The Casey Arborway Project - a broad defense

WHY ELIMINATE THE OVERPASS?
The Casey Overpass was built 60 years ago to span three train line impediments to car travel that were eliminated nearly three decades ago.

Now the overpass has decayed beyond repair, creating a public safety hazard that has required the closing of lanes in each direction and the installation of safety netting to catch falling pieces.

Since the overpass and its ramps sit right on top of what once was the eastbound Arborway, removing it makes it possible to rationalize surface routes that currently require all local users to weave in and out of the bridge’s ramps and piers to get anywhere.

MassDOT’s peer-reviewed traffic studies and computer modeling out to the year 2035 have shown that an improved surface grid of roads and intersections can serve the needs of all users – not just cars, but pedestrians, bus and T riders, and cyclists – as well or better than a replacement bridge in almost every possible point-to-point direction throughout the area, and improve on the existing situation.

The at-grade plan is far less expensive than building an unnecessary overpass – some $20 million less - the project can include a number of infrastucture improvements and amenities that would otherwise be impossible.

WHAT IMPROVEMENTS ARE IN STORE?
There will be improved local commuting connections including a new plaza at the end of Southwest Corridor Park which provides direct access to the Orange line T platform without crossing the Arborway for riders from the north. There will be a revamped plaza at the station itself, a consolidated regional school bus hub and an expanded and landscaped upper busway along the western side.

The project enhances recreational opportunity in a portion of the Emerald Necklace that has been broken for sixty years. There will be three miles of new and improved sidewalks and crosswalks, three miles more of new bicycle paths and lanes. These landscaped paths will connect the Arnold Arboretum to Franklin Park and to Southwest Corridor Park in ways that will be simple for families and children to navigate. These routes are extremely difficult and dangerous now.

The important civic space of the West Roxbury District Municipal Courthouse will be opened up, re-landscaped and re-connected to the community as well.

The conversion of the 1930s era Shea Circle rotary near Franklin Park to a new signalized intersection will provide traffic calming for the corridor in a notoriously dangerous location while making it possible for pedestrians and bicyclists to safely reach Franklin Park from the south.

In all, the project creates 1.3 acres of new greenspace and adds 560 new trees from 60 different species – a 2-to-1 increase over today. The Arnold Arboretum’s staff participated in the planning process, and the landscaping plans compliment their collection with a wide variety of shade trees, evergreens, shrubs, bulbs and flowering ornamentals that will be beautiful in all seasons.

It’s a once in a generation opportunity to enhance livability and create a sense of place we all can be proud of where a crumbling overpass currently blocks the sky as well as the local traffic.

WHAT ABOUT THE CRITICS OF THE AT-GRADE PLAN? 
Even the most vocal critics have over the course of the lengthy public planning process contributed to improvements in the design, and neighbors should be grateful for their service.

However, the peer-reviewed data, the future traffic projections and the public process do not support their claims or their fears in any way.

A broad coalition of neighborhood, greenspace, cycling and pedestrian advocates that participated in the process - many of whom are local to the project area - support the project as designed, including the Emerald Necklace Conservancy, the Boston Cyclists Union, WalkBoston, LivableStreets, the Arboretum Park Conservancy, the Arborway Coalition and others. Their expertise is substantial, and their memberships run into the thousands.

Most individual supporters of the plan moved on from contentious argument about the project in 2012 when the at-grade decision was made, and they’ve been waiting patiently for construction to begin ever since.

The temporary inconvenience of construction will be quite difficult at times - but the end result will be well worth it for Jamaica Plain, for Boston and for the region.

Discussing the Merits of the Casey Arborway Project on TV

On April 2, 2015 I had the opportunity to describe some of the many benefits of the Casey Arborway Project for the Jamaica Plain community on Boston Neighborhood Network News, a local cable television program hosted by Chris Lovett.

The segment has a companion piece which I had not seen at the time of the taping. In it Kevin Moloney - current Chair of the Jamaica Plain Neighborhood Council but not identified as such - presents the views of Bridging Forest Hills.

Connecting Casey Arborway Bike Paths to Jamaica Pond: A New Proposal

Toole Design Group

Recently DCR held two public meetings at the Arnold Arboretum to discuss possible future Arborway Bicycle Facilities between the Casey Arborway Project and Jamaica Pond. Preliminary in nature, the purpose of the meetings was to seek community input and develop “Starter Ideas” that might help this portion of the historic Emerald Necklace parkways gain more balance and become more inclusive and safe for all users: cars, bikes, pedestrians. Upon the completion of the Casey Arborway Project, there will be strong bike and pedestrian facilities both to the south in Forest Hills and to the north of the project area at Jamaica Pond and beyond, but this section of the Emerald Necklace is not currently safe for any mode of travel. The goal is to improve the comfort and safety of all users while keeping in mind the DCR’s Historic Parkways Preservation Guidelines which make the case, as Patrice Kish, DCR’s Director of Cultural Resources put it, that “A parkway is not a road. It’s a park with a road in it.”

The meetings came about thanks to advocate engagement. When DCR prematurely painted (and then removed) bike lanes between the two rotaries without community or expert input, it was suggested that a plan be developed to address the needs of all users. DCR contracted with nationally recognized Toole Design Group to collect data, solicit community input from neighbors and stakeholders, and to provide design services.

With participant turn-out hampered by recent blizzards, difficult travel conditions and a last minute scheduling change, some two dozen members of the public attending the Tuesday, February 3 meeting first heard about traffic counts and accident rates. According to Toole’s new counts, 49,200 vehicles use the Arborway between the two rotaries each day. These rotaries are Murray Circle at Centre St. (added to the Frederick Law Olmsted parkways in 1932) and Kelley Circle at Parkman Drive near the Pond. For northbound traffic (towards the pond), approximately 50% of vehicles come from Forest Hills to the south and 50% come from Centre St. and the Faulkner Hospital area to the southwest. Northbound, more drivers use the inner lanes while southbound drivers prefer the outer lanes. This is partly a function of the geometry and deflection angles of the approach lanes at the rotaries, and partly a function of the vehicle's ultimate destination as it exits the area.

There have been 135 vehicle crashes in the study area between 2008-2012, some causing very serious injuries. Crashes have been geographically distributed throughout: 38 occured between South Street and Centre, 23 at Centre and Murray Circle coming from the monument, 30 on Murray Circle itself, and 36 at Kelley Circle. Speeding is certainly a factor, with average speeds in the study area significantly above the posted 30 m.p.h. limit. These factors indicate that reconfiguration should take place on the roadways to improve vehicle safety and to provide safe accommodation to pedestrians and cyclists. Telegraphing their preliminary design preferences, Ian Lockwood of Toole provided a thorough description of the many types and purposes of modern roundabouts - roadway features that are very different from a large-scale rotary which provides little traffic calming and does not encourage safe use for pedestrians and bikes. A typical example is configured like this:

Toole Design Group

Attendees were asked to consider what they like and don’t like about the area currently, and to apply their extensive local knowledge to the question of what might be missing and what might be done to improve the area. All suggestions were encouraged in breakout groups, extensive notes were taken on large format maps, and ideas were then shared with the larger group for discussion. After the first meeting, Toole Design Group spent an intensive 48 hours incorporating as much of the community’s input as possible and then with better weather and turn-out presented their “Starter Idea” proposal to a group of some 50-75 neighbors and advocates at the second public meeting on February 5, 2015:

Both Murray and Kelley rotaries would be reconfigured in this proposal to create smaller modern roundabouts, with raised table-style crosswalks for pedestrians and bikes at the approach and exit points of the roundabouts. These would enhance safety for the crosswalks dramatically, while providing traffic calming for vehicles conducive to the park setting, increasing contiguous greenspace. Toole proposed that almost all traffic lights be eliminated, since lane deflection directs and protects all routes of vehicle travel. This reduces points of conflict between vehicles and reduces air pollution from cars waiting at traffic lights.

From the south at Forest Hills, a pedestrian path would continue from South St. through the Arborway Hillside to a new raised-table crosswalk at St. Rose Street on the Arborway frontage road. The crosswalks at the main Hunnewell entrance to the Arboretum would also be raised on both the frontage road and main line Arborway:

Toole Design Group

Bike lanes are created along the Arboretum and Arborway Hillside by removing the median and using the existing curb lines to preserve trees - a strategy used wherever possible throughout the corridor. The two-way bike facility along the Arboretum and the one-way lane along the Hillside would connect with the Casey Arborway Project facilities at Forest Hills and continue to Franklin Park or on Morton Street towards Blue Hill Avenue:

Toole Design Group

The Murray Circle rotary becomes a double roundabout in this design, with raised crosswalks and pedestrian refuge islands throughout the entire area for traffic calming and safer paths for all users. Lanes are deflected (i.e. steered) towards the continuing routes. Asphalt is reduced and greenspace is increased (sidewalks black, bike paths yellow in this image):

Toole Design Group

The outer frontage road lanes between the existing rotaries are reconfigured for bikes and residents with regional vehicle traffic using the center lanes. Along the top of the following image on the westerly frontage road, the direction of local vehicle traffic is reversed to northbound-only. Buffered two-way bike lanes would be provided on both frontage roads along the inner edges, away from frontage road parking and local traffic:

Toole Design Group

Toole Design Group

Kelley Circle is also reconfigured to improve facilities for bikes and pedestrians, with a reduction in confusing crossovers and increased traffic calming for vehicles. Two small bicycle rotaries are including, echoing the new configuration at the southern end of Southwest Corridor Park within the Casey Arborway Project:

Toole Design Group

Patrice Kish, in closing, reminded the audience that the historic Emerald Necklace is not only one of the most important parks in Boston, it is one of the most important parks in the nation. The idea that parkways are not roads, but parks with roads in them echoes the lasting and influential vision of Frederick Law Olmsted and the through-line of urban American landscape architecture. Similar sentiments were echoed by Toole’s Ian Lockwood, who made a strong case for urban placemaking, designing for the local community and for regional resource enhancement rather than designing solely for transient commuters. “People going through your neighborhood should do so on your terms, not theirs,” he said.

DCR welcomes all comments received by March 6, 2015 to dcr.updates@state.ma.us
Be sure to note “Arborway Bicycle Facilities” in the subject line.
The full presentations from which these images were extracted are available here under Public Meetings, February 3 & 5, 2015:
http://www.mass.gov/eea/agencies/dcr/public-outreach/public-meetings/

Joint Statement of Support for Casey Arborway Project

For more than three years Boston’s most experienced advocacy groups have worked with a broad spectrum of private citizens lending their expertise to crafting a more efficient Forest Hills transit hub that also improves recreational opportunity and local quality of life. The Emerald Necklace Conservancy, the Boston Cyclists Union, LivableStreet Alliance, WalkBoston, Arboretum Park Conservancy, Arborway Coalition, and many neighborhood groups have been engaged in the Casey Arborway planning process from the very beginning. Focused on parks, greenspace, transit, pedestrian and cycling interests, their leaders and representatives served on MassDOT’s preliminary Working Advisory Group evaluating data and ideas that lead to the selection of what’s been called the “At-grade Solution” for Forest Hills. Their service on the Design Advisory Group lead to project plans which enhance all modes of transportation throughout the area. 

As the Construction Phase of the project begins, they have issued the following Joint Statement:

January 30, 2015
FOR IMMEDIATE RELEASE: Joint Statement of Support for Casey Arborway Project

On behalf of our membership we hereby reiterate our support for MassDOT’s Casey
Arborway Project in Jamaica Plain.

Planned over many years by scores of professional engineers and architects in
cooperation with dozens of organizations and thousands of engaged citizens, the Casey
Arborway Project represents a once-in-a-generation opportunity to enhance commuting
infrastructure for cars, buses, trains, cyclists and pedestrians in a transit hub vital to the economic life of Boston and the region. The project will also improve recreational and commuting connections within the Emerald Necklace, an historic park system that
benefits the entire region.

Julie Crockford
President, Emerald Necklace Conservancy

Pete Stidman
Executive Director, Boston Cyclists Union

Mark Tedrow
LivableStreets Alliance

Wendy Landman
WalkBoston

Nina Brown
Arboretum Park Conservancy

Michael Epp
Sumner Hill Association

Sarah Freeman
Arborway Coalition

Mark Navin
Arborway Gardens Condominium Association

Jody Barr
Lower South Street Neighborhood Association

Clayton Harper
ArborwayMatters

Casey Arborway - a closer look at the southern section

The Casey Arborway project area extends south along South and Washington Streets on the west side to Ukraine Way. A major expansion of the Upper Busway will accommodate the new terminus of the #39 bus, with improved infrastructure, amenities and greenspace throughout. Please click on the image for a larger, more detailed version:

Along the western side of South/Washington: Toole Square - the formal name of the park area between the State Lab and South Street at the top of the image - will be revamped with winding paths and new trees sheltering the park from South Street traffic. A two-way off-street bike path and separated sidewalk continues south from the Arboretum's  Forest Hills gate past Asticou Rd, with new trees as far as the Blackwell Gate of the Arboretum's Bussey Brook Meadow. There will be new shrubs and landscaping between South Street and Asticou. At Asticou a "raised table" crosswalk hump will discourage cut-through vehicle traffic. Continuing south, the bike path transitions to an on-street path with protective striping to separate it from vehicle traffic.

Along the eastern side of South/Washington: The west side of the MBTA station will be revamped with permeable pavers, new bike paths, shrubs and trees to the exit of the Upper Busway. "Don't Block the Box" striping at the South Street intersection by the VFW hall may help reduce congestion at this often difficult location. The #39 bus which currently ends under the Overpass will be relocated to a newly expanded Upper Busway south of the T station. The busway will be extended southward and eastward with more and longer bays, cantilevered over the lower parking lot. The new roof line for the busway is indicated by dotted lines. Buses will enter from the south and exit to the north. The Asticou neighborhood will be sheltered from the bus traffic by high, bermed landscaping with trees and shrubs along the busway. Low walls and plantings in the bus exit island, as well as the direction of the northbound and southbound lanes will direct headlights away from residential neighbors. Off-street bike and pedestrian paths continue south to Ukraine Way

Along the Hyde Park Ave side: Pickup and drop off for school buses will be consolidated in the lower parking lot - an idea championed by both Boston Public Schools and the MBTA. The revamped T-station plaza will flow towards Hyde Park Ave via a handicapped accessible ramp and substantial plantings where the lengthy set of stairs on that corner are now. On the east side, new trees and landscaping will improve and unify the area.

For a closer look at the northwestern section of the Casey Arborway:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-northwestern-end-up-close.html

A detailed view of the revamped central Plazas of the Casey Arborway:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-central-section-up-close.html

The eastern section of the Casey Arborway is detailed here:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-eastern-section-up-close.html

Casey Arborway - eastern section up close

The eastern section of the new Casey Arborway creates a long allée - a tree-lined boulevard that enhances civic and community spaces from Hyde Park Avenue to Forest Hills Cemetery and Franklin Park in keeping with the historical intent of the Emerald Necklace parkways. Hundreds of new trees and shrubs (solid green circles) will be planted. Click the image for hi-res detail:

The north side of the Arborway features off-street bike paths (blue) and grade-separated sidewalks (tan) for the entire run to Franklin Park, enhancing recreational access to Franklin Park and improving the Emerald Necklace. An echo of the historically important Stony Brook (which runs in an underground culvert  to the Fens) is built into the landscaping here on a diagonal from Hyde Park Avenue to the northeast (barely discernable here under the trees). On the south side beginning at the Courthouse where access and sight lines to significant civic spaces is improved, the off-street bike path becomes on-street bike lanes on the frontage road, separated from the Arborway by a tree-lined median.

Eastbound Arborway vehicles will be prohibited from turning north at Washington, and must U-turn at the "eastern bow-tie" in front of the Courthouse to do so - a scheme similar to the western end of the project, and much like the turn options utilized on Beacon Street in Brookline. Courthouse parking will be accommodated by a new lot carved out of the Arborway Yard to the north, with entrance crosswalks for pedestrians and cyclists.

The Shea Circle Rotary at Circuit Drive and the southern entrance to Franklin Park is being reconfigured as a signalized intersection (called "Shea Square" during the planning process) which will provide significant traffic calming on the Arborway as well as safe crosswalks for pedestrians (white ladder striping) and cyclists (green crosswalks). The stone wall features of Franklin Park here will be preserved. Eastbound Arborway vehicles wishing to reach Forest Hills Street will do so via Cemetery Road under Circuit Drive. The southeast corner of Shea Square, in front of Franklin Park Villa elderly housing, will feature a new park with a history kiosk, benches and perennial plantings.

For a look at the central portion of the Casey Arborway, see here:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-central-section-up-close.html

For a detailed look at the northwestern end of the Casey Arborway, see here:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-northwestern-end-up-close.html

The southern portion of the Casey Arborway project area is detailed here:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-closer-look-at-southern.html

Casey Arborway - central section up close

Here is a detailed view of the central Casey Arborway. Please click the image for much higher resolution:

The new Southwest Corridor Park Plaza along the northern side of the Arborway between South Street and Washington will see substantial changes of benefit to the surrounding community. The bike paths (blue) will enter the Plaza through an innovative Bicycle Rotary designed to slow cyclists as they arrive. The sidewalk (tan) from the corridor will have it's own raised crosswalk across the bike path. The plaza itself will be filled with new trees (solid green circles) and perennial plantings with ample seating (red). It is to be surfaced where possible with permeable pavers that allow rain water to be recycled and nourish the plants. This is not possible directly above the train tracks. Central to the plaza is an all new glass and steel Head House: an entrance/exit on the north side of the Arborway directly to the MBTA platform for Charlie Card T-pass users. It will have an elevator for handicapped access and strollers. There are bike racks on the eastern and southern sides of the Head House. The grassy portion towards the tracks to the north is sloped upwards, creating a seating area that might serve potential concerts, farmers markets, food trucks or other programming on the plaza. The easterly bike path here continues off-street all the way to Franklin Park, separated from the sidewalk by grade, trees and grass.

There will be a pick-up and drop-off lane along the north side, while the current taxi stand is being relocated along the south side of the Arborway by the station. The median here will have trees where possible and raised planters above the tracks for smaller, flowering shrubs. There will be no mid-block crossing of the Arborway allowed - pedestrians and cyclists will need to cross at the major intersections. But the new Head House means that many commuters from the north will not need to cross the Arborway at all to reach their trains. Pedestrian crosswalks are white ladder-style, while bicycle ones are green on roadways. At all intersections these will be count-down pedestrian signals with audible chirping.

The southern MBTA Plaza is being totally revamped as well, with permeable pavers used where possible. Bike paths (blue) continue on this side from the Arboretum to Forest Hills Cemetery and on the southern side of the station to Ukraine Way. New plantings and seating makes for a more inviting space in front of the station - it is expected that pushcart style retail kiosks may use the plaza as well. Note that with the Overpass gone, the #39 bus terminus will be relocating to an expanded upper busway to the south, along the western portion of Washington Street. The current stairs leading from the eastern side of the Plaza to the lower busway and Hyde Park Ave will be replaced with a handicap-accessible ramp under many new trees and shrubs.

It may be difficult to spot in this image - it was for me, and I've been studying it for many months now - but hiding under the trees just east of Washington Street and running northeast diagonally from the south across the media and towards the Arborway Yard is an architectural reminder and an echo of the original Stony Brook in the form of a rocky landscaped feature and pavement change. This important waterway, which now runs through a culvert tunnel below ground to the Fens, once provided water to Jamaica Plain's many breweries and other industrial enterprises along what is now Amory Street. This design element is one of many sensitive and delightful features that will enhance the neighborhood and the experience of visitors for years to come. Here's a closer look at that feature:
http://arborwaymatters.blogspot.com/2014/10/casey-arborway-halloween-treat-ghost-of.html

For a look at the northwestern portion of the new Casey Arborway, click here:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-northwestern-end-up-close.html

The eastern portion of the new Casey Arborway is examined in detail here:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-eastern-section-up-close.html

The southern portion of the Casey Arborway project area is detailed here:
http://arborwaymatters.blogspot.com/2015/01/casey-arborway-closer-look-at-southern.html