Technical Appendix

Home , Arsenal Street Bridge, Boston University Bridge, Charles River Dam, Charles River Esplanade, Charles Street (Boston), Eliot Bridge

TRANSIT COOPERATIVE RESEARCH PROGRAM Sponsored by the Federal Transit Administration TCRP REPORT 165

Transit Capacity and Quality of Service Manual

Third Edition Transit Capacity and Quality of Service Manual, 3'd Edition

CHAPTER 3 OPERATIONS CONCEPTS

1. User's Guide CONTENTS 2. Mode and Service Concepts 3. Operations Concepts 1. INTRODUCTION ...... 3-1 4. Quality of Service How to Use This Chapter ...... 3-1 Concepts Other Resources ...... 3-2 5. Quality of Service Methods 2. CAPACITY, SPEED, AND RELIABILITY ...... 3-3 6. Bus Transit Capacity Overview ...... 3-3 7. Demand-Responsive I Transit Capacity Concepts ...... 3-4 8. Rail Transit Capacity Speed Concepts ...... 3-10 9. Ferry Transit Capacity Reliability Concepts ...... 3-13 10. Station Capacity 11 . Glossary and Symbols 3. PASSENGER DEMAND CHARACTERISTICS ...... 3-15 12. Index Transit Passenger Demand Patterns ...... 3-15 Demand Related to Demographics ...... 3-18 Demand Related to Land Use ...... 3-18 Demand Related to Transportation Demand Management Strategies ...... 3-21 4. DWELL TIME ...... 3-23 Definition ...... 3-23 Dwell Time Components ...... 3-23 Dwell Time Variability ...... 3-24 Illustrative Impacts of Dwell Time on Capacity ...... 3-24 Illustrative Impacts of Dwell Time on Speed ...... 3-27 5. OPERATING ENVIRONMENT ...... 3-28 Guideway Type and Design ...... 3-28 Traffic and Transit Vehicle Effects ...... 3-29 Illustrative Impacts of Operating Environment on Capacity ...... 3-30 Illustrative Impacts of Operating Environment on Speed ...... 3-35 Impact of Operating Environment on Reliability ...... 3-3 7 6. STOP AND STATION CHARACTERISTICS ...... 3-38 Vehicle-Platform Interface ...... 3-38 Vehicle Characteristics ...... 3-38 Fare Collection ...... 3-39 Stop Spacing ...... 3-39 Illustrative Impacts of Stops and Stations on Capacity ...... 3-39 Illustrative Impacts of Stops and Stations on Speed ...... 3-41 7. REFERENCES ...... 3-44

Chapter 3/0perations Concepts Page 3-i Contents Transit Capacity and Quality of Service Manual, 3'd Edition

low-density residential areas and major activity centers may only be feasible during peak periods or at a very low frequency (hourly or worse) during off-peak periods (13).

Peak-Hour Demand Variation Passenger demand can also vary within the peak period. Some of this variation is attributable to people timing their trips to arrive at a destination (e.g., job, school) as close to the desired starting time as possible; other is due to day-to-day variations in people's activities that result in them taking different transit vehicles on different days. These variations have implications on the level of onboard crowding, as a service scheduled to accommodate average demand over the peak hour may experience overcrowded conditions during the peak of the peak The concept of a peak hour factor (PHF) is used to express this demand variation within the peak hour (or any other analysis hour). The PHF is defined as the demand I during the hour divided by four times the demand during the peak 15 min of the hour. Thus a PHF of 1.00 indicates even demand in each 15 min period of the hour, while a PHF of 0.25 would indicate that all the demand occurs in one 15-min period. Typical transit PHFs range from 0.60 to 0.95 (2, 14). Exhibit 3-7 shows actual train loading data for the a.m. peak period for one day at a peak load station on Vancouver's SkyTrain (15), with the peak hour and the peak 15 min indicated, along with the average passenger loads during those time periods. The PHF represented in the graph is 0.92, which is relatively high (i.e., relatively even loading by 15-min intervals) for transit service.

Exhibit 3-7 400 Illustrative Variation in Peak-Hour Demand 350

Aver ge load (peak 1 min) 1 /\J\~,. 300 l l A I ~ c ~ verage load (peak hou ... 'iii IJAN V"" f\ .= 250 V\ 1\1\ .... 1 QJ ~ v ' A c.. v ' "Cra \A 0 200 f\ h J ..... v \.... If Qj 1>.0 v c QJ 150 \ IJ "'ra c.."'

100

~e a k 15 nin 4 ~ 50 Peak houn

0 6:50 7:00 7:10 7:20 7:30 7:40 7:50 8:00 8 :10 8 :20 8:30 8 :40 8:50 9:00 Time

Source: Derived from TCRP Report 13 {15) . Note: Vancouver, B.C., Broadway Station inbound, October 27, 1994.

Chapter 3/0perations Concepts Page 3-17 Passenger Demand Characteristics Transit Capacity and Quality of Service Manual, 3'd Edition

Even though the average load throughout the peak hour, relative to the peak 15 min, is fairly even, it can be seen from the exhibit that there are considerable variations from one train to the next. Furthermore, the average load during the peak 15 min is 35 passengers per train higher than the average for the peak hour. If this agency had only peak-hour ridership totals to work with and had (hypothetically) a service standard of 300 passengers per train, it might appear to meet its standard based on the average peak hour load, while in actuality, peak 15-min loads would exceed the standard. In many cases, the proportional difference between peak-hour and peak-15-min demands will be much greater than shown in Exhibit 3-7. Both Exhibit 3-6 and Exhibit 3-7 have illustrated the importance of being aware of demand patterns over both long and short periods of time. The use of automatic passenger counting (APC) equipment allows the collection of passenger demand data on a regular basis. TCRP Report 113: Using Archived AVL-APC Data to Improve Transit Performance and Management (16) provides guidance on collecting, archiving, and using APC data. TCRP Report 135: Controlling System Costs: Basic and Advanced Scheduling Manuals and Contemporary Issues in Transit Scheduling (17) describes the use of ridership data, in conjunction with transit agency loading standards and policy headways, when developing transit schedules.

DEMAND RELATED TO DEMOGRAPHICS The 2009 National Household Transportation Survey (NHTS, 18) provides data on household travel patterns for all travel modes and trip purposes. The following are selected demographic factors that relate to transit use in the U.S. ( 19): • Gender. Controlling for other factors that influence mode choice, males are 7% more likely to use transit for a given trip than females. • Age. Compared to persons 16-24 years old, persons in the 25-44 and 45-64 age groups are about half as likely to use transit for a given trip ( 45-64 years olds are slightly less likely to use it than 25-44 year olds), and those 65 and older are one-fifth as likely to use it. (The NHTS did not ask about trips made by children.) • Employment. Persons who are employed are 41% more likely to use transit for a given trip than those not in the workforce or unemployed. • Number of cars in household. Compared to zero-car households, one-car households are 10% as likely, two-car households 3% as likely, and three-car households 2% as likely to use transit for a given trip.

DEMAND RELATED TO LAND USE

Land Use Densities Supporting Various Transit Service Modes and Levels As indicated above, there are a number of factors that influence the ridership demand for a given transit line-for example, ease of access, demographic factors such as age and car ownership, cost and convenience of transit relative to competing modes-but the density ofland uses along the line is a basic requirement. Simply put, the more people and the more jobs that are within easy access distance of transit service, the more potential customers there are to support high-quality service. Conversely, the more spread apart land uses are, the more difficult it is to develop a

Passenger Demand Characteristics Page 3-18 Chapter 3/0perations Concepts BUS RIDERSHIP DATA AT KENDALL SQUARE

MBTA Nov. 2012 Counts & EZRide 2014 MBTA BlueBook Data

avg % % % annual

Load Entering Boardings Alightings Load Exiting ALL MBTA BUS LINES annual annual annual growth

avg avg avg Stop (Trips OUT) (Trips IN) Stop GROWTH% FY 2007 07 ‐ '08 FY 2008 08 ‐ '10 FY 2010 10 ‐ '13 FY 2013 rate

AM Peak Hour(8‐9am) Typical Weekday Ridership 344,111.0 2.9% 2.9% 354,060.0 2.2% 1.1% 361,676.0 4% 1% 376,227.0 1.8% 9% 1.6% Bus 1 Inbound 291 820279 Annual Ridership 101,331,725.0 4.5% 4.5% 105,881,740.0 2.1% 1.0% 108,088,300.0 3% 1% 111,730,664.0 2.2% 10% 1.7% Bus 1 Outbound 297 857248 2% 2% Bus 68 Inbound 23 022 1 1.02 Bus 68 Outbound 0 70 7 Hub and Spoke Study (July 2012) Bus 85 Inbound 76 076 0 Past two decades 1991‐2011, Avg annual rate growth 1.2% Bus 85 Outbound 0 40 4 Accelerated in the past five years 2006‐2011, Avg annual growth 2.9% Bus CT1 Inbound 114 46112 Future Baseline Growth Scenario 1.2% Bus CT1 Outbound 115 164 52 Future Moderate Growth Scenario 1.5% Bus CT2 Inbound 132 25 42 115 Future High Growth Scenario 2.9% Bus CT2 Outbound 71 836 43 EZRide Inbound* 103 16 49 70 EZRide Outbound* 82 18 36 64

PM Peak Hour(5‐6pm) Bus 1 Inbound 288 56 7 337 Bus 1 Outbound 294 25 12 307 Bus 68 Inbound 9 09 0 Bus 68 Outbound 0 23 0 23 Bus 85 Inbound 7 07 0 Bus 85 Outbound 0 66 0 66 Bus CT1 Inbound 47 31 2 76 Bus CT1 Outbound 54 33 54 Bus CT2 Inbound 29 31 6 54 Bus CT2 Outbound 134 25 55 104 EZRide Inbound* 52 31 19 64 EZRide Outbound* 13 18 11 20 Source: MBTA Bus Ridecheck Data, November 2012 (\\mabos\projects\11356.00\ssheets\TIS\Transit Analysis\MBTA Data) Source: Charles River TMA Ridership Data from Sept. 2013 through Oct. 2014 (\\vhb\proj\Boston\11356.00\ssheets\TIS\Transit Analysis\EZRide) * EZ Ride Data: CRTMA provided monthly boarding data, use September 2014 (same as EZ Ride Feasibility Study) ; used EZ Ride Feasibility Study (March 2015) OFF % distribution to determine approx loads entering Kendall Station; assuming Total Peak Hour ONs = Total Peak Hour OFFs GROWTH RATE PER YEAR

MBTA 2012 Data grown to 2015 (2% per year for 3 years) 1.02 NO ADJUSTMENT TO EZRIDE

Load Entering Load Exiting Station Boardings Alightings Station AM Peak Hour(8‐9am) Bus 1 Inbound 309 8 21 296 Bus 1 Outbound 315 8 60 263 Bus 68 Inbound 24 0 23 1 Bus 68 Outbound 0 7 0 7 Bus 85 Inbound 81 0 81 0 Bus 85 Outbound 0 4 0 4 Bus CT1 Inbound 121 4 6 119 Bus CT1 Outbound 122 1 68 55 Bus CT2 Inbound 140 27 45 122 Bus CT2 Outbound 75 8 38 46 EZRide Inbound 103 16 49 70 EZRide Outbound 82 18 36 64

PM Peak Hour(5‐6pm) Bus 1 Inbound 306 59 7 358 Bus 1 Outbound 312 27 13 326 Bus 68 Inbound 10 0 10 0 Bus 68 Outbound 0 24 0 24 Bus 85 Inbound 7 0 7 0 Bus 85 Outbound 0 70 0 70 Bus CT1 Inbound 50 33 2 81 Bus CT1 Outbound 57 3 3 57 Bus CT2 Inbound 31 33 6 57 Bus CT2 Outbound 142 27 58 110 EZRide Inbound 52 31 19 64 EZRide Outbound 13 18 11 20

\\vhb\proj\Boston\11356.00\ssheets\TIS\Transit Analysis\Existing Bus Ridership.xlsxdata PRINTED 6/18/2015

Hub and Spoke Report

Hub and Spoke CORE TRANSIT CONGESTION AND THE FUTURE OF TRANSIT AND DEVELOPMENT IN GREATER BOSTON

Authored by Stephanie Pollack, Associate Director, Dukakis Center for Urban & Regional Policy at Northeastern University

Dukakis Center for Urban and Regional Policy

June 2012 RISING RIDERSHIP The Massachusetts Bay Transportation Authority, known locally as the T, serves 175 communities with a population of almost 4.7 million people spread over 3,200 square miles. The MBTA’s integrated transit system includes 14 commuter rail lines, 4 subway lines and over 180 bus routes as well as bus rapid transit, trackless trollies, ferries and a paratransit system. (MBTA Blue Book 2010).

Boston is one of the top five metropolitan areas in the United FIGURE 1 States for transit ridership. In 2010, the last year for which U.S. METROPOLITAN AREAS RANKED BY PER CAPITA the American Public Transportation Association compiled TRANSIT RIDERSHIP comparative data from the Federal Transit Administration’s National Transit Database, the MBTA was the fifth largest transit Per Capita Transit Ridership system in the United States, when measured by the total 250 number of unlinked passenger trips served annually1 (APTA Fact Book 2011). And when per capita transit use is the metric, 200 as shown in Figure 1, Boston also ranks fifth nationally. 150 Like transit systems across the country, the MBTA has 100 continued to grow its ridership even in the face of the persistent predictions that transit was a dying transportation 50 mode. Six years ago, when the Urban Land Institute’s Boston

District Council and Northeastern University’s Dukakis Center Annual Unlinked Trips Per Capita 0 for Urban and Regional Policy last teamed up to examine Boston Seattle Honolulu Chicago Portland Philadelphia Los Angeles transit and transit-oriented development in metropolitan Washington, DC Boston, that On the Right Track report acknowledged that New York Tri-StateSan Area Francisco Bay Area Urbanized Area “transit ridership has declined in recent years.” But the report noted a number of trends “that point toward a future of growing demand for higher quality transit.” That prediction, and others like it, has proven correct — ridership has grown steadily and the rate of increase has accelerated. Transit ridership has actually been growing modestly but steadily for the past two decades, both nationally and on the MBTA. 2011 marked the sixth consecutive year that Americans took more than 10 billion trips on public FIGURE 2 transportation. The 2011 total of 10.4 billion trips was the TRANSIT RIDERSHIP TRENDS FOR THE U.S. AND MBTA second highest annual ridership recorded since 1957, according to the American Public Transportation Association. Annual Unlinked Transit Trips

As shown in Figure 2, the MBTA’s ridership over the past two 11,000 500 decades roughly parallels the national increase in ridership, 10,500 United States rising at an average annual rate of 1.2% between 1991 and 10,000 MBTA 450 2011. Ridership growth on the MBTA has accelerated during 9,500 the past five years, with trips increasing at an average annual 9,000 400 rate of 2.9% between 2006 and 2011. And 2012 is off to a strong 8,500 8,000 start: April 2012 marked the fifteenth consecutive month in 7,500 350 which year-over-year ridership on the MBTA increased and the 7,000 MBTA (million trips) third straight month that average weekday ridership exceeded 6,500

United States (million trips) 300 1.3 million. Between January 2007 and April 2012 — with 6,000 fares remaining unchanged and the retail price of gasoline in 5,500 Massachusetts rising from $2.26/gallon to $3.86/gallon — MBTA 5,000 250 ridership rose at more than twice its longer-term historical 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009 2011 average of increasing just over one percent per year.

1 “Unlinked trips” are the number of times passengers board public transportation vehicles. Passengers are counted each time they board vehicles, no matter how many vehicles they use to travel from their origin to their destination. 3 FUTURE RIDERSHIP GROWTH With MBTA ridership rising modestly and steadily over the past twenty years — and the annual rate of increase more than doubling from 1.2% over the past 20 years to 2.9% over the past five years — the MBTA must plan for higher ridership in the future. Even with fares set to increase, which may at least temporarily slow ridership growth, analysis of the MBTA’s historical and more recent ridership data, as well as recent modeling performed by the Commonwealth’s Central FIGURE 3 Transportation Planning Staff, FORECAST MBTA RIDERSHIP GROWTH IN 2021 support the conclusion that the 500000 MBTA needs to plan to be able to serve significantly more riders in 475000 the near future. +2.9% 450000 How many more transit trips should the MBTA 425000 plan to accommodate? For this report the Dukakis Center developed three scenarios for forecasting 400000 MBTA ridership growth from 2011 through 2021: a +1.5% 375000 baseline forecast, a moderate growth scenario and +1.2% a high growth scenario. The results, as illustrated 350000 in Figure 3 and explained in “Ridership Growth Scenarios” on the next page, are both exciting and 325000 sobering. 300000

The MBTA’s 2011 ridership was 390 million unlinked 275000 trips or approximately 1.28 million unlinked trips 1991 1996 2001 2006 2011 2016 2021 on an average weekday, with average weekday ridership increasing to over 1.3 million average weekday riders in the early months of 2012. Figure 4 shows the forecast level of ridership in 2021: FIGURE 4 FORECAST GROWTH IN AVERAGE WEEKDAY RIDERSHIP pp The baseline growth rate of 1.2% annually predicts that the MBTA would serve at least MBTA Average Weekday Ridership 420 million unlinked trips in 2021, equivalent to approximately 1.4 million average weekday 1,800,000 High riders. 1,700,000 Medium pp The moderate growth rate of 1.5% annually 1,600,000 predicts that the MBTA would serve 450 Low million unlinked trips in 2021, equivalent to 1,500,000

approximately 1.5 million average weekday 1,400,000 riders. 1,300,000 pp The growth rate of 2.9% annually predicts that the MBTA would serve 500 million unlinked 1,200,000 trips in 2021, equivalent to approximately 1.67 1,100,000 million average weekday riders. 1,000,000

2000 2005 2010 2011 2020

Bicycle Analysis

Charles River Basin Report

Charles River Basin Pedestrian and Bicycle Study for Pathways and Bridges Pedestrian and Bicycle Connectivity Study

May 2013 Charles River Basin Pedestrian and Bicycle Study for Pathways and Bridges Pedestrian and Bicycle Connectivity Study

Prepared for Massachusetts Department of Transportation | Highway Division and Massachusetts Department of Conservation + Recreation

by Halvorson Design Partnership, Inc. Alta Planning + Design HDR, Inc.

May 2013 Table of Contents

Executive Summary I

Part 1 | Background + Analysis

Introduction 1

Existing Pedestrian and Bicycle Connectivity 5

Pedestrian Facility Toolbox 8

Bicycle Facility Toolbox 9

Regional Context 10

Part 2 | Recommendations

Overview 11

Section A: Galen Street Bridge to North Beacon Street Bridge 12

Section B: North Beacon Street Bridge to Arsenal Street Bridge 16

Section C: Arsenal Street Bridge to Eliot Bridge 18

Section D: Eliot Bridge to Western Avenue Bridge 21

Section E: Western Avenue Bridge to Boston University Bridge 24

Section F: Boston University Bridge to Harvard Bridge 26

Section G: Harvard Bridge to Longfellow Bridge 30

Section H: Longfellow Bridge to Craigie Dam Bridge + Drawbridge 33

Implementation Project Tables 36

Appendix A-1

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY v Acknowledgements

Massachusetts Department of Transportation City of Boston Highway Division Boston Transportation Department Richard A. Davey, Secretary and CEO Jim Gillooly, Deputy Commissiomer Frank DePaola, Administrator Highway Division Nicole Freedman, Director of Boston Bikes Amy Getchell, Connectivity Study/ABP Project Manager Charlotte Fleetwood, Transportation Planner Stephanie Boundy, ABP Public Outreach Coordinator City of Cambridge Massachusetts Department of Conservation + Recreation Traffic, Parking + Transportation Department Edward M. Lambert Jr., Commissioner Sue Clippinger, Director John P. Murray, Deputy Commissioner Community Development Department Joseph Orfant, Director of Bureau of Planning + Resource Protection Cara Seiderman, Transportation Program Manager Dan Driscoll, Director of Recreational Facilities Planning Jeff Rosenblum, Transportation Planner Karl Haglund, Senior Planner Richard Corsi, Senior Planner City of Watertown Ken Kirwin, Traffic Engineer Steve Magoon, Director of Community Development & Planning Gideon Schreiber, Senior Planner

Consultant Team

Halvorson Design Partnership, Inc. Alta Planning + Design HDR, Inc. Prime Consultant | Planning + Landscape Architecture Multi-modal Specialists Civil Engineering Jerry Friedman, Civil Section Manager Cynthia Smith FASLA, Principal, Project Manager Jeff Olson, Principal Monique Hall, Landscape Designer Phil Goff, Project Manager Lin Teng-Yen, Landscape Designer Shannon Simms, Designer Chris Greene, Landscape Planning + Graphic Design Amy Linné, Designer

Executive Summary Executive Summary

The Charles River Basin is a world-class resource for people and nature. The park that surrounding urban areas feature well-established bicycle and pedestrian links to the park The Charles River Basin Pedestrian + Bicycle Study for Pathways + Vehicular Bridges begins stretches eight-and-a-half miles along the river from Watertown to Boston is the system. However, many have fragmented or nonexistent connections due to the adjacent with the need to identify connectivity gaps that exist where physical or other constraints convergence of the region’s built and natural environments, and a critical nexus in the parkways, the Massachusetts Turnpike, rail yards or auto-oriented land uses. These barriers impede bicycle and pedestrian travel throughout the network of paths, intersections metropolitan transportation network. As the Charles River approaches Boston Harbor, can discourage walking and bicycling to, along and across the river. Recognizing these and bridges along the Charles River Basin. The study area focuses on the Charles River it passes through communities of increasing density. The path systems that frame the and other concerns, the Department of Conservation and Recreation (DCR) and the Reservation from the Galen Street Bridge in Watertown downstream to the Craigie Dam river banks and the bridges that span the river form a “trunk route” of non-motorized Massachusetts Department of Transportation (MassDOT) in 2009 jointly commissioned a Bridge and Drawbridge and includes areas within two blocks of the Reservation itself. transportation for Newton, Watertown, Cambridge, Boston, and beyond. As many study as part of Governor Patrick’s Accelerated Bridge Program to evaluate the conditions as 10,000 cyclists, pedestrians and runners an hour use these routes. Several of the and needs of the pedestrian and bicycle facilities along the Charles River Basin.

Typical Conditions in the Study Area

User-created “goat tracks” occur when users feel that the path surface provided is too nar- Access for pedestrians and cyclists on the important desire line between Arsenal Mall In some of the upstream portions of the Study Area, the character is more rural. row, too hard or both. Here, three informal paths have been created. and the river is uncontrolled and unmarked.

Accommodation for pedestrians and bicycles is needed on many of the the bridges over the The Bowker Overpass roadway may be wide enough, relative to its anticipated vehicular A “user counter” on the Esplanade records three different types of user sharing the path river, as well as safe and well-marked ways to negotiate the intersections at either end. This is use, to accommodate a dedicated zone for bicycles. right-of-way: a jogger, a cyclist and a stroller. Charles Circle at the South Bank end of Longfellow Bridge.

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY i The primary goal of the report is to provide conceptual design recommendations for connectivity improvements to and along the Basin for DCR, MassDOT and the adjacent municipalities to incorporate in the future. Part I, Background + Analysis, (pages 1-10) provides a background and introduction to the study and description of the public process and analysis. It also illustrates the existing pedestrian and bicycle infrastructure and the activity generators within the study area. Part II, Recommendations, (pages 11-35) divides the Basin into segments bounded by the river bridges, beginning at the upstream end of the Basin. It details the recommended enhancements and includes supporting graphics.

The recommendations are listed at the end of the report in the Project Implementation Tables (pages 36-40), showing each project’s priority, relevant jurisdictions, and potential funding sources. Some of these recommendations can be implemented in the short term, while others will require further study and will need to be incorporated into long- term planning and fundraising. The recommendations are preliminary and conceptual in nature. Proposed improvements will need to be evaluated for design and construction feasibility, regulatory compliance, and long-term maintenance costs.

Study Area

Context map showing relationship of the Study Area to the existing regional path systems.

ii EXECUTIVE SUMMARY Figure 4 Summary of Connectivity Recommendations

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY iii The Connectivity Study is intended for the use of DCR, MassDOT and the municipalities that line the Charles River as a blueprint for moving forward, with recommendations for both near-term and future projects. MassDOT’s GreenDOT policy (http://www.massdot. Connectivity Recommendations state.ma.us/greendot.aspx) includes a commitment by Massachusetts Secretary of Transportation Richard Davey to triple walking, bicycling and transit mode share in the General recommendations that apply throughout the Basin include: Commonwealth by 2030. The variety of projects presented in this report will help Greater • DCR should strive to develop a 10’-wide paved path with a parallel soft-surface • A wayfinding study should be conducted to identify the type and location of Boston become a truly multi-modal region and create a model for integrating green trail or shoulder for runners where possible. All path widening projects must wayfinding signage to enhance pedestrian and bicycle connectivity and to infrastructure that connects people and nature. As the primary corridor for pedestrian take into consideration the value of the Reservation as a natural resource. support environmental stewardship, education and interpretation; and bicycle transportation and recreation, the Charles River Basin will play a central role in Exceptions to the path-width standards should be made in the presence of ensuring a sustainable future for the region. • Signing the pathways along the Basin as the “Charles River Greenway” to historic landscape , riparian habitat or large and mature trees. In “pinch point” support the concept of green infrastructure as an integrated element of the conditions, a minimum 8’ paved path, with 3’ shoulder on one side, should be Basin’s conservation strategy; incorporated.; • Regular maintenance of the paths throughout the Reservation is essential to • Traffic signals should be examined to determine if concurrent or exclusive the continued success as a transportation, conservation and recreation corridor. pedestrian phases are appropriate. Exclusive signals are recommended where feasible;

Other key recommendations include:

• Numerous streetscape enhancements in Watertown and Newton along • Previously planned improvements as part of the Memorial Drive Phase II project roadways that should connect directly to the Reservation, but currently do not; that will widen the existing concrete path adjacent to the seawall, introduce a • A new footbridge over the Charles River that connects Newton and parallel soft-surface path in places and plant additional trees; Watertown, providing additional opportunities for walking and bicycling loops • Enhancements to improve connections from the Albany and Sidney Street between the Galen and North Beacon Street bridges; corridors in Cambridgeport to the river using shared lanes, signage, an • New crosswalks, roadway geometry and bike lanes on or adjacent to the North improved at-grade railroad crossing and new paths through Fort Washington Beacon Street Bridge; Park; • The lane reduction of a mile-long stretch of Greenough Boulevard to provide • In conjunction with the planned improvements to the Longfellow Bridge new parkland and paths that form an integrated loop with Herter Park on the through MassDOT’s ABP, new traffic signals and crosswalks to link the Broad south bank of the river; Canal path to Cambridge Parkway; • Road narrowing along Memorial Drive between Mt. Auburn Hospital and John • Bicycle connections through Charles Circle that will include green bike lanes, Fitzgerald Kennedy Park in Cambridge to improve connections to Brattle Street enhanced signage and frequent shared-lane markings; and provide space for separated paved and soft-surface paths; • A critical link from the north to the south bank of the Charles utilizing a pair • A link from the Boston University Bridge to the Esplanade, incorporating the rail of new foot bridges along the upstream side of the Museum of Science on trestle that may be redeveloped as a part of the Grand Junction trail project; the 1910 dam, one located where Lechmere Canal and the River join, and the second spanning the 1910 lock, ideas being explored in a preliminary study • A plan to connect the Esplanade with the Emerald Necklace, utilizing a new initiated by DCR; path through DCR-owned land adjacent to the Bowker Overpass, paralleling the Muddy River and along a widened sidewalk of the viaduct over the • At-grade pedestrian and bike enhancements at Leverett Circle (with provisions Turnpike; for a pedestrian overpass in the future).

iv EXECUTIVE SUMMARY Section G Harvard Bridge to Longfellow Bridge

The reservation between the Harvard and Longfellow Bridges is one of the Cambridge. Improvements to this street should follow the reconstruction of South Bank. On the Boston side of the river, there are four overpasses over Storrow Drive most trafficked in the whole Basin. the intersection at Main and Third Streets. between the Harvard Bridge and the Longfellow Bridge. The overpasses at Fairfield Street and Dartmouth Street need better bicycle and pedestrian connections to Beacon Street. North Bank. Major improvements are planned for the path system along East of the crosswalks at Wadsworth Street, there is an existing pedestrian Both streets are one way for that block; however, bicycle demand is two-way. Counter- Memorial Drive as part of DCR’s Memorial Drive Phase II project. For most of signal and crosswalks to facilitate access to the Longfellow Bridge. This flow lanes should be considered in both directions. Further improvements to Fairfield this section there will be a 10-foot, two-way, paved shared-use path adjacent crossing, however, is relatively far from the bridge itself. Wayfinding signage and Dartmouth Streets will improve the connectivity to the river from the Back Bay to the roadway with a separated, 6-foot stabilized aggregate path along the should be added to this area to direct path users to Longfellow Bridge and neighborhood. river. Main Street. The Arthur Fielder foot bridge, built in 1953 and named after the famous Boston Pops Ames Street provides a connection to Kendall Square, the Sixth Street In the Spring of 2013, construction will begin to rehabilitate the Longfellow conductor, currently provides a vital pedestrian and bicycle connection between Pedestrian Walk, and East Cambridge. On-street improvements will enhance Bridge as part of MassDOT’s Accelerated Bridge Program. The plans maintain Arlington Street and the Esplanade landscape. Nearby destinations include the Hatch Shell this connection, as will a proposed pedestrian-actuated signal at the the bike lanes across the bridge, adding a buffered bike lane to the outbound concert area, the Esplanade Playspace, Community Boating, an outdoor café and public intersection with Memorial Drive. Wadsworth Street connects to Kendall side and widening sidewalks. The rehabilitation will also include the widening bathrooms as well as access to the recreational paths along the river. The striking orange/ Square and, when reconstructed, will connect to Third Street and East of the path under the Longfellow Bridge along Memorial Drive (See Section pink curving concrete bridge spans Storrow Drive allowing people from Beacon Hill and H). Back Bay to access the parkland from the city any time of year.

68. Photosimulation of the reservation adjacent to Memorial Drive showing Phase II 69. Photosimulation of Memorial Drive with Phase II improvements, upstream of MIT’s Pierce improvements, downstream of MIT’s Pierce Boathouse. Boathouse.

70. On the occasion of the 2010 centennial of the Charles River Esplanade, the non-profit Esplanade Association came together with DCR and a group of volunteers, professionals, and concerned citizens to envision an ambitious future of the this beloved stretch of riverfront parkland.

With guiding principles for the park’s future, and an extensive list of forward-looking improvements, the Esplanade 2020 Plan provides an excellent context for long-term planning in this area. It is available online from The Esplanade Association.

The Connectivity Study recommendations have considered the visionary ideas of the 2020 Plan. One of the more imaginative proposals from the Plan—currently unfunded—would involve lowering Storrow Drive, enabling the creation of an at-grade crossing near the Hatch Shell, shown in the detail above.

30 RECOMMENDATIONS Figure 71 N

See Figure 74 Recommendations Section G Harvard Bridge to Longfellow Bridge

Legend

Existing crosswalk, no improvements needed See Figure 72

Existing crosswalk, needs improvement

Proposed crosswalk

Existing/funded signal

Proposed signal

Existing ped bridge/overpass

Proposed ped bridge/overpass

Existing Hubway station

Existing/funded bike lane/cycle track See Figure 70

Proposed bike lane/cycle track

Existing/funded multi-use path/sidewalk (primary)

Existing/funded multi-use path/sidewalk (secondary)

Proposed multi-use path

New path/landscaping/reduced lanes

Proposed bike/ped and streetscape improvements within ROW

Reconﬁguration of intersection recommended

Entry node to the river with art, seating, lighting, landscape * elements and small plaza features

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY 31 Section G Harvard Bridge to Longfellow Bridge continued

South Bank continued. The existing pedestrian overpass from Charles Circle to the includes a wide bike box intended for queueing bicyclists traveling through to Cambridge be reconfigured to accommodate a separated bicycle facility. Once bicyclists pass the Esplanade is to be replaced in conjunction with the Longfellow Bridge Reconstruction. Street or left to Charles Street or Mass. General Hospital. Green paint or thermoplastic in a Storrow Drive on-ramps, they would enter a buffered bike lane that continues to the Due to the extremely high volumes of cyclists and pedestrians that use this bridge dashed bike lane will also help motorists see this conflict area. planned buffered bike lane on the Longfellow Bridge. Green coloration helps define particulary during events on the Esplanade, the width of the new bridge should be no another conflict area where motorists turn right from Storrow Drive onto the bridge. East of Charles Street, a series of tightly spaced “sharrows” can help define another conflict narrower than 12 feet. zone where bicyclists may conflict with motorists merging from their right. Full signalization of this intersection should be studied to discourage motorists from The bicycle connection through Charles Circle is critical. Currently it represents a taking a “rolling stop” through the flashing red light from the Storrow Drive off-ramp. Westbound bicyclists on Cambridge Street have difficulty traveling straight through the significant barrier that nearly precludes less-experienced cyclists from bicycling to and traffic light due to heavy volumes of right-turning motor vehicles from all three existing from downtown Boston over the Longfellow Bridge. travel lanes. Shared lane markings or a green priority shared lane should be incorporated While there are bike lanes on the Longfellow Bridge, the Draft Boston Bike Master Plan to encourage bicyclists to stay in the middle lane as they enter the intersection. A recommends shared lane markings on Cambridge Street. At Charles Circle these two series of tightly spaced sharrows will help define the path of bicyclists traveling straight facility types meet (Figure 72). For eastbound Longfellow Bridge traffic, the current design through this intersection. In the long term, Cambridge Street and Charles Circle should

EXISTING

72. Charles Circle detail plan showing an interim bicycle connection between the Longfellow Bridge and Cambridge Street. 73. Existing and proposed view of westbound Cambridge Street at Charles Circle.

32 RECOMMENDATIONS Section H Longfellow Bridge to Craigie Dam Bridge + Drawbridge

The paths on the Boston and Cambridge sides of the river between the Currently, the primary path connects from Cambridge Parkway to Land Longfellow Bridge and the Craigie Dam Bridge and Drawbridge provide Boulevard, over the Lechmere Canal, and along Charles River Dam Road on access to the Broad Canal, Lechemere Canal, the Museum of Science, and the downstream side of the Museum of Science. An alternate route for the Teddy Ebersol’s Red Sox Fields. path would be on the upstream side of the Museum of Science.

North Bank. The recommended connections between the Longfellow Two new bridges are required to make this connection. DCR consultants Bridge, Broad Canal, and the path are shown in Figure 74. The short ramp have completed conceptual designs for these two bridges. The first is a from First Street to the westbound lane of the Longfellow Bridge can easily curved bridge (Figure 75) which will connect from the Esplanade at the include a bicycle lane. The addition of several crosswalks across First Street north end of Cambridge Parkway over the canal to the Museum of Science and Land Boulevard will connect the end of this ramp, the Broad Canal path, parking garage. A cantilevered walkway will be necessary to connect to and the path along Cambridge Parkway. Because of the slope and short the existing path behind the Museum of Science. Another bridge will be sight lines, a pedestrian-actuated signal should be incorporated at these two necessary to cross the open lock that leads to the Craigie Drawbridge. crosswalk locations. Because of occasional boat traffic, this bridge will need to be a movable bridge (see Figure 76). These connections will create a loop around the east To further enhance the pedestrian connection under the bridge, the wall end of the Charles River Basin along the water’s edge, without any road on the west side of First Street will be enhanced by providing openings crossings. in the granite wall. This work will be done during the rehabilitation of the Longfellow Bridge. There are existing bike lanes and a planned cycle track In addition to this long-term vision for connectivity on the upstream side on Binney Street, which ends at Land Boulevard. Across the street, Front Park of the Museum of Science, improvements are needed to the existing links to the Cambridge Parkway. A more clearly defined bicycle connection connection on the downstream side. Improved crosswalks at today’s through this park will help complete the movement from Binney Street. Museum Way signal will enhance the connection of the path to North Point Park and the new North Bank Bridge, which links to Paul Revere Park Other streets that provide connections to the East Cambridge neighborhood in Charlestown. There is a long-term vision to connect the Somerville include Charles Street, which has a signalized crossing at Land Boulevard, and Community Path to the river in this area. This portion of the river also Thorndike Street, which connects to the path around the Lechmere Canal. includes the proposed Inlet Bridge between Charles River Dam Road and This canal path links to the Charles River path; however, the connections North Point Park in Cambridge, and the Draw One Walkway across the river, are not ADA-compliant because of the steep slope from the river to Land connecting Cambridge and Boston.. Boulevard on the north side.

74. Plan diagram showing connectivity improvements where the Broad Canal meets the Charles River

75. Proposed curved bridge design by Rosales/Schlaich Bergermann, linking the path behind the Museum of Science to the North Bank. (image courtesy of DCR).

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY 33 Section H Longfellow Bridge to Craigie Dam Bridge + Drawbridge continued

South Bank. On the Boston side of the river, the South Bank Bridge, serving cyclists and If a flashing red arrow cannot be accommodated with the existing signal equipment, is needed to determine if a lane reduction and the addition of bike lanes is appropriate pedestrians, is planned by DCR to cross over the MBTA train tracks and connect Nashua then a permanent “No Right Turn on Red” sign, with hour restrictions, should be installed. on Nashua Street. Currently the Draft Boston Bike Master Plan recommends shared lane Street Park with the new Charles River Dam. The addition of a crosswalk from a traffic island to the MBTA station will satisfy an existing markings along Martha Road and Naushua Street. Additionally, the path connection to the pedestrian desire line while avoiding conflict with vehicles from Nashua Street. These west side of North Station is not well defined. Pavement markings and wayfinding signage MassDOT has committed to reconstruct the pedestrian overpass at Leverett Circle, improvements were developed by the Connectivity Study team for MassDOT in the directing bicyclists from Martha Road will improve this connection. Bicyclists leaving North which will link the MBTA station to the east- and westbound walkways along Storrow Leverett Circle Pedestrian + Bicycle Crossing Study (2011).* Station via Nashua Street will benefit from the addition of a stop sign for cars exiting the Drive. At-grade improvements will help bicyclists and pedestrians navigate this complex underground parking garage. intersection. The planned bike lanes on the O’Brien Highway should extend through Both Martha Road and Nashua Street are important links between North Station and the Leverett Circle. Bike signals and an alternating flashing/steady red right turn arrow will Charles River Reservation. Bicycle facilities are recommended for both streets. Further study * http://www.massdot.state.ma.us/portals/0/docs/infoCenter/docs_materials/Leverett_report.pdf mediate the conflict between eastbound bicyclists and right-turning motorists.

76. Proposed movable bridge by Rosales/Schlaich Bergermann at the lock on the South Bank (courtesy DCR) 77. In addition to the proposed pedestrian overpass at Leverett Circle, some at-grade intersection improvements can be made to enhance pedestrian/bicycle connections to the T station and the West End neighborhood.

34 RECOMMENDATIONS Figure 78 Recommendations Section H Harvard Bridge to Craigie Dam Bridge + Drawbridge

Legend

Existing crosswalk, no improvements needed

Existing crosswalk, needs improvement

Proposed crosswalk See Figure 77 Existing/funded signal

Proposed signal

Existing ped bridge/overpass

Proposed ped bridge/overpass See Figure 74 Existing Hubway station

Existing/funded bike lane/cycle track

Proposed bike lane/cycle track

Existing/funded multi-use path/sidewalk (primary)

Existing/funded multi-use path/sidewalk (secondary)

Proposed multi-use path

New path/landscaping/reduced lanes See Figure 72

Proposed bike/ped and streetscape improvements within ROW

Reconﬁguration of intersection recommended N Entry node to the river with art, seating, lighting, landscape * elements and small plaza features

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY 35 Implementation Project Tables

The recommedations set forth in this report are intended for the use of DCR, MassDOT and the municipalities that line the Charles River Priority Projects as a blueprint for moving forward and to help meet the recent call JURISDICTIONAL of Massachusetts Secretary of Transportation Richard Davey to triple PROJECT AREA/DESCRIPTION DESCRIPTION INVOLVEMENT walking and bicycling in the Commonwealth. A. UPPER CHARLES RIVER BASIN (GALEN ST BRIDGE TO ELIOT BRIDGE) Watertown Square Intersection Shared lane markings on Charles River Rd and N Beacon St to continue bike lanes through the Watertown The recommendations are conceptual in nature and will intersection require further analysis and study before moving forward to Irving Street / Charles River Road New crossing with pedestrian signal, entry node to path with art, seating, etc. DCR, Watertown implementation. The following summary tables categorize each N. Beacon Street / Charles River Road Improvements to crosswalks and widen path to 10 feet at pinch point DCR, DOT Arsenal Mall and Arsenal Park Path Path connection with new crosswalk between Arsenal Street and the N. Beacon Street Bridge DCR, Watertown measure by order of magnitude costs, timeline, and jurisdiction. N. Beacon Street Bridge (north end) Pedestrian actuated signal; improve crosswalks DCR, DOT Projects which have been identified as both early to mid-term actions N. Beacon Street Bridge Lane reduction, new bike lanes or cycle tracks DCR and low to medium cost are listed as priority projects for municipalities Community Rowing Launch Site Improve path visibility at boat launch DCR and state agencies to act upon in the near future. North Beacon St Bridge (south end) Improve path crossing DCR, DOT, City of Boston Arsenal Bridge (south end) Improve crosswalks and curb ramps at path crossing; remove or tighten free-right turn lanes DCR, DOT, City of Boston The variety of projects presented in this report will help move Greater Soldiers Field Road parking lot (east of Western Avenue) Improve path connection through parking lot; improve crosswalk DCR Everett Street at Soldiers Field Road New crosswalks across Soldiers Field Road DCR, City of Boston Boston closer to becoming a truly multi-modal region and will help create a model for integrating green infrastructure that connects B. MIDDLE CHARLES RIVER BASIN (ELIOT BRIDGE TO BU BRIDGE) people and nature. Memorial Drive at Hawthorn Street Enhanced crosswalk; potential entry node to river with art, seating, etc. DCR, City of Cambridge JFK Street Bike lanes from Anderson Bridge to Eliot Street City of Cambridge Dewolfe Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Mt. Auburn Street) City of Cambridge River Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Putnam Avenue) City of Cambridge Path improvements along Memorial Drive Raised crosswalks along path at driveways, widen path to 10 ft between River Street Bridge and BU DCR, City of Cambridge Path along Soldiers Field Road (west of Anderson Bridge) Improve path crossings to be more visible at driveways to boathouse (potential raised crosswalk) DCR

C. LOWER CHARLES RIVER BASIN (BU BRIDGE TO CRAIGIE BRIDGE) Memorial Drive Rotary at BU Bridge Colored bike lanes in conflict areas, signage and curb adjustments DCR, City of Cambridge Memorial Drive / Ames Street Improve crosswalks; proposed pedestrian actuated signal DCR, City of Cambridge Path west of Longfellow Bridge Add wayfinding signage to direct bicyclists/pedestrians to and from the Longfellow Bridge DCR, City of Cambridge Longfellow Bridge (Cambridge side) Improve crosswalks at on/off ramp from bridge to Memorial Drive/Land Boulevard DCR, City of Cambridge Commonwealth Avenue / BU Bridge Improve all crosswalks; potential two-stage left turn queue box for bikes DOT, City of Boston Boylston Ave to Beacon Street via Charlesgate East ramp Sidewalk widened to shared-use path, improved crossings (part of proposed Charlesgate connection) DCR, City of Boston Beacon Street to Harvard Bridge New crosswalk, add curb extension to remove slip lane; proposed path connection under Storrow Drive DCR, City of Boston ramp and around gatehouse Harvard Bridge / Storrow Dr WB off-ramp New traffic signal and crossings (part of proposed Charlesgate connection) DCR, DOT, City of Boston Beacon Street / Massachusetts Ave Improve crosswalks and other intersection improvements (part of proposed Charlesgate connection) DCR, City of Boston Dartmouth Street Bike/ped ROW and streetscape improvements; add counterflow bike lane to improve access to City of Boston overpass Charles Circle Bike improvements: bike lanes, shared lane markings, green bike lanes in conflict areas, etc. DCR, DOT, City of Boston Leverett Circle Improvements to existing crosswalk, new crosswalk, and other at-grade improvements DCR, DOT, City of Boston

D. NEW CHARLES RIVER BASIN (CRAIGIE BRIDGE TO NORTH STATION) North Station to Martha Road connection New path connection between North Station and Martha Road, including wayfinding signage City of Boston Nashua Street at North Station Improve bike wayfinding between North Station and the Charles River City of Boston

36 RECOMMENDATIONS POTENTIAL FUNDING TIMELINE JURISDICTION COST ASSISTANCE All Recommended Projects | Sections A - C

PROJECT AREA/DESCRIPTION DESCRIPTION PRIORITY PROJECT ADDITIONAL NOTES EARLY ACTION (1-2 yrs) MID TERM (3-6 yrs) LONG RANGE (>6 yrs) DCR MASS DOT MASS CITY OF BOSTON OFCITY CAMBRIDGE OFCITY NEWTON OF WATERTOWN TOWN OTHER LOW MEDIUM HIGH MIT HARVARD NON-PROFIT FOUNDATION OTHER

UPPER CHARLES RIVER BASIN (GALEN ST BRIDGE TO ELIOT BRIDGE)

PROJECT # NORTH SIDE (WATERTOWN - CHARLES RIVER RD - GREENOUGH BLVD ) MAP SECTION 1 Watertown - Main Street Adjust vehicular travel lane widths to accommodate bike lanes • •• 2 Watertown Square Intersection Shared lane markings on Charles River Road and N. Beacon Street to continue bike lanes through the intersection • • •• 3 Galen Street Bridge (north end) Entry node to path with art, seating, etc.; improved crossings through intersection •••• 4 Park between Riverside Street and Charles River Road Path from Riverside Street to primary riverfront path; improved crossings •••• 5 Irving Street Bike/ped ROW and streetscape improvements (from Charles River Road to Mt. Auburn Street) • •••• 6 Irving Street / Charles River Road New crossing with pedestrian signal, entry node to path with art, seating, etc. • ••••• Coordinate with the Perkins School for the Blind A 7 Riverside Street from Irving Street to Perkins School Bike/ped ROW and streetscape improvements • •••• 8 Beechwood Avenue and Paul Street Bike/ped ROW and streetscape improvements (from Charles River Road to N. Beacon Street) • ••• 9 Watertown Square to North Beacon Street Path improvements proposed in Watertown Riverfront Park Restoration Plan •• • 10 Charles River Road (various locations) New crosswalks to access river at Wheeler Lane, Beechwood Avenue and Paul Street •••• 11 Charles River Rd between Bay St & Watertown Yacht Club Complete sidewalk on north side of Charles River Road •••• 12 N. Beacon Street / Charles River Road Improvements to crosswalks and widen path to 10 feet at pinch point • ••• • 13 Arsenal Mall and Arsenal Park Path Path connection with new crosswalk between Arsenal Street and the N. Beacon Street Bridge • ••••• - Collaborate with Arsenal Mall (private property) 1 Arsenal Street Bike/ped ROW and streetscape improvements from School Street to the Arsenal Bridge • ••• 2 Talcott Avenue Bike/ped ROW and streetscape improvements • ••• 3 N. Beacon Street Bridge (north end) Pedestrian actuated signal; improve crosswalks • ••• • B 4 N. Beacon Street Bridge Lane reduction, new bike lanes or cycle tracks • •• • 5 Arsenal Street between Coolidge Ave and Greenough Blvd Widen/improve sidewalk • •• 6 Greenough Blvd at Arsenal Street (western intersection) Improve crosswalk ••••• • 7 Arsenal Street at Greenough Blvd (eastern intersection) Improve crosswalks; potential reconfiguration of intersection •••••• Potential involvement of Solomon Foundation 1 Greenough Blvd from Arsenal Street to Eliot Bridge Road diet and parkland expansion •••••••• C 2 Grove Street Bike/ped ROW and streetscape improvement (from Greenough Blvd. to future Waterown Path extension) •••• 3 Path at Grove Street crossing Entry node to the river with art, seating, etc. •••• SOUTH SIDE ( NEWTON -SOLDIERS FIELD ROAD - BRIGHTON) 14 Galen Street Bridge (south end) Improve path visibility; improve crossing ••••• 15 Watertown Street and Aldrich Street Bike/ped ROW and streetscape improvements (from Galen Street to Casey Park) • •• 16 Water Street Bike/ped ROW and streetscape improvements (from Galen Street to Nonantum Road) • •• 17 Hunt Street/Maple Street Bike/ped ROW and streetscape improvements (from Galen Street to Nonantum Road) • ••• A 18 Jefferson Street Bike/ped ROW and streetscape improvements (from Galen Street to Maple Street) • •• 19 Nonantum Road (various locations) Improvements to bicycle transition from roadway to path adjacent to Nonantum Road (Water Street, Maple Street and Brook Street intersections) •••••• 20 Nonantum Rd at Maple Street Potential location for new bike/ped bridge across river (located above culvert) •••••• - Coordinate with Mass. Water Resource Authority 21 Nonantum Rd at Charlesbank Rd Potential new signal •• • 8 Brooks Street Bike/ped ROW and streetscape improvements (Nonantum Road to Washington Street) •• • 9 Community Rowing Launch Site Improve path visibility at boat launch • •• • 10 N. Beacon Street Bridge (south end) Improve path crossing • ••••• 11 N. Beacon Street Bridge (south end) Add crossing from south end of bridge to pool across Nonantum Road ••••• 12 Soldiers Field Road connection to Parsons Street New crossings from river path to Parsons Street (in conjunction with new path connection); includes study for new signal at crossing of Soldiers Field Road; includes entry node to the river with art, seating, etc. •••• •• 13 Birmingham Parkway New path connection between Parsons Street and N. Beacon Street along the parkway, new crosswalks at N. Beacon Street signal ••• • B 14 N. Beacon Street Bike/ped ROW and streetscape improvements (from bridge to Birmingham Parkway) ••• • 15 Parsons Street Bike/ped ROW and streetscape improvements (from N. Beacon Street to Washington Street) ••• • 16 Arsenal Bridge (south end) Improve crosswalks and curb ramps at path crossing; remove or tighten free-right turn lanes • ••••••• 17 Soldiers Field Road at Western Ave/Arsenal Bridge New crosswalks ••••• • 18 Birmingham Parkway from N. Beacon to Lincoln Street Road diet and/or path along north side of parkway •••• ••• Possible coordination with New Balance Campus Master 19 Birmingham Parkway from Lincoln Street to Western Ave Bike/ped ROW and streetscape improvements •••• •• Plan 20 Intersection of Leo M Birmingham Pkwy & Lincoln Street Improve existing crosswalks; add crosswalks across the Parkway ••••• • 21 Market Street Bike/ped ROW and streetscape improvements (from N. Beacon Street to Birmingham Parkway) •••• •• 4 Western Avenue Bike/ped ROW and streetscape improvements (from Birmingham Parkway to Everett Street) •• • 5 Soldiers Field Road parking lot (east of Western Avenue) Improve path connection through parking lot; improve crosswalk • •• • 6 Telford Street Bike/ped ROW and streetscape improvements (from pedestrian overpass to Western Avenue) ••• C 7 Everett Street Bike/ped ROW and streetscape improvements (from Soldiers Field Road to Western Avenue) ••• 8 Everett Street at Soldiers Field Road New crosswalks across Soldiers Field Road • •••• 9 Soldiers Field Road / Herter Park New path from Soldiers Field Road/Everett Street to existing path network in Herter Park; entry node to river with art, seating, etc. •••• • 10 Soldiers Field Road / Smith Playground Potential new crosswalk at Soldiers Field Road from Smith Playground to Herter Park; includes study to incorporate future signal •••• ••

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY 37 POTENTIAL All Recommended Projects | Sections D - E FUNDING TIMELINE JURISDICTION COST ASSISTANCE

PROJECT # NORTH SIDE (MEMORIAL DRIVE - WEST CAMBRIDGE ) MAP SECTION 1 Intersection at Memorial Drive & Gerry's Landing Road Improve existing crosswalks •••••• 2 Gerry's Landing Road Bike/ped ROW and streetscape improvements - curb cuts and area sidewalks ••••• 3 Memorial Drive at Sparks Street New path connection from Sparks Street to parkland, including new crosswalk at Memorial Drive •••• • Potential interest from Mount Auburn Hospital 4 Memorial Drive from Sparks Street to JFK Park Reduction of travel lanes with parkland expansion •••• •• 5 Memorial Drive at Hawthorn Street Enhanced crosswalk; potential entry node to river with art, seating, etc. • •••• - Note: Assumes installation of traffic signal in separate 6 Hawthorn Street from Mt Auburn St to Memorial Dr Bike/ped ROW and streetscape improvements ••• process 7 University Road Bike/ped ROW and streetscape improvements (from JFK Park to Mt. Auburn Street) ••• D 8 University Road to Memorial Drive Improved path connection to river •••• 9 Memorial Drive at JFK Park New crosswalk in conjunction with changes per project D-4 •••• 10 JFK Street Bike lanes from Anderson Bridge to Eliot Street • • •• 11 Dewolfe Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Mt. Auburn Street) • • ••• 12 Dewolfe Street at Memorial Drive Improve crosswalks; add entry node to river with art, seating, etc. •••••• 13 John W. Weeks Bridge Improve Weeks Bridges for bicycle access and ADA compliance ••••••• - Involvement of Mass. Historic Commission likely 14 Memorial Drive between Dewolfe and Western Ave Widen sidewalk on Cambridge-side of Memorial Drive •••• 15 Memorial Drive between Dewolfe and Western Ave Lane reduction due to westbound left-turn lane onto Western Avenue Bridge •••••• 1 Memorial Drive and Western Ave Potential new crosswalk across Memorial Drive on the east side of intersection ••••• 2 River Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Putnam Avenue) • • ••• 3 Pleasant Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Putnam Avenue) ••• 4 Parking lot enhancements Connection through parking lot and to river, primarily within City of Cambridge right-of-way E ••• 5 Memorial Dr between Pleasant Street and Magazine Street Raised crosswalks at all parking lot entrances on the Cambridge side of Memorial Drive •••• 6 Path improvements along Memorial Drive Raised crosswalks along path at driveways, widen path to 10 ft between River Street Bridge and BU Bridge • •••••• 7 Magazine Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Massachusetts Avenue) ••• 8 Magazine Street at Memorial Drive Entry node to river with art, seating, etc. ••••• SOUTH SIDE (BRIGHTON - ALLSTON) 16 Eliot Bridge (East Side) Realign paths between underpass and bridge sidewalk to be ADA compliant • • • D 17 Path along Soldiers Field Road (west of Anderson Bridge) Improve path crossings to be more visible at driveways to boathouse (potential raised crosswalk) • •• •• 18 Sinclair Weeks Bridge Improve overpass for bicycle access and ADA compliance ••• •• - Involvement of Mass. Historic Commission likely 9 Cambridge Street Proposed bike lane/cycle track In coordination with Boston Bike Master Plan effort ••••• E 10 Path downstream of River Street Bridge Widen path to 10 ft with cantilever ••• •• - Partial widening part of River Street Bridge design 11 BU Bridge / Grand Junction Path Connection between the bridge and the Grand Junction Path •••• •• - Potential interest from Boston University

38 RECOMMENDATIONS POTENTIAL FUNDING All Recommended Projects | Sections F - H TIMELINE JURISDICTION COST ASSISTANCE

LOWER CHARLES RIVER BASIN (BU BRIDGE TO CRAIGIE BRIDGE)

PROJECT # NORTH SIDE (CAMBRIDGEPORT - MIT - EAST CAMBRIDGE) MAP SECTION 1 Memorial Drive Rotary at BU Bridge Colored bike lanes in conflict areas, signage and curb adjustments • ••••• 2 Path east of BU Bridge Widen sidewalk/path between BU Bridge and BU Boathouse ••••• - Potential involvement of Boston University 3 Vassar Street at Amesbury Street Direct bike/ped traffic on Vassar to Amesbury St through signage and other enhancements •••• 4 Amesbury Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Vassar Street) •••• F 5 Amesbury Street at Memorial Drive Improve crosswalks; add entry node to river; potential signal phase adjustments ••••••• 6 Connection to Fort Washington Park Improve connection from Vassar St to the park with a new crossing through parking lot ••••• - Potential involvement of private property owner 7 Grand Junction Overpass Proposed railroad overpass connecting Pacific Street to Vassar Street per MIT plan ••••• 8 Memorial Drive / Endicott Street Improve crosswalk on westbound side of Memorial Drive •••• 9 Memorial Drive / Massachusetts Ave Improve all crosswalks; potential reconfiguration of intersection to mitigate bike lane pinch point •••••• 1 Memorial Drive at MIT Sailing Pavilion Improve crosswalks ••••• 2 Ames Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Main Street) ••••• 3 Memorial Drive / Ames Street Improve crosswalks; proposed pedestrian actuated signal • ••••• G 4 Wadsworth Street Bike/ped ROW and streetscape improvements (from Memorial Drive to Main Street) • •••• 5 Memorial Drive / Wadsworth Street Improve crosswalks ••••• 6 Path west of Longfellow Bridge Add wayfinding signage to direct bicyclists/pedestrians to and from the Longfellow Bridge • •••• 7 Longfellow Bridge (Cambridge side) Improve crosswalks at on/off ramp from bridge to Memorial Drive/Land Boulevard • •••• 1 Path along Broad Canal/Cambridge Parkway New crosswalks for path crossing; new signals on Land Blvd. •••• 2 Binney Street / Edward H Land Boulevard New path connection to river; potential reconfiguration of intersection H •••• 3 Path at Lechmere Canal Improve ADA access from path to bridge above ••••• 4 Upstream-side of Museum of Science New bridges over the Lechmere Canal and the old Charles River lock per Rosales/Schlaman Bergmann design •••• •• - Potential involvement of Museum of Science

SOUTH SIDE (STORROW DR - BACK BAY - BEACON HILL) 10 Commonwealth Avenue / BU Bridge Improve all crosswalks; potential two-stage left turn queue box for bikes • ••••• • 11 Storrow Drive crossing below BU Bridge Potential new signal and crossing to connect BU Bridge stair with Esplanade •••• •• Potential involvement of Boston University 12 Pedestrian overpass east of BU Bridge Make ADA compliant, may require replacement of bridge •••• ••• 13 Silber Way Bike/ped ROW and streetscape improvements (from Comm Ave to Storrow overpass) ••• • F 14 Boylston Ave to Beacon Street via Charlesgate East ramp Sidewalk widened to shared-use path, improved crossings (part of proposed Charlesgate connection) • ••• •• 15 Beacon Street to Harvard Bridge New crosswalk, add curb extension to remove slip lane; proposed path connection under Storrow Drive ramp and around gatehouse (part of proposed Charlesgate connection) • ••• •• Potential involvement of Solomon Foundation 16 Harvard Bridge / Storrow Dr WB off-ramp New traffic signal and crossings (part of proposed Charlesgate connection) • •••• •• 17 Beacon Street / Massachusetts Ave Improve crosswalks and other intersection improvements (part of proposed Charlesgate connection) • ••• •• 8 Beacon Street between Mass Ave and Berkeley Street Proposed bike lane/cycle track per City of Boston Bike Master Plan ••• 9 Fairfield Street Bike/ped ROW and streetscape improvements (from Beacon Street to Storrow Drive overpass) ••• G 10 Fairfield Street overpass Entry node to river with art, seating, etc. •• • 11 Dartmouth Street Bike/ped ROW and streetscape improvements; add counterflow bike lane to improve access to overpass • ••• 12 Charles Street Proposed bike lane/cycle track per City of Boston Draft Bike Master Plan (from Charles Circle to Beacon Street) • • 5 Charles Circle Bike improvements: bike lanes, shared lane markings, green bike lanes in conflict areas, etc. • ••••• 6 Blossom Street at Storrow Drive Entry node to river with art, seating, etc. at base of bike/ped overpass - Potential involvement of Mass General Hospital H •• •• 7 Leverett Circle Improvements to existing crosswalk, new crosswalk, and other at-grade improvements • •••••• 8 Leverett Circle Proposed pedestrian overpass •••• •

CHARLES RIVER BASIN | PEDESTRIAN + BICYCLE CONNECTIVITY STUDY 39 POTENTIAL FUNDING TIMELINE JURISDICTION COST ASSISTANCE All Recommended Projects | Craigie Dam - North Station

NEW CHARLES RIVER BASIN (CRAIGIE BRIDGE TO NORTH STATION)

PROJECT # NORTH SIDE (CAMBRIDGE - NORTH POINT PARK - CHARLESTOWN ) MAP SECTION 9 Charles River Dam Road to North Point Park Proposed inlet bridge per North Point Master Plan ••• •• - Potential involvement of North Point developer H 10 North of Industrial Park Road Further study needed: connection to Somerville Community Path Extension ••••• - Potential involvement of City of Somerville 11 Draw One Walkway Path connection adjacent to existing bridge between Spaulding Hospital/Nashua Street to the North Point Park •••••

SOUTH SIDE (WEST END - NORTH STATION - NORTH END) 12 Martha Road Bike/ped ROW and streetscape improvement per City of Boston Bike Master Plan (from Storrow Dr. to Causeway) •••• 13 Nashua Street Bike/ped ROW and streetscape improvement; consider lane reduction (from Storrow Dr. to North Station) ••• • H 14 North Station to Martha Road connection New path connection between North Station and Martha Road, including wayfinding signage • •••••• Potential involvement of Delaware North Company 15 Nashua Street at North Station Improve bike wayfinding between North Station and the Charles River • ••• • 16 Nashua Street Park connection to North Station Future South Bank Bridge project per DCR design contract ••••• •

40 RECOMMENDATIONS