1. Introduction.
2. Archie’s Report.
A. Main Report.
B. Addendum, November 27.
3. Editor’s Comments.
A. General / Background.
(1) Urban Ring Subway concept.
(2) Kenmore Crossing.
(3) BU Bridge Crossing.
(4) Brief comparison of alternatives.
B. Application. A victory for the Good Guys.
1. Introduction.
Archie Mazmanian and I attended the Urban Ring Citizen’s Advisory Committee meeting last Monday.
He, with my strong request, has submitted the following report.
I was doing my own report as well, including a long analysis of the program. We have links to such information on the site, my comments and Marilyn’s. Archie has done such a good job that I may just add a third section going into an aspect I consider important.
2. Archie’s Report.
A. Main Report.
I reluctantly attended the Citizens Advisory Committee (CAC) meeting on Monday, November 22, 2010, on the Urban Ring Phase 2 (as it continues to slumber), since the Agenda provided in advance did not disclose items of interest regarding the proposed Charles River crossing on, over or under the Boston University (BU) Bridge that would impact Cambridge, Boston and Brookline as the busiest portion of what was planned as an integrated ring for much needed public rapid transit in and around Boston and environs. With Phase 2 in the doldrums, not much has been going on, with attention being focused on certain segments of the proposed Phase 2 routes that might not be problematic (as would in spades be the case with the Charles River crossing). It’s somewhat like the political cartoon that appeared prior to the founding of America depicting a rattlesnake cut up into 13 segments, one for each of the colonies, titled “JOIN, OR DIE.” Could the rattlesnake (Urban Ring) function or survive segmented? Imagine if All the King’s Horses (MassDOT) and All the King’s Men (CAC) could not put Humpty-Dumpty (Phase 2) together again over the many, many years CAC members may continue to gather and dither.
A number of handouts were provided at the meeting, including a copy of the screen for the new Urban Ring website, finally in place, at:
http://theurbanring.eot.state.ma.us/
to which is to be transferred much of what was on the old website. [Note: After the meeting, I checked the new website and could not locate the important response dated June 22, 2010, from Executive Office of Energy and Environmental Affairs (EOEEA) Secretary Bowles in response to the January 22, 2010 letter from MassDOT Secretary Mullan; this response is quite important, as EOEEA had established the CAC several years ago and addresses the continuing role of the CAC as Phase 2 slumbers along.]
Much of the meeting dealt with an update of the Haul Road for the Phase 2 routes that include Chelsea and East Boston, plus an update on a proposed Silver Line extension to Chelsea, with various alternative all in living color that should be available on the new website for those interested.
This was followed by updates on Yawkey Station and Ruggles Station. The Yawkey Station is part of the proposed Rosenthal massive development near Kenmore Square that will include air rights over the MA Turnpike Extension. This development would impact for many years not only Kenmore Square but also Beacon Street and Brookline Avenue, all in Boston, with traffic and transportation issues that will also impact the Longwood Medical Area (LMA), Brookline, and Commonwealth Avenue from Kenmore to and beyond the BU Bridge; in turn, this will impact Cambridge because of the BU Bridge connection with Boston. And we are all aware of the issues with the BU Bridge as its lanes have been narrowed for repairs, etc, that may continue for a couple of more years. It was pointed out by a CAC member that Maitland Street, a short street between Beacon Street and Brookline Avenue, may prove to be a problem what with a Children’s Hospital proposed garage in the area of the Rosenthal project, unless steps are taken to address traffic and transportation issues that might be needed to coordinate with the Phase 2 routes from the BU Bridge crossing to the LMA, if and when those routes are finalized. Perhaps we might be looking ahead to near gridlock for several years, similar to the several years before Kenmore Square traffic could be restored to acceptable traffic conditions.
In addition to this Rosenthal project, the CAC has added Ruggles Station, which might better serve with improvements the nearby LMA. So, with Phase 2 segmented currently, the CAC has expanded its scope for Phase 2. Let’s hope the dots (aka segmented rattlesnake) can be reconnected over what may be a decade or more as memories of the Big Dig timeline may fade for some.
Item 6 of the Agenda consisted of “Other issues.” Some CAC members started to leave but were drawn back with reference to the Commonwealth’s recent purchase of the Grand Junction Rail Line (GJRL) from CSX and a recent proposal that the GJRL that runs through and from Boston under the BU Bridge to and through Cambridge might serve as a commuter line between Worcester and North Station. The Boston Sunday Globe 9/12/10 “Starts & Stops” featured Eric Moskovitz’s article “Little-used rail line a key link to Worcester” on this proposal for the GJRL.
This got everyone’s attention. My interest relates mainly to Phase 2’s proposed Charles River crossing via a viaduct from the GJRL bridge under the BU Bridge to Commonwealth Avenue in Boston for Phase 2’s Bus Rapid Transit (BRT) system’s articulated 60-foot buses that would service Phase 2. Cambridge residents of course should be concerned with the impact upon that community of such a commuter line passing through currently crowded areas of Cambridge. It was reported that there is currently proposed a potential ridership study to determine the economics of such a commuter line with the obvious capital costs involved. For some the interest is the connection to North Station and perhaps an eventual link between North Station and South Station, a long-time rail transportation dream in Boston supported by Gov. Dukakis. It was stressed that this is a study and much would have to be done and determined, particularly economically what with financial constraints, before proceeding further.
It was pointed out that the GJRL would have to continue as rail despite the sale by CSX to accommodate shipments of produce, etc, as in the past over the GJRL. During the public comment and question period, I made reference to the proposed two lanes for BRT buses that would augment the GJRL under the BU Bridge that then via a viaduct would rise above the tracks on the Boston side and eventually connect with Commonwealth Avenue for the proposed Phase 2 route to the LMA and inquired how that would be coordinated with the need to keep the GJRL as rail under the BU Bridge. The response of the CAC Chair was that the two BRT lanes would be separate from the rail line under the BU Bridge, pointing out that he had checked the former Urban Ring website that includes such a plan. Although I did not respond at the time, it is important to note that because Phase 2 continues in limbo, EOEEA has not made environmental determinations concerning the Charles River crossing as yet. There may be very serious environmental issues with the suggested augmentation of the GJRL bridge under the BU Bridge that would have to be addressed; these issues would become even more serious if the Worcester/North Station commuter rail were to result.
The next CAC meeting date was not set but it was indicated that it most likely would take place in about two months. While I plan to attend, having recently become an octogenarian, life may be too short for me to continue much further. Hopefully there are potential monitors out there on both sides of the Charles River who will pay attention to Phase 2’s proposed Charles River crossing and its impact upon their communities. And such monitors should not forget the elephant in the room, Harvard University, with its slumbering potential development of hundreds of acres in Allston (including air rights over rail yards) that might be serviced by Phase 2 of the Urban Ring. Such development by Harvard might emulate – and exceed – the Prudential Center that was developed quite extensively over rail lines.
A major issue to be considered by the CAC and residents of Phase 2 area communities impacted by the Urban Ring is whether addressing Phase 2 in segments may be appropriate and/or effective. Perhaps the survival of the Urban Ring, whether Phase 2 or Phase 3 (yes, Virginia, there may yet be a Phase 3!), may be better depicted by the aforementioned “JOIN, OR DIE” political cartoon. A potential future monitor with art skills might draw a similar cartoon for the segmented Urban Ring as a reminder.
Archie Mazmanian
B. Addendum, November 27.
I took another look at the new Urban Ring website referenced in my earlier comment and noted at the right hand side a link to the 1/22/10 letter from MassDOT Secretary Mullan to MEPA (E0EEA) but no link to EOEEA Secretary Bowles' response of 6/22/10. Why? I had brought this to the attention of MassDOT a month or so ago with respect such response being missing from the old website. A follow up review of the old website a week or so ago resulted in locating Secretary Bowles' response; but it was not linked in the same section as Secretary Mullan's letter, making it difficult to locate. To better understand the present status of the Urban Ring and its Phase 2, it is critical that Secretary Bowles' response be prominently posted on the new website.
3. Editor’s Comments.
A. General / Background.
(1) Urban Ring Subway concept.
The long run key impact on the Charles River stems on which route will be used to cross the Charles for the Subway line that should really be the main topic.
The BU Bridge Crossing would cross just east of the BU Bridge and be highly destructive to the environment of the Charles and the Charles River White Geese.
The Kenmore Crossing would cross west of the Mass. Ave. Bridge which is the next bridge east of the BU Bridge.
The Kenmore Crossing would use meaningful “heavy rail” rapid transit as opposed to street cars in the BU Bridge crossing.
The purpose of the Urban Ring subway is to get people off the downtown subway by providing a viable alternative. It would connect to the Orange Line (Community College / Sullivan) and Red Line (Kendall) in the northern part of the line and to the Longwood Medical Area and Orange Line (Ruggles) in the southern end.
Between the two would be the crossing of the Charles River, links to the three Green Line branches, link to the commuter rail, and link to Fenway Park.
(2) Kenmore Crossing.
The Kenmore Crossing accomplishes all of these tasks with one station.
It would be placed under Brookline Avenue over the Massachusetts Turnpike. One end connects to the Commuter Rail to Worcester and Framingham at Yawkey Station. The other end connects to the existing Kenmore Station and all three Green Line branches. It provides covered connection between and among all connecting lines.
(3) BU Bridge Crossing.
The BU Bridge Crossing does this with two stations. One station is at Mountfort Street and St. Mary’s, within view of the core of the BU Campus, Marsh Chapel. It would connect to the northern most Green Line Branch, the B / Boston College branch by a tunnel under St. Mary’s to the southern sidewalk of Commonwealth Avenue. People would cross Commonwealth Avenue in the weather using traffic light protection to get to the Green Line inbound and to Branch B outbound.
Commuter rail would connect to Mountfort Station by dropping people at a relocated Yawkee Station. Commuter Rail would connect to the Green Line inbound by the tunnel. Commuters during the morning rush, with very large trains, would thus be dumped on one of the three line branches instead of at Kenmore where all the branches get together.
Urban Ring passengers and Commuter Rail passengers going outbound on Green Line branches C and D would proceed to a separate Urban Ring station about two blocks away between those two branches.
(4) Brief comparison of alternatives.
Fenway Park connections would be far inferior both for Urban Ring and Commuter Rail passengers.
The use of streetcars in the BU Bridge Crossing, alone, makes it far inferior to the Kenmore Crossing. The idea is to get people off the central subway. That will not be done with street car speeds.
This, combined with these far inferior connections on the BU Crossing makes the BU Crossing far inferior to the Kenmore Crossing with its heavy rail and excellent connections at Kenmore / Yawkee.
B. Application. A victory for the Good Guys.
During the presentation of the study of possible Worcester / Framingham trains on the Grand Junction, through the nesting area of the Charles River White Geese, one of the usual types encouraged the presenter to consider the impact of the proposal on the BU Bridge Crossing.
We had just had an extended presentation on the rebuilding of the Yawkee Station with, I think $20 million or something like that. The location would be its current location, exactly the spot which would be used by the excellent Kenmore Station in the Kenmore Crossing.
The usual type somehow did not notice that a choice has been made between the BU Bridge crossing’s inferior Yawkee Station and the Kenmore Crossing’s excellent Yawkee Station in favor of the Kenmore Crossing.
I commented that the study person should also look at the Kenmore Crossing.
Will the state trash the Fenway Park connections and excellent transportation connections they have just paid $20 million to lay the groundwork for and go forward with the inferior BU Bridge crossing rather than the Kenmore Crossing?
Are Harvard, BU, MIT and the City of Cambridge willing to pay that tab to push their beloved but drastically inferior BU Bridge crossing?
In Cambridge, there are a lot of people running around who look like friends of the Cambridge City Manager / City Council who have no interest when reality conflicts with the official Cambridge version of reality.
The official Cambridge version of reality has taken a very big hit on the Urban Ring with the $20 million construction of Yawkee Station where it fits into the Kenmore Crossing alternative of the Urban Ring.
