DCR Parkways Study

ceo said:
I've never actually understood the point of the Leo F. Birmingham Parkway.
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It predates SFR (below is 1952). Essentially, I'd put it back to what it was before, with the industry along the river replaced by park.

1623782002002.png
 
Looks like it was some kind of urban renewal highway. Those were all slaughter houses on that strech.
 
Equilibria said:
Knock yourself out :)

Aerial Photos | Bostonplans.org

Find traditional maps and links to dynamic GIS applications.
www.bostonplans.org www.bostonplans.org

I'm not aware of a way to get vector graphics out of a screen snip.
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I was referring to the PDF report, with all the unreadably pixellated maps. Like...I know there's a shitload of information being lovingly presented there for consumption, but the map annos are so blurred-out throughout the 270-something pages that they almost look redacted.
 
I didn't realize the DCR has an ongoing design effort to redesign the Jamaicaway. Its been in the works for years. In the Jamaica Plain news this week some folks post a letter requesting the Jamaicaway and Arborway to remain as parkways. I prefer Alternate 2 that deletes Kelly Circle but retains the rotary at Centre Street as part of the parkway and separates the southbound carriageway completely from through traffic. I assume that neighborhood folks would consider all intersections with traffic control an improvement for pedestrians. Here is the link to the 4 alternatives in design as DCR. parkway-4-schematic-designs
 
dhawkins said:
I didn't realize the DCR has an ongoing design effort to redesign the Jamaicaway. Its been in the works for years. In the Jamaica Plain news this week some folks post a letter requesting the Jamaicaway and Arborway to remain as parkways. I prefer Alternate 2 that deletes Kelly Circle but retains the rotary at Centre Street as part of the parkway and separates the southbound carriageway completely from through traffic. I assume that neighborhood folks would consider all intersections with traffic control an improvement for pedestrians. Here is the link to the 4 alternatives in design as DCR. parkway-4-schematic-designs
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To be clear this is not a Jamaicaway project it's the Arborway and the preferred alternative has already been selected as this one: https://www.mass.gov/doc/proposed-a...ative-for-83122-stakeholders-meeting/download

There has been two years of public comment already https://www.mass.gov/service-details/arborway-parkways-improvement-project
 
Most recent neighborhood process kicked off last night:

www.universalhub.com

DCR unwraps latest plans for Arborway: Would turn rotaries into signalized intersections with turn lanes, add dedicated bike, pedestrian paths from Jamaica Plain to Forest Hills

Unlike the weather, DCR says this time it's really going to do something to make the Arborway safer for drivers, pedestrians and bicyclists, possibly in 2027, through a host of improvements that will include changing the giant circle of doom by the Arboretum known as Murray Circle and the...
www.universalhub.com www.universalhub.com

Here's the link to the project page:


Essentially, the goal continues to be one that extends the Emerald Necklace from Jamaica Pond to Forest Hills, while at the same time minimizing reduction in car throughput. This version involves some stop light managed intersections to replace the rotaries. Overall, it looks decent, though I'd still like to see a more complete lane reduction. It will certainly improve bike and pedestrian safety.
 
HenryAlan said:
Most recent neighborhood process kicked off last night:

www.universalhub.com

DCR unwraps latest plans for Arborway: Would turn rotaries into signalized intersections with turn lanes, add dedicated bike, pedestrian paths from Jamaica Plain to Forest Hills

Unlike the weather, DCR says this time it's really going to do something to make the Arborway safer for drivers, pedestrians and bicyclists, possibly in 2027, through a host of improvements that will include changing the giant circle of doom by the Arboretum known as Murray Circle and the...
www.universalhub.com www.universalhub.com

Here's the link to the project page:


Essentially, the goal continues to be one that extends the Emerald Necklace from Jamaica Pond to Forest Hills, while at the same time minimizing reduction in car throughput. This version involves some stop light managed intersections to replace the rotaries. Overall, it looks decent, though I'd still like to see a more complete lane reduction. It will certainly improve bike and pedestrian safety.
Click to expand...

Great! Build it already.

I’m a local cyclist. Here’s my perspective:

The current through-route for cyclists (and other micro-mobility users) between Forest Hills (and points south like Roslindale, Hyde Park, and Mattapan) and the Emerald Necklace (and points north like Brookline, LMA, and Allston) is:
  • Pond St <-> Centre St <-> South St
This is a flawed route for a high-usage major cycling/micro-mobility corridor:
  1. There is no real bike infrastructure. The closest thing is a sporadic door-zone bike lane, in a high-turnover commercial district with a very high risk of being doored.
  2. There are lots of traffic signals, really breaking up a continuous flow. There are signalized intersections with Arborway, McBride, St Joseph, Carolina/Custer, Eliot, Thomas, Burroughs, Myrtle, and Jamaicaway. Nine signalized intersections in a little over a mile.
  3. Automobile traffic. South St and Centre Stare the major automobile arteries connecting the neighborhood streets in JP South, Sumner Hill, Pondside, and Central JP. If you are driving to/from those areas, odds are you are using Centre St and/or South St at some point on your trip. Therefore, there are constantly many turning vehicles to/from the various side streets of these Jamaica Plain sub-neighborhoods.
  4. Bus conflicts. While a more minor issue than the ones stated above, South St and Centre is a major bus corridor. The 39 has frequent service on both South St and Centre St. the 38 uses South St. the 41 uses Centre St. these routes, especially the 39, are subject to delays and conflicts with other road users. The most egregious offenders are automobiles, but the bicycle/bus conflicts being resolved would help free some conflicts that occasionally delay or interfere with the high-ridership bus corridor.
This proposal would allow cyclists (and other micro-mobility users) to shift from the aforementioned city streets onto multi-use trails that connect the Emerald Necklace and Forest Hills. These multi-use trail users would then have a far more pleasant and safe connection through what was the biggest pain-point of many trips.
 
HenryAlan said:
Most recent neighborhood process kicked off last night:

www.universalhub.com

DCR unwraps latest plans for Arborway: Would turn rotaries into signalized intersections with turn lanes, add dedicated bike, pedestrian paths from Jamaica Plain to Forest Hills

Unlike the weather, DCR says this time it's really going to do something to make the Arborway safer for drivers, pedestrians and bicyclists, possibly in 2027, through a host of improvements that will include changing the giant circle of doom by the Arboretum known as Murray Circle and the...
www.universalhub.com www.universalhub.com

Here's the link to the project page:


Essentially, the goal continues to be one that extends the Emerald Necklace from Jamaica Pond to Forest Hills, while at the same time minimizing reduction in car throughput. This version involves some stop light managed intersections to replace the rotaries. Overall, it looks decent, though I'd still like to see a more complete lane reduction. It will certainly improve bike and pedestrian safety.
Click to expand...
It's definitely gonna make traffic worse at many hours of the day (although from 2pm-6pm, I anticipate it actually being better for those coming into JP on Centre, since that rotary is just dominated by all the traffic coming outbound on the parkway during afternoon rush hour), but I think it's the only way to go, and I say that as a frequent car driver who will likely be facing a couple extra minutes or more on every trip into the city.

I think any further lane reduction, though, would be a disaster, tho I agree those are some wide pavement areas. I do wonder if Parkman Drive requires two left turn lanes for the Arborway northbound? I know people use it a lot in the morning to try to bypass the Riverway, but two lanes seems potentially unnecessary. Probably needed, though.

My actual complaint here is there is a lot wasted pavement on bike lanes. Bikers are nimble and dont require whimsical extra lanes and X intersections. There are a couple places where two lanes diverge on the same piece of ground. Compress them, and dont pave anything for bike or car that's not absolutely necessary.
 
FK4 said:
It's definitely gonna make traffic worse at many hours of the day (although from 2pm-6pm, I anticipate it actually being better for those coming into JP on Centre, since that rotary is just dominated by all the traffic coming outbound on the parkway during afternoon rush hour), but I think it's the only way to go, and I say that as a frequent car driver who will likely be facing a couple extra minutes or more on every trip into the city.

I think any further lane reduction, though, would be a disaster, tho I agree those are some wide pavement areas. I do wonder if Parkman Drive requires two left turn lanes for the Arborway northbound? I know people use it a lot in the morning to try to bypass the Riverway, but two lanes seems potentially unnecessary. Probably needed, though.

My actual complaint here is there is a lot wasted pavement on bike lanes. Bikers are nimble and dont require whimsical extra lanes and X intersections. There are a couple places where two lanes diverge on the same piece of ground. Compress them, and dont pave anything for bike or car that's not absolutely necessary.
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I do agree that this design won’t eliminate automobile traffic congestion in the area, but it is a good start.

Here’s how automobile congestion on the Arborway could actually be greatly mitigated:

  • Improvements to the Jamaicaway:
    • Jamaicaway & Pond St:
      • Southbound on the Jamaicaway, the left lane approaching Pond St should be a dedicated left turn only lane, with a left-only stage of the light cycle. The right lane would be retained for automobile traffic continuing straight through the intersection.
    • Between Pond St and Perkins St:
      • Increase the capacity of the trails with seperated bicycle and pedestrian facilities in addition to the existing Jamaica Pond pedestrian paths.
      • Convert that stretch of the Jamaicaway to one full-width lane per direction, built to proper modern roadway safety standards with appropriate shoulders.
    • Jamaicaway & Perkins St:
      • The approach to Perkins St on the Jamaicaway from either direction should feature a right-only lane, straight-only lane, and a left-only lane. Left turn only signals should also be added to the light cycle.
    • Between Perkins St and Bynner St:
      • Increase the capacity of the trails with seperated bicycle and pedestrian facilities (the Emerald Necklace is a glorified sidewalk on the Jamaicaway Plain side of this stretch right now).
      • Convert that stretch of the Jamaicaway to one full-width lane per direction, built to proper modern roadway safety standards with appropriate shoulders.
    • Jamaicaway & Bynner St:
      • Same as Perkins St. Turning lanes, one straight lane, dedicated left turn stage of the light cycle.
    • Between Bynner St and Route 9:
      • Same as between Perkins St and Bynner St. One automobile lane per direction and upgraded trails.
  • Improvements to Arborway and Morton St:
    • Convert the current outbound footprint to a full-fledged busway.
    • Convert the current inbound footprint to contain both directions of travel, with one lane in each direction and turning lanes at intersections.
  • Improvements to Centre St:
    • Between Allandale St and Arborway:
      • Retain current southbound setup.
      • One northbound lane with left-turn lanes at intersections.
  • Improvements to Huntington and South Huntington:
    • Extend the E-Branch Reservation from Brigham Circle to Hyde Square.
  • Improvements to the Orange Line:
    • Fully implement the Orange Line Transformation for 4.5-minute headways and extend the Orange Line to Roslindale.
  • Improvements on the Commuter Rail:
    • Add an inbound side platform at Forest Hills (similar to Ruggles) to facilitate full-service to Forest Hills from all lines.
    • Full electrification.
    • North-South Rail Link.
  • Improvements to the Southwest Corridor path:
    • Extend the Southwest Corridor trail network to Roslindale Village.
 
FK4 said:
My actual complaint here is there is a lot wasted pavement on bike lanes. Bikers are nimble and dont require whimsical extra lanes and X intersections. There are a couple places where two lanes diverge on the same piece of ground. Compress them, and dont pave anything for bike or car that's not absolutely necessary.
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I mostly agree with this -- whimsical bike lanes often mean longer distances to travel, usually at lower speeds. But you and I may come at this from the perspective of power riders. We've both biked all over Boston for decades and see it as transportation more than recreation. I bet a lot of more casual riders will like this design, if for no other reason than it will slow down some of the more nimble folks. I'll be honest, I'm probably still mostly going to continue riding the South/Centre/Pond route described above by @bigeman312 or alternatively Eliot/South St, because it will be faster. But that's really not viable for a lot of the people we want to transition to more frequent bike utilization.
 
HenryAlan said:
I mostly agree with this -- whimsical bike lanes often mean longer distances to travel, usually at lower speeds. But you and I may come at this from the perspective of power riders. We've both biked all over Boston for decades and see it as transportation more than recreation. I bet a lot of more casual riders will like this design, if for no other reason than it will slow down some of the more nimble folks. I'll be honest, I'm probably still mostly going to continue riding the South/Centre/Pond route described above by @bigeman312 or alternatively Eliot/South St, because it will be faster. But that's really not viable for a lot of the people we want to transition to more frequent bike utilization.
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I agree with your premise, but haven’t come to the same conclusion. Don’t discount how much time cost there is to all of the signalized intersections on South/Centre. I’ve never gotten every green light, or even close to it.

The fastest way to bike would be to run the red lights and take South/Centre/Pond, but I don’t run red lights on principle.

If obeying the signals, I’d bet even this “whimsical” design will result in time savings over the South/Centre/Pond route.

Nine signalized intersections in just over a mile! Compared to two or three.

Regardless, point remains that the average person would prefer the new route to the existing, so it’s a win.
 
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