton Toll Plaza has improved peak period avg. speed up to the allowable speed limit. Emissions Benefit from FAST LANE • For the Allston/Brighton Interchange emission rates during the peak hour period are lower as a result of FAST LANE when compared to manned lane transactions FAST LANE 's Pollution Benefit 0.0% -5.0% CO Nox VOC -10.0% -15.0% -20.0% -25.0% -30.0% -35.0% -40.0% -45.0% Daily Peak Period Reduction -50.0% 5 Re-routing Traffic Underground • Eliminates traffic-related noise and making proximal neighborhoods 25 -33 % quieter depending on time of day • Greater subjective benefit of less noise pollution to residents and businesses- especially in North End Impact on Utilities Network Development • Pre-Central Artery construction required moving 29 miles of assorted utilities & allowed for streamlining-modernizing the network Before After 6 Storm-water Improvements • Separating sewer from storm-water influents • Emergency spill control 24-7 through CA’T’s Operations Control Complex • “Stormceptor” allows for total suspended solids to be less then 20% • Velocity dissipators at Millers River Conduit circa 1905 Stormceptor Visual Impact • Removal of highway has made proximal neighborhoods more livable and enjoyable • There is a privacy gain for residents as well as a better view across the cityscape • Commercial & residential property in the vicinity has already begun to appreciate due to highway demolition & anticipated RFK Greenway – documented at almost $1 bil. 7 Re-knitting Neighborhoods and Entry Points •Neighborhoods previously isolated from rest of the city such as the Seaport District and North End are once again connected •The rest of the city will be more open to entry from these neighborhoods as well as the harbor Pedestrian Access • Elevated highway was a physical and psychological barrier, discouraging pedestrians to walk through • Areas between neighborhoods will be easily walkable • The Freedom Trail, which draws approx. 3 million visitors per year will no longer be disconnected 8 Surface Parks & Open Space • Plans for 320 additional acres of parks & landscaped spaces from Charlestown to South Bay to East Boston to the Boston Harbor Islands • Parks Include: – 21 acres of parks and streetscape above the Central Artery thru downtown Boston envisioned as the Rose Fitzgerald Kennedy Greenway; – The Paul Revere Park in Charlestown near the Charles River Dam opened in July 1999; – The 2.5 acre Nashua Street Park along the Charles River near Leverett Circle & the Spaulding Rehabilitation Hospital is complete; – North Point Park along the New Charles River Basin will open in the summer of 2006; – 18-acre Bremen Street Park in East Boston will open in the summer of 2006 NewNew &and Improved Improved ParksParks Charlestown North End Parks on both sides of the Charles River, connecting the Esplanade to Boston Harbor “Lost Half-Mile” “Lost Half-Mile” 9 Spectacle Island – from leaching land-fill to BHI National Park System • 121 acres of park, beaches, trails, landscaping and visitor center with new docking facility for Boston Harbor Ferry – made possible with approx. 3.5 mil cy of clay-dirt-gravel excavated from the project & $180 million. Source: masspike.com Conclusions After a unique and sizeable undertaking the completed CA/T project has produced environmental benefits that have… 9 Outfitted Boston with capacity to handle current & future traffic more efficiently 9 Made the environs of the former alignment more enjoyable – quieter, cleaner, visually unencumbered & greater privacy for abutting residences by depressing the artery 9Effectively eliminated congestion in the downtown & with FAST LANE’s contribution along the entire MassTurnpike – lower vehicle emissions are contributing to building better air quality for the Metro area and all of MA 9 Invested more broadly in the city’s sewer/stormwater management apart from the project 9Developed or improved parks & habitats for Boston’s residents & visitors to enjoy – including re-use of capped land-fills. 10 Prepared for: Massachusetts Turnpike Authority Presented by: Lisa Petraglia Photo: MTA Photo: David L.Ryan, Boston Globe 11.
Load more

Recommended publications
  • Annual Report of the Performance and Asset Management Advisory Council Presented By
    Annual Report of the Performance and Asset Management Advisory Council presented by Performance and Asset Management Advisory Council Patricia Leavenworth, P.E., Chair November 2017 Annual Report of the Performance and Asset Management Advisory Council Executive Summary MassDOT’s progress in implementing asset management is keeping Massachusetts apace with Federal requirements. The Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) have implemented final transportation asset management (TAM) rules in 2017 that impact how MassDOT measures and communicates the condition of its assets. Transportation Asset Management Plans FHWA and FTA rules require the Highway Division, the MBTA, the Rail and Transit Division, and each RTA to complete a transportation asset management plan (TAMP for Highway, TAM Plan for transit). The status on these plans is as follows: Highway | Will be submitted to FHWA in April, 2018. MBTA | Will be submitted to FTA by October, 2018. Rail | A consultant has been retained for delivery of an asset management plan for rail by February, 2018. This plan is not required by any Federal rule, but MassDOT is pursuing it to improve asset management at the agency. Transit | MassDOT is making progress toward submitting the TAM Plan for MassDOT’s in-house transit assets and those of its Federal Aid sub-recipients to FTA by October, 2018. RTAs | Each RTA is at a different stage in the development of their asset management plans, due to the FTA by October, 2018. MassDOT is ready to assist if asked. Performance and Condition Key performance and asset management findings of this report are summarized below by asset type and division.
    [Show full text]
  • Computer-Aided Construction Planning for Boston's Central Artery Project
    TRANSPORTATION RESEARCH RECORD 1282 57 Computer-Aided Construction Planning for Boston's Central Artery Project BRIAN R. BRENNER Some new computer applications are being developed for and Roule IA applied to the construction planning and traffic studies associated with the design of the Central Artery and Third Harbor Tunnel in Boston. This project is one of the most massive and complex urban highway projects in the country. It features an immersed­ tube harbor tunnel, depression of the downtown expressway in a cut-and-cover tunnel without interrupting service on the existing overhead viaduct, major new or revised urban interchanges, and long-span river crossings. The construction site, with its old exist­ ing and historic buildings and subways, permits limited clear­ ances, posing formidable challenges to engineers planning the work. The computer applications described include computerized composite mapping for archeological planning; analysis of mul­ tilevel curved-girder viaducts; transportation forecasting using highway network models; planning associated with the construc­ tion of the depressed Central Artery tunnels; and computer-aided 1-90 planning and mitigation measures for underpinning, protection of a subway tube, and other construction problems. The Central Artery and Third Harbor Tunnel (CA/THT) SOUTH BOSTON project is a massive urban highway improvement job being planned and designed in Boston. A key map is shown in Figure 1. The work features the addition of a third harbor tunnel, a •••• • • • • Artery/Tunnel Project new immersed tube tunnel that will cross Boston Harbor and extend I-90 to Logan Airport and Route lA. The six-lane FIGURE 1 Key map, CA/THT project.
    [Show full text]
  • Central Artery/Tunnel Project: a Precast Bonanza
    PART 1 Central Artery/Tunnel Project: A Precast Bonanza by Vijay Chandra, P.E. Anthony 1. Ricci, RE. Senior Vice President Chief Bridge Engineer Parsons Brinckerhoff Quade & Central Artery/Tunnel Project Douglas, Inc. Massachusetts Turnpike Authority New York, New York Boston, Massachusetts This article provides an overview of the monumental efforts of Massachusetts transportation officials, their engineering consultants, and multitudes of construction industry professionals to ease congestion, improve motorist safety, and address issues of environmental quality in the heart of Boston, Massachusetts. The Central Artery/Tunnel Project is the largest highway construction job ever undertaken in the United States, involving many diverse types of precast concrete construction. maj or transportation infrastructure undertaking, • Standardized temporary structures utilizing precast con billed as “The Big Dig,” is transforming traffic op crete elements. A erations in and around Boston, Massachusetts. This • Precast segmental box girders integrated into cast-in-place $13.2 billion project, the biggest and most complex trans columns to provide seismically resistant connections. portation system ever undertaken in the United States, is • Precast segmental boxes cut at a skew to connect them on significant not only in this country, but worldwide. Nu either side of straddle bents. merous innovative construction techniques are being used, The project has brought out the best that precast con including: crete technology has to offer — in many cases utilizing • Precast tunnels jacked under railroad embankments. cutting edge techniques — and has been of immeasurable • Deep soil mixing to stabilize land reclaimed from the value to New England’s precasting industry. Precasters, ocean. faced with many complex and daunting challenges, are • Precast concrete immersed tube tunnels.
    [Show full text]
  • Central Artery/Tunnel Project: Innovative Use of Precast Segmental Technology
    PART 2 Central Artery/Tunnel Project: Innovative Use of Precast Segmental Technology Paul J. Towell, P.E. Part 1 of this series of articles on Boston’s Central Senior Bridge Engineer Artery/Tunnel Project presented an overview of the Bechtel/Parsons Brinckerhoff scope of the work. This Part 2 article describes the New York, New York innovative use of precast concrete segments, as well as other construction techniques, on two major interchanges. he $13.2 billion Central Artery/Tunnel Project (CA/ T) is a major reconstruction of the urban interstate Peter A. Mainville Thighway through downtown Boston, Massachusetts. Assistant Resident Engineer In the last issue, an overview of the entire project was given. Bechtel/Parsons Brinckerhoff This second article on the project will focus on the inter- New York, New York changes that act as gateways to the project in various parts of the city. Most of the new structures are being built over and Vijay Chandra, P.E. around existing deteriorating interchanges that must carry Senior Vice President traffic during construction. As a result, maintenance of Parsons Brinckerhoff Quade & Douglas, Inc. traffic flow through existing interchanges and phased New York, New York construction of new interchanges were given priority. This, coupled with making the interchanges aesthetically pleasing and addressing urban planning issues, has been a challenge. Two major interchanges are located at the north and south ends of the I-93 corridor through Boston: the I-93/Route 1 Interchange in Charlestown (see Fig. 1) and the I-93/I-90 South Bay Interchange just south of downtown Boston (see Fig.
    [Show full text]
  • But How Do We Get to the Greenway?
    Proceedings of the Fábos Conference on Landscape and Greenway Planning Volume 4 Article 6 Issue 1 Pathways to Sustainability 2013 “But How Do We Get to the Greenway?”— A Multi-disciplinary, Multi-jurisdiction, Multimodal Strategy to Increase Connections to the Charles River Basin Cynthia Smith FASLA Vice President, Halvorson Design Partnership, Inc., Landscape Architecture and Planning, Boston MA Phil Goff EEDL AP Alta Planning + Design, Multi-modal Specialists, Boston, MA Christopher M. Greene RLA Senior Associates, Halvorson Design Partnership, Inc., Landscape Architecture and Planning, Boston MA Follow this and additional works at: https://scholarworks.umass.edu/fabos Part of the Botany Commons, Environmental Design Commons, Geographic Information Sciences Commons, Horticulture Commons, Landscape Architecture Commons, Nature and Society Relations Commons, and the Urban, Community and Regional Planning Commons Recommended Citation Smith, Cynthia FASLA; Goff, Phil LEED AP; and Greene, Christopher M. RLA (2013) "“But How Do We Get to the Greenway?”— A Multi-disciplinary, Multi-jurisdiction, Multimodal Strategy to Increase Connections to the Charles River Basin," Proceedings of the Fábos Conference on Landscape and Greenway Planning: Vol. 4 : Iss. 1 , Article 6. Available at: https://scholarworks.umass.edu/fabos/vol4/iss1/6 This Article is brought to you for free and open access by ScholarWorks@UMass Amherst. It has been accepted for inclusion in Proceedings of the Fábos Conference on Landscape and Greenway Planning by an authorized editor of ScholarWorks@UMass Amherst. For more information, please contact [email protected]. Smith et al.: Connections to the Charles River “But how do we get to the Greenway?”— a multi-disciplinary, multi-jurisdiction, multi- modal strategy to increase connections to the Charles River Basin Cynthia Smith, FASLA1, Phil Goff, LEED AP2, Christopher M.
    [Show full text]
  • Esplanade Cultural Landscape Report - Introduction 1
    C U L T U R A L L A N D S C A P E R E P O R T T H E E S P L A N A D E B O S T O N , M A S S A C H U S E T T S Prepared for The Esplanade Association 10 Derne Street Boston, MA 02114 Prepared by Shary Page Berg FASLA 11 Perry Street Cambridge, MA 02139 April 2007 CONTENTS Introduction . 1 PART I: HISTORICAL OVERVIEW 1. Early History (to 1893) . 4 Shaping the Land Beacon Hill Flat Back Bay Charlesgate/Bay State Road Charlesbank and the West End 2. Charles River Basin (1893-1928) . 11 Charles Eliot’s Vision for the Lower Basin The Charles River Dam The Boston Esplanade 3. Redesigning the Esplanade (1928-1950) . 20 Arthur Shurcliff’s Vision: 1929 Plan Refining the Design 4. Storrow Drive and Beyond (1950-present) . 30 Construction of Storrow Drive Changes to Parkland Late Twentieth Century PART II: EXISTING CONDITIONS AND ANALYSIS 5. Charlesbank. 37 Background General Landscape Character Lock Area Playground/Wading Pool Area Lee Pool Area Ballfields Area 6. Back Bay. 51 Background General Landscape Character Boating Area Hatch Shell Area Back Bay Area Lagoons 7. Charlesgate/Upper Park. 72 Background General Landscape Character Charlesgate Area Linear Park 8. Summary of Findings . 83 Overview/Landscape Principles Character Defining Features Next Steps BIBLIOGRAPHY. 89 APPENDIX A – Historic Resources . 91 APPENDIX B – Planting Lists . 100 INTRODUCTION BACKGROUND The Esplanade is one of Boston’s best loved and most intensively used open spaces.
    [Show full text]
  • Map Template
    y t Parcel 12 e a e tr Proposed Boston Our member/sponsors Christopher 5 S 0 w h Museum Project / t 3 r A Columbus n o t n la o Racewalker N t e n s t o ic Park B • Massachusetts Convention Center Authority e A k l r v a • Vanasse Hangen Brustlin e n W G u e © Strider e City bk • Sam Park & Co. h Hall rket Parcel 14 t incy Ma • Massport Qu Park n f Whar Stroller o Long • CEMUSA G k Annual • Eaton Vance l a Meeting 9 • Equity Office t R w Stree • Friends of Post Office Square State Pavilion a 60 New England • Goody Clancy State • Heinz Family FoundationE h Parcel 15 Aquarium t treet i S 8 te S • Liz Levin & Company Co Sta Park urt u w S • McCourt Companies, Inc. tre 4 r bl f E e t Old State a c • Rubin & Rudman d e y House A e • Whole Foods Markets a r t C N t e o 7 w a I r n n d y Thank you r g i n a S r t Parcel 16 e b Don Kindsvatter | Map ree e W s t s e Nina Garfinkle | Garfinkle Design | Design Park e l S r t Ann Hershfang | Bob Sloane | Don Eunson | Text e r e G c e B n t r t o y A e a You can strengthen our voice t e d — S e eet tr tr d e Str S ee r e g r t ate k t Parcel 17 WalkBoston's advocacy on behalf of pedestrians began S W il o n Y n n M i o Park t n 4 t in 1990 when a handful of like-minded citizens decided t g n i e they would be more effective speaking out collectively e h s 5 K e a than individually.
    [Show full text]
  • Civic Leadership and the Big Dig…………………………………………………………...1
    CCCIVICIVICIVIC LLLEADERSHIP ANDANDAND THETHETHE BBBIGIGIG DDDIGIGIG BBBYYY DDDAVAVIDIDAVID LLLUBEUBERROFFOFFUBEROFF WWWORORKIKINGORKINGNG PPPAPERAPERAPER 111111 MMMAYAYAY 3 3,3,, 200420 200404 RRRAPPAPORT IIINSTITUTE FOR GGGREREAATTEERREATERR BBBOSTOOSTOOSTONOSTONNN TTTAUBMAUBMANANAUBMAN CCCENTER FOR SSSTATE AND LLLOCAL GGGOVERNMENT JJJOHOHNOHNN FFF. KKKEENNENNEDDYYENNEDY SSSCHOOL OF GGGOVERNMENT HHHARARVVARARDDARVARD UUUNIVERSITY RRRAPPAPORT I NSTITUTE F OR GGGREATERREATERREATER B OSTONOSTONOSTON The Rappaport Institute for Greater Boston, based at Harvard University’s John F. Kennedy School of Govern- ment, works to improve the policy and governance in the Greater Boston area by contributing useful and aca- demically rigorous research to inform policy debates, engaging students in public service, strengthening net- works of academics and practitioners involved in public policy work, promoting dialogue on policy matters in forums and on the web, and providing training for municipal officials in the Greater Boston area. Contact the Rappaport Institute at: Rappaport Institute for Greater Boston John F. Kennedy School of Government 79 John F. Kennedy Street Cambridge, Massachusetts 02138 Telephone: (617) 495-5091 Fax:( 617) 496-1722 Email: [email protected] Web: www.ksg.harvard.edu/rappaport TTTAUBMANAUBMANAUBMAN C ENTERENTERENTER F OR SSSTATE AND LLLOCAL GGGOVERNMENT The Taubman Center for State and Local Government and its affiliated institutes and programs are the Kennedy School of Government's focal point for activities
    [Show full text]
  • Volpe Technical Report Template
    Economic Development and Highway Right-Sizing Credit: Gerald P. Hawkins Credit: Daniel Schwen November 2018 Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-HEP-19-015 4. Title and Subtitle 5. Report Date November 2018 Economic Development and Highway Right-Sizing: White Paper 6. Performing Organization Code 7. Authors 8. Performing Organization Report Kaitlin Coppinger, Douglass Lee, Sari Radin, Catherine Taylor No. DOT-VNTSC-FHWA-19-02 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) U.S. Department of Transportation John A Volpe National Transportation Systems Center 55 Broadway Cambridge, MA 02142-1093 11. Contract or Grant No. 12. Sponsoring Agency Name and Address 13. Type of Report and Period United States Department of Transportation Covered Federal Highway Administration White Paper, July 2017 - November 2018 1200 New Jersey Ave. SE Washington, DC 20590 14. Sponsoring Agency Code 15. Supplementary Notes 16. Abstract The old “one-size-fits-all” approach to transportation divided communities and left them with gaps in existing transportation and infrastructure. Newer, context-sensitive solutions, like right-sizing, are an innovative approach to addressing this aging infrastructure. Instead of policies seeking only to appropriately match land use and transportation contexts on existing streets, right-sizing projects provide the opportunity to develop community- oriented transportation policies that promote safety, community well-being, and help the community achieve broader economic development goals.
    [Show full text]
  • Ted Williams Tunnel) for Parking in Our Building
    Middleton & Company, Inc. 600 Atlantic Avenue 18th Floor Boston, MA 02210-2211 Toll-free: 800-357-5101 Fax: 617-357-7199 [email protected] Parking Information Coming from Logan International Airport: Please call ahead to arrange 1. Follow directions to Airport Exit towards I-90 West (Ted Williams Tunnel) for parking in our building. 2. Continue through tolls and Ted Williams Tunnel Advance reservations are 3. Take Exit 24-25 towards I93 North/South Boston essential. 4. Keep right at fork in ramp 5. Turn slight right onto Congress Street We also validate parking at 6. Turn slight right onto D Street the Garage At Post Office 7. Turn right onto Summer Street and go to 2nd set of lights Square. Please present your 8. The building is located just after the lights across the bridge at the corner of Summer Street and Dorchester ticket to our receptionist for Avenue (across from South Station) validation. Coming from 93 South or Route 1 South over the Central Artery, southbound: Public Transportation 1. Take the I-93 South/US-1 South towards Boston/Cape Cod to Exit 23 “Purchase Street/South Station” Our building is on Atlantic 2. At top of ramp, continue straight on Purchase Street Avenue, next door to South 3. At the 3rd set of lights, turn left onto Summer Street Station, which is accessible 4. The building is located at the corner of Summer Street and Atlantic Avenue, across from South Station via the Red Line, the Silver Line, Commuter Rail and Coming from the Southeast Expressway, northbound: Amtrak.
    [Show full text]
  • Travel Demand Forecasts and No-Build Project Descriptions
    APPENDIX TRAVEL DEMAND FORECASTS AND NO-BUILD PROJECT DESCRIPTIONS TRAVEL DEMAND FORECASTS In developing Paths to a Sustainable Region, the MPO conceptualized the region’s transportation needs over the next 23 years. Land use patterns, growth in employment and population, and trends in travel patterns differ in how they affect demands on the region’s transportation system. In order to estimate future demands on the system for this Long-Range Transportation Plan (LRTP), the MPO utilized a regional travel- demand forecast model. The model is a planning tool used to evaluate the impacts of transportation alternatives given varying assumptions with regard to population, employment, land use, and traveler behavior. The model is used to assess potential projects in terms of air quality benefits, travel-time savings, and congestion reduction. Travel-Demand Model Characteristics The travel model set simulates existing travel conditions and forecasts future-year travel on the eastern Massachusetts transit and highway systems. To get a more accurate picture of the travel demands in the Boston region, all communities within the commuting shed (the area from which people commute) for eastern Massachusetts are included in the modeled area. This area includes an additional 63 communities that are outside the 101-municipality MPO region. The model represents all MBTA rail and bus lines, all private express-bus carriers, all commuter boat services, all limited-access highways and principal arterials, and many minor arterials and local roadways. The region is subdivided into over 2,700 transportation analysis zones (TAZs). The model set is made up of several models, each of which simulates a step in the travel decision-making process.
    [Show full text]
  • Congestion in the Commonwealth Report to the Governor 2019
    CONGESTION IN THE COMMONWEALTH REPORT TO THE GOVERNOR 2019 Acknowledgements It took the hard work of many people to compile the data and develop the analysis pre- sented in this report. In particular, it could not have happened without Liz Williams and Cassandra Bligh, who brought it from idea to completion. In addition, Neil Boudreau, Ethan Britland, Jackie DeWolfe, Katherine Fichter, Amy Getchell, Shannon Greenwell, Administrator Astrid Glynn, Administrator Jonathan Gulliver, Meghan Haggerty, Derek Krevat, Kevin Lopes, David Mohler, Quinn Molloy, Dave DiNocco, Ben Mueller, Caroline Vanasse, Corey O’Connor, Bryan Pounds, Argenis Sosa, Jules Williams, Jaqueline Goddard, Phil Primack, and Steve Woelfel of MassDOT; Kate Benesh, Wes Edwards, Phillip Groth, Mike Muller, Laurel Paget-Seekins, and General Manager Steve Poftak of the MBTA; Nicolette Hastings and Donald J. Cooke of VHB; and Nathan Higgins, Joseph Zissman, Scott Boone, Michalis Xyntarakis, Richard Margiotta, Alexandria Washington, and Kenneth Michek of Cambridge Systematics all contributed to the body of work compiled here. Angela Valenti of Cambridge Systematics prepared the design of the report. LETTER FROM THE SECRETARY Nobody likes being stuck in traffic. We all know the frustration that comes from sitting in a sea of taillights or watching a traffic signal repeatedly turn red as we creep toward an intersection. Congestion is nothing new in Massachusetts, but traffic data, anecdotal information, and our own daily experiences seem to be telling us that travel times are getting longer, becoming less predictable, or both. Congestion has become an unpleas- ant fact of life for too many Massachusetts drivers, who are finding that it takes longer than it used to in order to get where they are going.
    [Show full text]