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From YouTube: Rutherford Avenue / Sullivan Square Design Project: Virtual 25% Design Public Hearing, June 23, 2021
Description
A Live Virtual Design Public Hearing held 6/23/2021 via Zoom to present the 25% design for the proposed reconstruction of Rutherford Avenue, from City Square to Sullivan Square in Boston, MA. Learn more at https://www.boston.gov/rutherford-avenue-sullivan-square-design-project
A
To
update
you
on
the
product
design
and
to
hear
your
comments,
this
meeting
is
being
interpreted
in
spanish,
portuguese,
mandarin
chinese
cantonese
and
haitian
creole
I'll
ask
each
of
our
interpreters
to
introduce
themselves
one
by
one
speaking
in
the
language
that
they
will
be
interpreting
this
evening.
In
spanish,
we
have
susanna
carrillo.
B
C
D
A
A
Good,
in
addition,
card
services
are
being
provided
by
stephanie
farrell
of
the
massachusetts
community
commission
for
deaf
and
hard
of
hearing.
I
want
to
thank
each
of
our
interpreters
and
our
cart
provider
for
their
support.
This
evening.
This
hearing
is
being
recorded
before
we
begin.
Representative
ryan
would
like
to
say
a
few
words
representative
ryan.
A
A
F
F
See
my
picture,
but
hopefully
you
guys
can
see
me.
Thank
you.
Everybody
thank
you
for
the
introduction
and
you
know
before
we
get
started.
I
guess
I
just
want
to
not
only
thank
bill
connor
and
the
boston
transportation
department
for
moving
this
forward,
but
thank
you,
massdot
and
boston,
btw
dpw
believe
the
bpda
is
on
here
also
there's
a
lot
of
hands
in
on
this
project
for
a
very
good
reason.
F
It
is
in
the
reason
why
we
have
so
many
people
at
the
table
is
that
as
much
as
this
is
a
road
that
impacts
charlestown,
it
is
also
a
regional
road.
It
was
built
that
way
it
always
has
been.
We
can
fight
that
as
much
as
we
want
and
we
want
a
better
road
and
that's
what
we're
going
to
end
up
with,
and
I
just
want
to
talk
a
little
bit
about
the
history
of
this
area
in
1998.
There's
a
rutherford
avenue,
corridor
study
done
or
completed.
F
The
big
digs
still
had
not
been
done.
The
bunker
hill
lennox
aiken
bridge
still
had
not
been
open,
and
we
were
already
talking
about
rutherford
avenue,
having
outlived
its
proper
life.
Here
we
are
22
years
later,
21
years
later,
we're
still
discussing
rutherford
avenue
for
a
whole
bunch
of
reasons.
There's
nobody
to
point
fingers
at
there's
nobody
to
blame
it's
just
what
it
is.
It
is
a
confluence
of
four
major
cities.
F
Cambridge
somerville,
everett
and
actually
even
mr
cav
in
medford,
is
closer
to
my
house
than
the
state
house
is,
and
I
walk
to
the
state
house
every
day
and
that's
why
it
is
such
a
regional
conversation
that
we're
having
for
our
local
charleston
road.
What
can
we
do
as
a
community
to
advocate
for
the
best
possible
road
we
can
get
that
has
bicycle
access?
Has
pedestrian
access
is
to
come
together
and
let
the
people
at
the
table
know
let
massdot
know
let
those
other
cities
and
towns
know
let
the
rest
of
boston
know.
F
F
We
want
this
road
fixed,
not
just
to
stop
the
traffic
that
flows
not
just
onto
main
street
but
up
over
bunker
hill
street
and
then
on
to
our
side
streets.
We
want
to
get
that
traffic
out
of
here,
but
we
also
want
to
have
pedestrian
and
bicycle
access
to
all
the
points
that
make
charleston
such
a
great
place
to
live,
we're
one
or
two
miles
from
downtown
boston,
one
mile
from
assembly
road,
one
mile
from
kendall
square.
F
F
I
I
want
to
thank
the
transportation
department
really
for
pushing
this
along,
because
we
we
were
stuck
in
a
10-year
limbo
where
there
was
federal
money
sitting
there
and,
as
I
said
before,
it's
nobody's
fault,
but
if
I'm
making
decisions-
and
I
live
on
the
other
side
of
boston,
I'm
sure
there's
roads
over
on
the
other
side
of
boston
that
need
care
to
that.
I'm
not
too
worried
about
so
it's
time
for
us
to
come
together.
Talk
to
the
people
at
hand
here
sitting
at
the
table.
F
Let
them
know
we
want
this
world
built.
We
want
the
best
possible
road.
We
can
get.
That
gets
our
folks
to
where
they
want
to
be
without
impacting
the
rest
of
charleston,
and
I
I
think,
we're
there.
I
think
this
25
design
gets
us
there
and
I'm
here
to
listen
I'll,
be
on
for
the
entire
night.
So
I
hope
that
sets
the
table
for.
A
D
Evening,
everyone
good
evening,
everyone,
as
I
once
said,
my
name-
is
jeff
dietrich.
We
were
engaged
to
help
the
project
team
run
this
design
public
hearing
virtually.
Obviously
you
know
these
meetings
have
usually
been
at
the
knights
of
columbus
and
while
I'm
sitting
at
my
home
in
charlestown
tonight
with
the
sun
shining
in
right
on
my
face,
we
wanted
to
make
sure
we
talked
through
how
to
make
this
happen
virtually
so
everyone
is
comfortable
with
it.
D
I
know
folks
in
charlestown
are
now
very
used
to
running
virtual
meetings
as
we
are
around
the
state,
but
we
are
using
the
zoom
platform
tonight,
as
alwyn
mentioned
at
the
top
we're
translating
interpreting.
Rather
this
meeting
into
five
languages,
you
can
click
the
globe
icon,
as
each
of
the
interpreters
said
at
the
beginning,
to
change
your
audio
feed
and
if
you're
listening
in
english,
we
encourage
you
to
click
the
english
channel
as
well.
D
Now
we'll
be
running
a
presentation
at
first,
like
a
you,
know,
design
public,
hearing,
sort
of
traditional
order
of
operations,
but
throughout
that
whole
presentation,
which
eric
will
give,
we
encourage
you
to
use
the
q
a
feature
to
ask
your
questions
while
they're
fresh
in
your
mind.
So
if
you
think
of
something
open
up
the
q,
a
box
type
it
in
and
then
when
we
get
to
the
the
discussion
portion
of
the
evening,
we'll
read
those
out
in
order
received.
You
can
also
raise
your
hand
if
you
would
prefer
to
offer
a
comment
verbally.
D
This
slide
also
shows
the
dial-in
number
in
case
any
of
our
audio
or
video
is
breaking
up
and
you'd
rather
listen
by
phone,
and
my
cell
phone
number
is
up
on
the
screen
in
case
anybody
has
technology
trouble
throughout
the
meeting.
You
can
just
shoot
me
a
message.
Give
me
a
call,
and
I
will
do
what
I
can
to
help
you
out
so
one
other
piece
I
wanted
to
address
on
the
next
slide
here.
D
This
meeting
is
being
recorded,
so
the
disclaimer
that
comes
with
that
notification,
the
massachusetts
department
of
transportation
may
choose
to
retain
and
distribute
that
video,
still
images,
audio
and
or
the
transcript
by
continuing
to
attend
the
virtual
public
hearing,
you
are
consenting
to
participate
in
that
recorded
event.
If
you're
not
comfortably
being
recorded.
Please
keep
your
camera
off,
keep
your
microphone
muted
and
refrain
from
chatting
in
the
transcript
box.
D
One
other
note,
because
of
this
virtual
format,
when
the
webinar
ends
at
8
pm
or
later
depending
on
when
we
wrap
up-
and
there
will
be
a
survey
that's
sent
out,
we
ask
you
to
please
fill
that
out.
It's
four
questions
just
trying
to
get
a
sense
of
how
outreach
for
this
meeting
worked
and
to
make
sure
that
the
virtual
format
made
sense
to
you
again.
D
My
phone
number
is
on
that
slide
and
if
you
need
any
tech
support
during
the
presentation
and-
and
one
last
thing
I
you
know-
I
know
that
we
say
this
in
front
of
every
meeting.
I
know
my
neighbors
in
charlestown
do
this
already,
but
I
just
wanted
to
note
that
it's
important
that,
in
order
to
welcome
and
appreciate
any
comments
that
we
receive
throughout
the
course
of
this
hearing,
we
do
request
that
everyone
keep
it
civil
and
remember
that
we're
all
talking
as
neighbors.
D
A
Thank
you
jeff
appreciate
it.
The
project
panel
this
evening
will
consist
of
members
from
massot
and
the
city
of
boston
for
massdot.
We
have
erin
canahan,
who
represents
district
6
she's
the
acting
project,
development
engineer,
and
we
also
have
craig
sheehan
he's
the
right
away,
community
compliance
officer
and
for
the
city
of
boston.
A
If
we
can
go
to
the
agenda
slide
here,
we
go.
Thank
you
for
the
agenda
this
evening,
we'll
be
covering
all
of
these
topics
that
are
provided
in
this
slide.
We're
going
to
start
with
the
background.
The
project
goals,
existing
challenges,
design,
elements,
corridor,
segments,
traffic,
resiliency
construction
and,
in
the
end,
will
be
public
comments.
A
Thank
you.
The
notice
of
the
public
hearing
appeared
appeared
in
the
charlestown
patriot
bridge
on
june
11th
and
18th
and
in
the
boston
globe
on
june,
9th
and
16th.
The
purpose
of
this
public
hearing
is
to
provide
the
public
with
information
about
the
proposed
reconstruction
of
rutherford
avenue
the
roadway
corridor.
As
someone
you,
as
some
of
you
may
know,
is
failing
and
the
corresponding
bridges
are
considered
to
some
degree
deficient.
A
A
A
A
G
Property
owners
impacted
by
this
project
will
be
contacted
by
your
municipal
officials
or
their
designated
representatives.
They
will
present
the
proposed
impacts
to
each
owner
and
discuss
the
methods
with
which
they
may
acquire
the
needed
rights
for
the
project.
Frequently,
municipalities
may
appeal
for
donations
to
minimize
the
acquisition
costs
for
your
community.
G
However,
donations
are
not
required
and
property
owners
are
entitled
to
an
appraisal,
review,
appraisal,
ingest
compensation.
Right-Of-Way
documents
will
be
provided
to
each
owner
to
help
them
understand
the
acquisition
process
and
how
the
project
affects
their
property
affected.
Property
owners
rights
are
protected
under
our
mass
general
laws,
primarily
chapter
79,
and
because
this
project
is
receiving
federal
funds,
property
owners
rights
are
further
defined
under
title
iii
of
the
real
property
acts
of
1970
as
amended.
Thank
you.
A
H
H
As
most
of
you
know,
this
has
been
a
long
time
coming.
I
personally
have
been
involved
in
this
project
for
over
13
years,
and
some
of
you
probably
a
lot
more
longer.
If
you
go
to
the
city
of
boston
project
website,
you
will
be
able
to
access
all
our
meetings
from
2008
to
present
day.
We
will
also
be
posting
this
meeting
on
our
project
website
as
well.
H
H
This
project
is
fully
funded
by
the
mpo,
with
the
current
construction
cost
of
175
million
dollars.
This
project
will
provide
a
new
gateway
into
charlestown
that
will
create
the
footprint
of
other
projects
in
the
future.
Our
design
is
right-sided.
Besides
the
road,
creating
bike
and
multi-path
configurations.
H
By
creating
over
five
acres
of
public
route,
we
have
elements
of
a
brt
in
the
sullivan
square,
as
well
as
portions
of
rutherford
avenue.
While
this
project
is
not
creating
a
full
brt,
we
are
not
precluding
it
and
possibly
in
the
future.
As
part
of
the
charlestown
resiliency
study,
we
are
raising
a
portion
of
main
street
near
the
firehouse
three
and
a
half
feet
to
prevent
storm
water
runoff.
H
I
What
I'd
like
to
do
tonight
is
walk
you
through
the
project
and
go
segment
by
segment.
There's
a
lot
to
cover
it's
a
it's
a
complicated
project,
there's
a
lot
of
design
elements,
but
what
I
have
on
the
slide
right
now
is
the
overall
project
limits
it's
about
almost
a
mile
and
a
half
long
and
we're
starting
down
at
the
city
square
end
I'll.
Take
you
up
through
the
tobin
ramps,
continue
northbound
to
austin
street.
I
I
I
We
we
know
that
during
this
pandemic
period,
there's
been
quite
a
fluctuation
of
traffic
from
zero
and
now
back
to,
I
guess,
a
hundred
percent.
According
to
the
globe
article,
the
other
day,
traffic
is
back
to
its
pre
pandemic
levels,
but
what
they
say
in
the
article
is
true:
it's
it's
really
much
different
right
now,
so
I
think
people
see
opportunities
to
drive
their
cars
into
the
city,
because
so
many
people
were
working
from
home
and
we
know
not.
I
A
lot
of
people
are
taking
public
transportation
yet
again,
so
we're
planning
on
taking
new
counts
sometime,
this
fall
and
winter
once
everything
is
maybe
a
little
bit
more
back
to
normal,
but
getting
back
to
what
the
data
that
we
have
right
now,
rutherford
avenue
north
of
austin
street
has
about
fifty
eight
thousand
five
hundred
cars
a
day.
So
there's
there's
significant
travel
on
this
corridor.
I
I
Likewise,
that
austin
street
carries
about
33
500
vehicles
a
day
within
the
underpass,
and
we
see
a
similar
metrics
that
three
quarters
of
that
traffic
is
in
the
southbound
direction.
So
we've
taken
this
information
and
it's
helped
inform
our
design
when
we
do
the
road
diet
and
you'll
see
that
on
the
plants.
I
What
I'm
going
to
show
you
tonight
and
I've
got
them
summarized
here-
are
the
overall
plan
is
to
right-size
the
road.
We
want
to
shrink
the
roadway
as
much
as
we
can
still
maintaining
these
regional
connections,
but
let's
look
hard
at
the
lane
widths,
the
median
widths
and
and
the
underpasses,
and
what
can
we
do
to
right-size
this
road?
The
project
will
include
full
reconstruction
of
the
roadway,
the
bridges
and
the
underpasses.
I
We
are
matching
up
to
the
north
washington
street
project,
which
is
currently
under
construction,
and,
as
I
had
mentioned,
with
the
traffic
volumes,
we
see
that
there's
less
traffic
in
the
northbound
direction.
So
that
is
where
we're
taking
advantage
of
that
with
the
over
capacity
of
lanes.
That
are
out
there
today
and
we
can
implement
the
road
diet
on
the
northbound
side.
So
where
I
have
my
pointer
now.
I
This
is
where
we're
going
to
shrink
the
pavement
and
implement
the
two:
a
separated,
two-way
bike
path,
separate
sidewalks,
we're
going
to
raise
the
intersection
at
the
cross,
streets
and
driveways
so
that
they're
sidewalk
level
to
make
it
safer
for
pedestrians
crossing
and
also
here,
we've
got
in
red.
These
are
the
the
bus
hue
jump
lanes,
so
this
lane,
here
at
city
square,
extends
back
to
the
tobrin
bridge
ramp
and
that's
where
the
route
111
mbta
bus
comes
down
to
the
corridor.
I
We
are
adding
a
new
crosswalk
on
the
south
side
here.
This
is
a
really
nice
crosswalk
because
it
can
operate
with
no
conflicts
from
vehicles.
So
when
the
off
ramp
is
got
the
green
light,
pedestrians
can
cross
at
the
same
time
totally
protected
with
no
complex
we're.
Adding
this
bus
hue
jump
lane
to
the
op
ramp
that
again
benefits
the
route,
111
bus
and
then
on
the
northbound
side.
You
can
see
we
continue
the
road
diet
northerly
with
the
separated
bike
lanes
and
the
sidewalk.
I
We
might
also
have
an
opportunity
to
make
a
connect,
a
pedestrian
connection
to
lynn
street,
because
there's
this
triangular
piece
of
land
that
is
owned
by
the
bpda
that
they're
going
to
give
to
public
works
for
the
project.
Let's
move
on
to
the
next
intersection,
so
here
we
have
the
austin
street
and
gilmore
bridge
connection.
I
What
we're
doing
here
is
a
a
pretty
significant
narrowing
of
the
underpass.
Today,
it's
a
six
lane,
underpass
we're
going
to
narrow
it
down
to
just
three
lanes
and
what
we
gain
is
helpful
for
the
pedestrian
and
bicycle
realm.
We
can
shift
the
whole
roadway
over
and
we
gain
all
this
nice
sidewalk
space
at
the
corners
of
austin
street
for
the
path
system.
I
This
is
like
a
traffic
calming
element
with
sharper
turns
here.
So
cars
make
the
turns
slower.
We
gain
a
significant
amount
of
sidewalk
space
where
the
pedestrian
bridge
is
today
and
we're
planning
for
a
brand
new
bridge,
that's
wider,
and
it
has
a
the
appropriate
length
ramps
so
that
they
meet
ada
guidelines.
I
It's
not
too
steep,
as
we
continue
across
the
intersection,
we're
going
to
remove
that
southbound
u-turn
and
dedicate
that
space
for
sidewalk
and
again
we're
also
going
to
squeeze
the
ramps
as
much
as
we
can
to
increase
the
pedestrian
islands,
including
on
the
community
college
side,
and
one
thing
we're
looking
to
do
is
when
we
build
the
new
bridge.
We
want
to
have
a
a
ramp
way
down
to
the
city
sidewalk,
so
that
you're,
just
not
up
on
the
plaza
for
the
college
next
slide
here
is
at
the
community
college
driveway.
I
So
here
is
a
spot
where
we're
creating
a
brand
new
intersection,
so
we're
we're
breaking
through
the
median
barrier
on
ruth
prav.
We're
creating
a
new
full
access
intersection
for
the
college
driveway,
but
also
we're
gaining
these
crosswalks
safe
crossings
and
we're
actually
being
able
to
stitch
the
neighborhood
together.
So
you
can
actually
cross
the
road,
which
is
a
huge
benefit
for
people
trying
to
get
to
the
community
college.
I
That
is
that
little
section
of
open
space
is
represented
here
in
this
cross-sectional
diagram.
Again,
it's
about
55
feet
wide.
We
can
have
a
separate
excuse
me
separate
sidewalk,
open
space
area,
the
separated
bike
lanes
and
a
buffer
to
the
street,
which
could
potentially
be
bios
whales
or
some
green
infrastructure.
I
We
have
the
ability
to
put
maybe
some
more
of
the
green
infrastructure
in
place,
we're
going
to
be
doing
a
boston,
water
and
sewer.
They
have
some
combined
sewer
here,
so
we're
separating
that
which
is
a
nice
health
benefit
as
well,
and
as
far
as
the
underpass
goes,
we
are
reducing
the
footprint
of
the
underpass
by
about
800
feet
in
this
area,
so
that
old,
section
of
overhead
structure,
that's
still
in
place,
that's
the
portal
to
get
into
the
underpass,
but
there's
a
long
sloped
section
to
get
down
there.
I
So
we're
going
to
be
shrinking
that
by
800
feet
coming
up
here
to
sullivan
square,
we
are
removing
the
rotary
and
what
we're
showing
is
a
street
grid
of
regular
intersections.
I
guess
you
could
say
one
of
the
things
that
we're
doing
from
a
traffic
operations
point
of
view
is
rutherford.
Avenue
will
be
continued
and
matched
up
to
mother
way,
so
moffa
way
will
become
a
two-way
street.
I
When
we
plan
to
deck
over
the
underpass,
we
create
this
nice
open
space
area,
which
is
about
an
acre
and
a
half
of
open
space.
It
provides
a
direct
connection
from
the
neighborhood
and
the
shraps
center
across
the
old
rotary
and
to
the
t
station.
So
that's
one
of
the
goals
achieved
right.
There
is
better
connectivity
when
we
do
this,
we're
also
looking
to
create
some
transit
oriented
development
parcels
for
the
future.
I
When
we
shift
mother
way
over
to
align
it
with
rutherford
avenue,
we
we
gain
a
lot
of
pedestrian
space
here
for
biking
for
sidewalk
and
conveying
people
to
sullivan
stations.
So
that's
a
huge
benefit
if
you,
if
you
know
what
it's
like
today,
it's
right
up
against
this
building,
it's
very
narrow
so
again
we're
trying
to
prioritize
those
transit
movements
and
getting
people
to
transit.
I
We're
lucky
right
now
that
the
mass
d.o.t
is
rebuilding
this
mafia
way
bridge,
as
well
as
the
mystic
ave
bridge
over
the
railroad
track.
So
we're
able
to
coordinate
with
them
and
they're
placing
this
pathway
within
the
project
so
that
we
can
get
a
direct
connection
to
broadway
in
somerville,
directly
to
sullivan
station
and
all
the
way
into
the
downtown.
I
I
I
I
I
This
is
a
busy
area
at
the
end
of
the
alfred
street
bridge
and
where
the
underpass
is
coming
back
up
to
the
surface.
So
a
crossing
here
is
is
is
wanted
in
the
future
for
that
harbor
trail,
but
we
need
to
do
it
safely
and
we
need
to
consider
the
best
way
to
do
that.
So
that's
still
under
design
review
at
this
time
as
bill
had
mentioned
main
street,
is
an
area
that
we
would
like
to
raise
main
street.
By
about
three
feet.
It
turns
out
the
railroad
track.
I
I
We
have
to
rebuild
that
part
of
that
pad
a
little
bit
of
the
shraps
driveway
will
need
to
be
re-graded
and
then
also
main
street
short
sections
of
bunker
hill
street
and
medford
street
will
need
to
be
graded
to
me
to
match
that
three
foot
elevation
that
we're
planning
so
just
to
try
to
recap
a
little
bit
for
pedestrians
and
bicycles
on
all
the
plans
that
I've
been
showing
we're
going
to
be
rebuilding
about
22,
000,
linear
feet
of
sidewalk.
So
that's
going
to
be
great.
I
We're
making
the
four
new
intersections
the
fourth
one
I
forgot
to
mention
is
a
mishawam
street,
where
we're
going
to
put
in
a
pedestrian
crossing
there
from
a
bicycle
point
of
view,
we're
creating
over
12
000
linear
feet
of
separated
bike
path.
6
000
of
that
is
is
two-way
and
the
other
is
one-way
lanes.
I
There's
also
the
hood
green
hood
business
park
is
making
a
green
space
on
their
parcel
and
the
ryan
playground
master
plan
is
underway,
so
the
parks
department
is
looking
at
master
planning,
ryan
playground
and
how
all
these
new,
open
spaces
will
be
connected
and,
as
bill
had
mentioned,
we're
basically
creating
five
acres
of
open
space
on
this
project.
When
we
do
these
road
diets
and
when
we
deck
over
the
the
underpass
here's
a
rendering
of
what
the
sullivan
square
park
could
look
like
when
the
when
the
underpass
is
decked
over.
I
Here's
another
rendering
view
of
looking
back
at
the
shraps
center
at
the
time.
We
did
this
concept,
we
had
a
bicycle
roundabout.
I
don't
think
we
have
that
on
the
plan
anymore,
but
it
shows
you
how
we
are
elevating
bike
mobility
with
these
separated
lanes,
as
well
as
the
pedestrian
connections
back
to
the
neighborhood.
So
there's
really
some
substantial
expansions
to
the
pedestrian
realm,
and
the
reason
of
this,
of
course,
is
the
importance
of
sullivan
station
from
a
neighborhood
mobility
point
of
view.
I
You
should
be
able
to
walk
there,
there's
12
different
bus
hubs,
bus
routes
at
this
hub
there's
the
orange
line.
We've
got
ways
to
get
into
somerville,
cambridge
and
everett
as
well
as
charlestown.
So
you
know
we
realized
the
importance
of
that
and
that's
why
we've
done
the
road
diet
and
expanded
that
realm
now.
We're
also
looking
to
you
know,
relocate
any
bus
stops
that
that
would
get
shifted
when
we
shift
the
road
and
do
the
road
diet,
but
we're
also
looking
to
future
proof
this
roadway.
I
We
hear
a
lot
of
talk
now
about
maybe
silver
line,
extensions
and
things
like
that.
We've
done
extensive
coordination
with
the
mbta
and,
as
you
know,
there
is
no
bus
route
on
rutherford
avenue
itself
right
now,
but
that
doesn't
mean
there
won't
be
in
the
future,
so
we're
working
with
mbta
planning
staff
and
city
of
boston's
active
transportation
staff
to
future
proof
this
corridor
by
by
setting
aside
space
for
future
bus
stops.
I
So
what
we've
heard
so
far
through
that
coordination
is
potentially
at
city
square
up
on
the
gilmore
bridge
near
the
community
college
and
then
also
at
the
hood
business
park,
maybe
near
the
baldwin
street
area
from
a
traffic
operations
point
of
view,
we've
been
modeling
our
future
conditions
here
in
the
future
roadway
network
that
we've
been
showing
you
and
getting
good
results.
So
the
rotary
is
confusing
and
some
of
the
lane
designations
are
confusing
when
we
put
in
that
grid
of
streets
and
when
we
allow
rutherford
avenue
to
continue
northbound
to
mop
away.
I
This
is
just
touching
upon
the
charlestown
climate
ready
report
that
was
completed
and
the
solution
that's
suggested
in
that
report
is
what
we're
implementing
we're
just
suggesting.
If
people
want
to
read
their
report
fully,
they
can
go
to
the
web
link,
that's
shown
and
it's
all
available
on
the
city's
website.
I
So
what
is
the
construction
approach?
This
is
a
big
project.
We
know
it's
going
to
take
staged
construction,
it's
about
a
four
construction
season
effort,
it's
going
to
start
with
the
major
aspects.
First,
so
all
the
time
we
do
underground
utility
relocations.
First,
then
we
get
into
major
things
like
underpass,
renovations
and
decking
over
the
underpass.
I
So
the
staging
will
take
advantage
of
the
fact
that
we're
ultimately
ending
up
with
a
road
diet
so
that
space
will
be
used
for
traffic
management
so
that
we
can
rebuild,
let's
say
the
southbound
side
first
and
then
eventually
squeeze
the
road
down
and
take
up
that
pavement.
That's
used
for
the
road
diet.
A
A
A
If
you
have
any
specific
questions
for
mastop
with
regards
to
funding
permits
and
anything
else,
please
use
the
dot,
dot,
dot,
dot
feedback
dot
highway
at
mass
dot.
I'm
sorry,
let
me
repeat
that
that's
d,
o
t
dot
feedback,
dot
highway
at
state
dot
m
a
dot!
U
s!
Email
address
shown
here
and
now
we're
going
to
turn
the
presentation
over
for
questions
and
answers.
A
J
K
D
J
Very
good,
all
right
so
for
folks
who
typed
in
their
questions,
I'm
gonna
start
reading
some
of
these
and
jeff.
You
know
just
we'll
go
through
a
couple
and
slice
me
off
when
you're
ready
for
some
hands.
So
I
have
one
here
from
gene
wilson,
this
one's
probably
for
bill
and
eric
in
some
form
or
another
question
is:
have
you
considered
testing
this
out
by
blocking
off
two
of
the
existing
lanes,
both
directions
and
seeing
how
traffic
flows
or
adapts
test
before
implementing,
not
just
based
on
studies?
H
Okay,
no,
we
have
not
thought
about
that
idea,
but,
albeit
that
some
of
the
infrastructure
to
do
that
is
not
really
in
place.
That
being
said,
the
underpass
in
sullivan
square
today,
if
we
close
that
off
entirely,
we
would
be
in
a
a
really
bad
situation.
I
mean
we
just
don't
have
structurally
the
ability
to
kind
of
look
at
that
and
do
that
in
some
some
places
along
the
corridor.
Eric.
Do
you
want
to
elaborate
on
that.
I
Well,
just
regarding
the
sullivan
square
underpass,
it's
it's
really
already
in
the
configuration
that
we
will
have
it
in
in
the
future
because
of
the
barriers
that
in
place
there.
Now
you
know
it's
prior
to
the
barriers,
it's
a
four-lane
underpass,
but
it's
just
operating
as
a
two-lane
and
that's
what
we're
planning
for
in
the
future.
I
So
that's
that's
pretty
close
right
there,
but
as
far
as
the
rest
of
it
goes,
it's
just
a
little
difficult
with
with
the
rotary
in
the
circle
to
try
to.
You
know
emulate
that
future
condition,
but
we
see
that
it.
It
should
be
more
efficient.
So,
from
the
main
street
perspective,
you'll
be
able
to
drive
straight
across
the
circle,
basically
under
signal
control
in
a
coordinated
way.
So
we
see
in
the
modeling
results
that
that's
going
to
get
better.
J
All
right
so
the
next
one
here
comes
from
nathan
blanchett
and
it's
could
massdot.
Please
explain
how
rebuilding
an
auto-centric
highway
infrastructure,
such
as
underpasses,
under
sullivan
square
and
austin
street,
and
choosing
not
to
build
bus,
rapid
transit
facilities,
advance
the
commonwealth's
goals
of
racial
justice,
climate
change,
prevention
and
resilience
and
public
health,
especially
in
a
post-covered
context.
I
think
you
know
bill
and
eric.
You
know.
I
know
that
we
went
over
some
of
the
bus
facilities
that
are
being
put
into
this.
J
H
Yes,
we've
met
extensively
with
the
mbta
and
the
mbta
at
this
point
in
time,
I
did
not
see
the
need
to
run
buses
a
brt
route,
a
full
brt
down
rutherford
avenue.
Their
message
to
us
was
that
they
wanted
to
get
the
buses
as
quickly
to
sullivan
square
station,
to
get
on
the
new
orange
line,
cars
which
would
take
the
passengers
and
the
public
as
quickly
as
possible
downtown.
I
That
seemed
like
the
better
alternative
is
what
we're
understanding
now.
That
certainly,
is
not
a
one-seat
ride.
You
know
specifically
from
everett
to
downtown,
but
you
know
it's
all
the
other
alternatives
with
the
12
buses
and
more
direct
routing
on
the
orange
line
so
and
again
we're
we
are
planning
for
future
bus
stops.
It
wouldn't
be
a
center
running
brt.
I
That's
you
know,
that's
not
achieving
some
of
the
other
goals
as
far
as
the
the
separated
bike
lanes
and
the
healthy
infrastructure,
but
if
they're
side
running
buses,
we've
got
all
the
space
that
we
we
want
to
future
proof
and
to
add
these
bus
stops.
So
I
think
that's
the
direction
that
we're
heading,
especially
with
that
open
space
we're
creating
and
the
buffers
we
can
place
the
buses.
The
bus
stops
wherever
we
want
really,
so
we
think
that
we're
we're
right-sizing
the
road
and
we're
accomplishing
all
those
goals
with
what
we're
designing.
D
Keep
going
if
anyone
raises
their
hand
I'll,
let
you
know
I'll
say
you
know
just
because
we
skipped
over
this
slide
as
we're
starting
here
that
ray's
hand
icon
at
the
bottom.
If
anyone
is
unfamiliar
with
it
is
how
you
would
ask
to
be
unmuted
for
a
verbal
question.
Folks
can
continue
to
submit,
as
they
are
in
the
q
a
but
just
in
case.
Anyone
is
new
to
it,
and
I
know
we
have
at
least
one
person
on
the
phone
as
well.
D
So
if
that
person
wants
to
be
unmuted
the
instructions
on
the
screen
here
to
dial
star
9,
and
we
will
call
them
out
and
as
I
said,
that
we
did
have
a
hand
raised
so
I'll
go
to
that
one
day
and
then
we'll
continue
to
do
text
questions
but
joanne
mazzaro,
I'm
gonna
unmute.
You
now
and
please
feel
free
to
ask
your
question.
L
L
H
Yes,
yes,
joanne.
Thank
you
for
the
question.
What
you
see
is
the
layout
in
sullivan
square
is
part
of
the
land
disposition
study
that
was
done
in
2013
by
a
number
of
different
agencies
that
were
signed
on
for
and
blessed
by
the
former
secretary
pollock.
So
the
two
parcels
you
see
a
and
b
they're
the
development
parcels.
Those
parcels
were
made
and
such
to
be
the
size,
so
they
could
be
built
upon
by
either
residential
or
commercial
and
as
well
as
businesses
as
well
retail.
H
That
being
said,
then
we
by
re
basically
keeping
the
underpass
in
its
location.
It
allows
us
to
give
that
green
space
to
actually
the
park
that
green
space
is
park,
space
back
to
ryan
playground,
which
we
didn't
have
before
that
was
not
laid
out
originally.
Originally,
we
were
trying
to
come
up
on
closer
to
ryan
playground
to
come
in
with
an
intersection,
but
we
abandoned
that
design.
So
we
could
create
that
additional
green
space
there.
Eric
do
you
want
to
elaborate
on
the
other
parcels
as
well.
I
I
think
even
the
teamsters
building
parcel
was
labeled,
so
you
know
they
were
looking
at
a
future
for
all
of
that
space.
In
this
case,
on
our
show,
we
just
labeled
a
and
b,
because
those
are
the
parcels
that
the
city
has
control
over.
I
didn't
label
sullivan
park
that
was
labeled
previously
as
a
parcel
vote.
That's
going
to
be
a
park
for
us,
there's
also
the
parcel
next
to
the
realigned
west
street,
which
is
really
an
mbta
parcel.
I
So
I
didn't
list
that
one,
but
that
would
have
been
the
third
or
fourth
one
that
we
could
have
labeled
and
then
I
wasn't
going
to
label
sullivan
station
because
that's
again
mbta.
But
if
you
go
back
to
the
2013
disposition,
study
that
bill
noted
all
the
parcels
in
sullivan
square
are
labeled
and
in
this
case
I
only
labeled
the
ones
that
would
be
controlled
by
the
city
of
boston.
So
that's
why
there's
only
two
right
now.
J
I
I
J
I
No,
I
can
jump
in
there
quickly
bill,
so
what
we
did
at
the
tobin
intersection
is
we
added
a
second
left
turn
lane
in
that
pocket.
So
now
it's
a
dual
left
turn
lane
and
it
has
been
brought
up
before
that.
Can
we
designate
one
of
those
as
bus
only
and
we
are
going
to
take
a
look
at
that.
I
know
that
there's
a
tremendous
amount
of
left
turning
traffic
there,
one
of
the
peak
periods
it's
over
600
vehicles
making
on
the
left.
I
So
it
really
demands
two
lanes,
but
we
we
would
look
at.
So
we
are
adding
the
second
lane
to
help
out
at
that
for
that
route,
111
bus.
That
was
something
that
was
actually
suggested
to
us
by
the
mbta
bus,
ops.
Folks,
so
we've
got
the
lane
there.
It's
just
not
dedicated
for
buses
at
this
time,
but
we're
we're
going
to
analyze
that.
D
M
We
all
want
the
improvements,
but
lately
I've
been
hearing
it
referred
to
as
a
as
rutherford
corridor,
and
you
know
in
the
past
this
was
actually
a
parkway
and
there
was
a
lot
of
talk,
at
least
amongst
people,
that
I
was
listening
to
about
this
being
like
a
renewed
greenway,
and
that
was
also
you
know.
So
that
was
sorry.
I've
got
two
teenagers
making
noise.
That
was
also
really
sounded
great
and
with
all
the
vacant
lots
around
it.
You
know.
M
M
That's
my
first
question
and
then
my
other
question
was
about
the
buses
and
you
may
have
answered
this.
So
I'm
sorry.
If
I
missed
the
answer,
you
said
we're
gonna
have
plenty
of
space
to
add
those
bus
lanes
in
later.
If
we
want
to
well,
if
we
do
will
that
take
away
from
the
width
of
the
sidewalks
or
the
bike
lanes
or
the
trees.
I
Right,
so
let
me
start
with
the
second
one:
first,
what
I
meant
was
we've
got
plenty
of
space
to
put
bus
stops
at
the
side
of
the
road
which
we're
we're
planning
for
those.
Now,
if
we
can
come
to
a
consensus
on
where
we
think
they
should
be,
we
won't
plant
anything
there
or
we
won't
put
any
amenities
there
and
we'll
reserve
that
space
for
the
bus
stops.
M
I
M
I
Yeah,
you
know
the
lanes
when
we've
when
we
right-size
the
road.
What
I
tried
to
point
out-
and
I
know
there's
there's
a
lot
of
history
in
the
the
project
and
the
studies.
That's
why
I
would
we
encourage
people
to
go
back
and
look
at
all
the
previous
studies,
but
the
corridor
does
have
almost
60
000
cars
a
day.
I
It
was
like
58
500,
so
the
the
regional
connections
that
we
get
from
I-93
on
at
moffaway
and
the
northbound
I-93
ramp
to
cambridge
street,
the
gilmar
bridge,
the
tobin
ramps,
the
I-93
ramp
at
city
square.
You
know,
there's
regional
traffic
jumping
on
and
off
the
corridor,
and
it's
pretty
disruptive
and
it's
it's
busy
so,
but
what
what
we
do
see
is
that
the
benefit
of
keeping
the
underpasses
is
that
we
can.
I
I
So
we
see
it
as
a
benefit
to
keep
it
underneath
then,
up
at
the
surface,
we
can
reallocate
the
space
and
the
signal
timings
to
better
benefit,
transit
and
pedestrians
and
bikes.
So
likewise,
you
know
the
underpasses
are
are
free-flowing
for
the
most
part
you
know
so
until
you
start
getting
to
the
other.
H
H
M
J
M
And
it
also
reminds
us
all
that,
although
the
edges
are
seemingly
blighted
today,
that
they're
going
to
be
on
either
side
of
a
beautiful
boulevard,
and
so
it
should
make
us
think
differently
about
what's
possible
there.
But
when
you
hear
corridor,
you
think
all
right
just
put
anything
on
the
edges,
because
it's
just
a
corridor,
but
when
you
think
greenway
you
might
start
thinking
about
parks
on
either
side.
At
least
I
do.
H
There's
a
there's,
a
fine
line
here,
joanna
that
right
that
fragile
highways
has.
This
is,
is
funding
this
project
and
they
get
a
little
concerned
when
we
use
the
word
parks.
But
we,
I
totally
understand
what
your
thought
process
is,
and
yes,
by
all
means
this
is
going
to
revitalize
this
carter,
we're
going
to
create
over
five
acres
or
about
five
acres
of
public
ground
along
this
car.
D
D
Nate
we
have
about
seven
hands
raised
I'll,
do
a
couple
more
and
then
we'll
switch
back
over
to
text
questions.
Let
me
know
when
you're
ready,
buddy
sounds
good
ari.
I
will
unmute
you
now
arias
of
it.
You
should
be
able
to
unmute
yourself
and
ask
your
question
and
I'm
going
to
do
the
same
thing.
I've
been
doing
with
others
and
I'll
just
unmute
people
after
they
ask
their
question.
Just
heads
up.
K
All
right
great,
I
think
I've
unmuted
myself
yeah.
We
got
you
a
couple
of
hopefully
quick
questions.
The
first
one
is
that
it's
great
to
see
some
of
the
best
priority.
That's
already
being
put
onto
this.
Also
I'm
arief
sevit
from
the
institute
for
transportation,
development
policy.
We
look
audit
bus,
rapid
transit
and
buses
in
in
transit
in
the
region.
It's
great
also
to
see
that
600
vehicles
going
on
the
mystic
river
bridge.
K
That
means
that
actually,
probably
the
majority
of
people
are
on
buses
at
rush
hour,
since
the
111
runs
something
like
20
buses
per
hour
going
on
to
the
bridge.
So
you
know
looking
at
how
to
make
make
sure
the
buses
don't
sit
in
traffic
since
they're
the
majority
of
users
on
that
corridor,
I
think,
is
important,
especially
for
the
people
in
chelsea
and
that
massdot's
already
it
designated
the
inbound
lane
for
buses.
K
Looking
at
the
sullivan
cross
section,
it
would
be
nice
to
see
more
more
bus
lanes
there.
It
looks
like
there's
a
bus
lane
going
inbound
from
the
alfred
street
bridge
to
to
the
sullivan
station,
but
not
outbound.
Right
now,
there's
often
traffic
getting
onto
the
alfred
street
bridge
in
the
afternoon,
and
buses
can
sit
in
that
for
5
10
15
minutes
going
to
everett.
So
that
impacts
people
going
to
everett
and
impacts
the
teas
operations
and
and
then
also
the
92
and
93
bus
going
in
and
out
of
charlestown.
I
Thank
you.
We
we've
been
talking
to
the
t
a
little
bit
too
just
to
expand
on
what
ari
just
said,
because
city's
active
transportation
staff
also
asked
us
to
look
and
do
an
outbound
bus
lane.
If
we
could,
we
were
trying
to
keep
the
crosswalks
and
the
road
cross-sections
as
slim
as
possible,
but
the
curved
section
of
alfred
street
that
we
had
shown
there
might
be
some
potential
there.
I
I
They
would
be
bypassing
the
intersections
at
sullivan
square,
and
I
know
there
is
one
bus
stop
there,
but
but
creating
a
more
substantial
intersection
right
at
the
end
of
the
bridge
would
help
potentially
with
our
pedestrian
crossing
of
the
harbor
trail
and
basically
creates
that
outbound
bus
lane
right
through
the
mbta's
parcel,
bypassing
that
short
section
of
sullivan
square
and
those
couple
of
lights
there.
So
you
know
that's
something
that
as
bus
advocates,
maybe
you
guys
can
try
to
bring
that
up.
D
J
H
H
H
I
Well,
you
know
we're
we're
creating
that
substantial
separated
bike
lane
all
the
way
from
city
square
to
to
somerville
and
then
at
the
sullivan
square
park.
It
splits
into
separate
one-directional
bike
lanes
to
and
from
everett
for
the
for
the
majority
of
the
corridor.
That's
planned
to
be
14
feet
wide.
I
I
I
get
a
little
concerned
about
because,
although
I
appreciate
you
know
they
have
a
much
smaller
footprint,
it's
the
speed
differential
that
we
need
to
be
concerned
about,
because
a
lot
of
people
want
to
go
fast
once
they
get
onto
those
lanes
and
they're,
not
necessarily
operating
at
a
speed,
that's
appropriate
for
the
people
pushing
the
baby
carriages
and
with
the
dog
on
the
extended
leash.
So
you
know
the
space.
Is
there
if
it's
regulated
or
if
this
type
of
micro
transportation
is
appropriate
enough?
I
think
it
certainly
could.
D
D
N
N
So,
but
there
are
some
things
we
are
concerned
about
the
main
one
being
provision
on
rutherford
ave
for
bus
lanes
in
the
future,
while
the
t
itself
may
have
no
plans
to
run
buses
down
rutherford
ave,
I
know
that
there
are
many
folks
in
the
communities
around
there
that
want
it.
It
was
definitely
a
type
of
conversation
during
many
of
the
hearings
regarding
bus,
rapid
transit
in
everett.
N
It's
come
up
in
discussions
on
potential
extension
of
silver
line,
including
extending
it
through
to
kendall
square
by
way
of
rutherford
and
going
over
the
southern
routes
rather
than
through
washington
street.
So
I
hope
that
there's
more
discussion
between
the
t,
folks,
that
are
having
the
sl
discussions
and
the
folks
that
are
talking
to
you,
because
there's
two
different
tracks
here
going
and
maybe
they've
already
made
up
their
mind
that
they're
going
to
run
it
on
washington
street,
wouldn't
be
the
first
time
that
the
public
hearings
were.
N
D
D
O
O
The
the
thing
that
I
am
still
concerned
about
is
that
pathway
along
the
river
underneath
alfred
street,
that
is
becoming
more
important
now,
because
we're
going
to
have
the
community
corridor
opened
up
along
the
the
old
spur
line
there
and
we're
all
gonna
have
a
meeting
tomorrow.
In
fact,
on
the
whole
issue.
As
far
as
bus
is
going
down
this
corridor
having
a
bus
stop,
I
think,
is
just
fine
for
those
places
that
need
it.
O
Maybe
a
micro
bus
will
take
advantage
of
those
stops
at
some
point,
but
that's
not
something
that
I
see
for
the
community
here
as
far
as
passing
through,
I
think
it
there
isn't
really
a
need
for
bus
stops
terribly
much
here
other
than
at
the
school
at
the
bunker
hill
community
college.
Beyond
that,
I
don't
see
a
stop
need
because
we
are
well
served
by
our
current
buses
in
charlestown,
but
passing
through
is
a
different
story,
but
I
don't
see
a
need
to
dedicate
elaine
for
that.
O
D
P
So
much
I
wanted
to
echo
the
question
as
well.
I
mean
it
does
seem
like
the
silver
line.
Extension
going
to
east
cambridge
and
kendall
square
is
being
very,
very
seriously
considered,
and
it's
actually
impacting
a
lot
of
project
plans
in
cambridge
right
now.
So
those
folks
who
would
take
that
will
not
be
well
served
by
going
to
sullivan
square.
P
It
does
not
make
any
sense
to
go
on
the
orange
line
and
then
try
and
make
it
back
to
the
red
line.
So
I'm
sure
there
are
communications
going
on
on
this,
but
it
really
would
behoove
this
project
to
you
know,
have
a
50-year
vision
about
transit
that
could
happen
on
the
corridor
and
sorry
I
called
it
a
corridor.
It's
you
know.
It
really
needs
to
not
be
a
highway,
so
you
know
I
really
think
transit
priority
lanes
throughout
are
very
important
and
the
others.
P
The
other
side
is
I,
I
just
fell
into
my
own
trap.
I
think
it's
a
car
highway
right
now
and
we're
building
it
again
to
be
a
car
highway,
we're
not
building
enough
transit
by
keeping
an
underpass
we're
going
to
ensure
that
the
speeds
are
highway
speeds
and
people
aren't
going
to
behave
as
they
go
through
a
new
and
developing
neighborhood.
P
It's
going
to
essentially
build
us
out
for
the
future
of
noise
and
cars
and
not
having
transit
and
mode
shift.
So
it's
it's
not
going
to
be
a
pleasant
place
to
bike
and
walk
and
cross
we're
building
around
this
future
with
highway
speeds
and
throughput
for
cars
and
not
building
for
the
future.
Thanks,
so
much
for
your
consideration
and
all
the
hard
work
on
the
project.
D
All
right,
so
I
had
I
had
two
more
hands.
Sorry
pardon
me:
yes,
two
more
hands
that
were
raised
when
I
said
we'd
get
through
this
this
round,
and
then
I
do
want
to
keep
clearing,
because
I
see
a
lot
of
open
questions
still
in
and
we'll
go
back
to
hands
after
that,
but
monica
you
should
be
able
to
unmute
yourself
now.
Q
Q
By
having
underpasses
at
austin
street,
you
are
affecting
several
thousand
linear
feet
downstream
on
either
direction
of
the
underpass,
because
you
have
to
create
additional
space
to
go
down
space
to
go
through
and
what
would
normally
be
a
standard,
four-way
two-way
intersection
with
a
90-degree
geometry,
because
you've
added
the
underpasses.
It
creates
a
complexity
at
that
intersection
that
I
don't
I'm
not
a
traffic
engineer,
but
I
don't
believe
is
needed.
Q
Q
H
Yeah,
thank
you
monica
and
thank
you
for
supporting
the
project
over
the
years.
I
know
it's
been
a
long
time
we
actually
rolled
our
sleeves
up
again
about
the
austin
street
underpass
as
well
and
I'll
pass
it
over
to
eric
and
we'll
explain
what
we
looked
at
there
and
why
we
went
back
to
the
underpass
in
this
location.
I
Yep
sure
bill
yeah.
This
was
something
that
we
did
look
at
again.
We
know
it's
been
a
concern
that
that
you've
brought
up
and
others,
including
professor
peter
firth
from
northeastern,
wrote
a
couple
of
papers
on
this.
So,
in
our
opinion,
there's
such
tremendous
traffic
coming
from
kendall
square
on
the
gilmore
bridge.
I
It's
it's
about
30
000
vehicles
a
day
on
the
gilmore.
If
that
was
put
at
a
surface
intersection
with
rutherford
ave,
which
is
you
know
getting
close
to
like
55
000
vehicles,
it's
just
it
would
create.
You
know
the
next
gigantic
traffic
jam
intersection
in
the
city
and
that's
the
reason
why
it
was
great
separated
in
the
first
place
is
so
that
we
wouldn't
have
rutherford
avenue
subjected
to
the
traffic
coming
over
on
the
gilmore
bridge.
I
So
we're
trying
to
take
out
lane
capacity
to
to
try
to
you,
know
and
to
some
degree,
discourage
single
occupant
vehicles,
we're
trying
to
right-size
the
road
and
not
give
them
excess
capacity,
but
still
needing
to
maintain
and
acknowledge
these
these
regional
connections,
so
people
coming
off
the
tobin
heading
up
and
then
crossing
the
gilmore
to
get
to
kendall
square.
You
know
there
there's
rutherford
avenue
is
the
dead
end
for
all
these
regional
moves?
I
I
There
is
a
future
development
building
planned
now
right
around
the
99,
but
they
are
considering
having
a
pass-through
of
that
building.
So
you
know
they
they
use
both.
They
use
the
intersection
and
they
appreciate
having
the
bridge
as
well.
So
that's
that's.
At
least
what
we
heard
the
bridge
is
actually
owned
by
mass
d.o.t.
It's
not
a
city
of
boston
bridge,
so
you
know
we're
trying
to
replace
it.
I
Make
it
wider
make
the
ramps
work
better,
totally,
expand
upon
the
sidewalk
realm
in
those
areas
and
looking
at
the
the
pedestrian
crossing
there
there's
because
of
the
underpass
there's
wide
sections
of
sidewalk
that
crosses
over
there
when
it
goes
on
top
of
the
underpass.
So
from
a
pedestrian
point
of
view,
you're
only
crossing
really
these
two
lane
ramps
for
the
most
part
until
you
actually
cross
the
lanes
coming
off
of
the
gilmore,
so
the
crossings
are
very
short
and
they
happen
with
the
traffic
signals
concurrently.
I
So
it
could
be.
You
know
it's
a
pretty
efficient
way
to
cross
the
street
if
it
was
just
one
act,
raid
intersection,
even
what
professor
firth
showed
in
his
analysis,
you'd
need
three
or
four
lanes
southbound
on
rutherford
avenue
with
you
know,
so
you
end
up
with
like
a
seven
to
eight
lane
cross
section
instead
of
what
we
have
here
at
austin
street,
so
that
those
were
the
things
that
we
considered,
and
this
is
where
we
ended
up.
We
think
it's
the
better
solution.
D
Thank
you
eric,
so
the
one
last
hand
until
we
move
back
to
text
questions.
I
also
want
to
give
the
sort
of
one
hour
heads
up,
especially
with
the
interpreters,
who
are
working
very
hard
for
us
tonight.
We
do
have
a
hard
stop
at
8
30,
so
I
want
to
make
sure
we
get
through
all
of
the
questions
and
comments
we
can
so
regina.
I
will
unmute
you
now.
Please
ask
your
question
and
then
we'll
move
back
to
some
of
the
text.
R
R
R
R
And
although
it
does
provide
a
screen,
it
does
nothing
to
deal
with
the
amount
of
noise
from
the
traffic.
What
you're
hearing
now
is
very
ma,
it's
very
mild
because
we
don't
have
a
traffic
jam,
we
don't
have
horns
honking
and
we
have
very
low
number
of
trucks
at
this
time
of
day,
okay,
but
the
truck
traffic.
R
Well,
here's
a
truck
coming
now,
but
the
truck
traffic
with
their
brakes
and
their
air
horns
when
there
is
a
traffic
jam
rises
to
a
crescendo,
which
is
basically
almost
impossible
to
tolerate.
You
know
it
became
more
obvious
when
we
all
started
working
for
home,
but
it
was
obvious
for
a
long
time.
The
amount
of
truck
traffic
here
has
increased
and
increased
and
increased.
We
get
exiting
fan
trucks
or
from
boston
sand
and
gravel.
R
R
R
R
I
know
that
there's
I
know
that
there's
no
place
for
you
to
put
the
traffic.
Where
is
the
traffic
going
to
go?
Where
can
you
put
that
truck
traffic
but
and
you've
done
a
lot
of
great
work
to
expand
the
streets
of
things
you're
talking
about
taking
down
this
berm
here,
then
we
would
be
flat
and
level
with
the
street.
It
only
takes
one
pothole
hit
by
a
car
carrier.
The
car
carriers
go
flying
through
here
now
and
they
hit
those
potholes
and
it
sounds
like
a
bomb
goes
off.
R
I
can't
make
you
the
only
way
I
can
make
you
appreciate
it
is
is
to
it
is
to
invite
you
into
my
backyard
here.
I'm
going
to
stop
because
I
think
I've
made
my
point,
but
I
I
really
please
please
ask
you
to
do
some
more
environmental
studies
here,
because
you're
thinking
of
building
more
housing
in
sullivan
square
up
against
this
road
who
wants
to
live
in
these,
these
places
we're
creating
a
city
that
is
not
particularly
hospitable
to
live
in.
I
So,
just
just
to
add
a
comment
to
what
you
just
said,
regina,
so
one
thing
that
we're
doing
that,
hopefully,
would
benefit.
You
is
when
we
do
the
road
diet.
We
are
gaining
the
space
where
we're
putting
that
shared
use
path,
but
there's
also
room
for
landscaping
along
that
the
whole
stretch
of
the
road.
So
what
we're
hopeful
for
is
to
be
able
to
put
some
some
trees
or
something
eventually
there
as
to
help
to
help
with
the
buffer
and
the
help
of
the
noise
or
the
screening.
I
But
in
regard
to
that
connection
that
I'm
suggesting
the
lynn
street,
we
would
only
look
for
an
area
that
makes
sense,
and
we
can
appreciate
that
you
have
the
berm
in
front
of
your
house.
So
you
know
if
the.
If
we
get
comments
on
on
that
connection,
we
can
look
at
it
some
more,
but
for
now
you
know
it's
just
a
thought
to
try
to
increase
mobility,
but
we
wouldn't
want
to
cause
any
harm
as
well.
J
All
right,
so
jeff
has
requested
that
I
come
in
some
of
the
text
questions
you
guys
may
not
have
thought
about
this.
This
seems
like
the
kind
of
thing
that
you
would
get
to,
but
I'll
toss
this
to
eric
and
bill.
I
think
this
person
is
making
this
statement.
I
don't
know
if
it's
true,
because
I
didn't
get
a
close
look
myself,
but
there
are
no
parking
spaces
or
pull-off
areas
for
uber
for
the
new
redevelopment
parcels
in
sullivan,
nor
for
the
existing
businesses
along
route.
J
H
H
We
have
not
looked
at
the
curbside
use,
particularly
in
there
as
we
roll
our
sleeves
up
and
start
to
fine-tune
things.
Things
will
get
a
lot
more
clearer
right
now,
we're
only
at
25
design,
as
we
start
to
go
forward
with
the
design
that
those
questions
like
that
will
become
a
lot
clearer.
It's
there
was
internal
talk
about
which
side
of
street
would
be
more
publicly
friendlier,
I
would
say
like.
Was
it
going
to
be
main
street
mafia
way,
wood
side
of
the
retail?
H
J
I
There
is
an
opportunity
to
make
a
turn
on
main
street,
but
with
the
no
left
turn
here,
this
crossing
is
also
totally
protected
when
the
east-west
movement
is
going
so
the
layout
of
the
streets
and
creating
rutherford
ave
as
a
match.
Up
to
mafa
really
makes
a
good
crossing
location
to
get
to
the
station,
so
we
did
eliminate
the
right
turn
pocket.
That's
on
moffaway
today
and
and
narrowed
up
the
road
and
again
created
a
nice
pedestrian
realm.
I
So
we
think
we're
really
boosting
that
that
space,
but
certainly
there
still
is
a
lot
of
lanes.
There's
on
one
of
the
slide
shows
we
did
previously.
We
looked
at
all
the
five
different
streets
coming
into
sullivan
square
and
the
underpass
and
there's
over
a
hundred
thousand
vehicles
entering
sullivan
square
on
a
daily
basis.
D
H
Okay,
so
that
the
the
maintenance
of
the
green
space
or
the
greenwell
great
way
public
realm,
whatever
we
prefer
to
call
it.
That's
going
to
be
an
ongoing
discussion
between
that's
going
to
be
a
public
private
partnership
with
other
developments
that
are
scheduled
to
come
online
in
this
area,
the
city.
We
hope
that
we
can
replicate
something
that
happened
at
post
office
square
here,
downtown,
where
we
engage
in
a
public
private
partnership
with
certain
entities
to
to
take
care
of
this
green
space.
H
We
know
that
we
don't
have
the
capabilities
ourselves,
the
city,
to
maintain
it,
but
those
are
ongoing
discussions
as
we
speak
internally
so
with
the
parks
department.
So
we're
aware
of
that,
but
we're
doing
everything
in
our
earnest-
and
I
want
to
stress
this-
to
create
the
public
realm-
that
the
public
really
wants,
that
the
residents
of
charlestown
and
the
other
individuals
on
this
call
want
to
see.
H
J
All
right,
excellent,
I'm
gonna
give
this
the
next
one
from
noreen
manning.
Has
any
consideration
been
given
to
the
run
down
fence
on
the
northbound
side
directly
across
from
the
front
door
of
hood.
It
is
owned
by
the
bpda,
the
26
townhouses
that
sit
beside
behind
the
fence
are
negatively
affected
by
the
air
and
the
noise
pollution.
I
think
eric.
You
know.
You
already
spoke
effectively
about
how
some
of
the
road
dieting
will
be
able
to
enhance
the
green
space
and
give
people
more
of
a
buffer
between
themselves
and
the
road
bill.
H
Right
that
was
owned
by
the
pb
bpda
it
I
don't
know
if
it's
actually
taken
place,
but
it's
going
to
be
given
back
to
the
city
of
boston
back
to
public
works.
I
think
the
question
also
is
it?
Can
we
do
something
with
it?
Maybe
is
an
interim
part
prior
to
the
construction
of
the
project?
That's
something
I'll
speak
to
public
works
about
see.
If
we
can
do
that,
I
know
there
was
some
minor
repairs
that
were
done
to
the
fence
in
the
future.
H
That's
the
green
space
that
comes
along
that
we
did
hear
from
residents
that
they
still
wanted
to
have
that
separation
there,
but
that
I'll
I'll
kick
that
to
future
meetings.
As
we
go
forward
here
on
what
type
of
barrier
or
fence
we
want
to
see
there,
there
was
a
lot
of
talk,
I
believe,
with
the
mishawam
residents
back
in
the
day
about
young
children
or
others
getting
outside
or
getting
into
the
car
without
supervision.
H
J
So
bill
apropos
the
earlier
comments:
there
was
the
young
children
getting
into
the
boulevard
without
boulevard.
Correct
yes,
so
this
one
is
from
tom
lamar
and
I
think
you
know
eric
you.
You
spoke
to
this
a
little
bit
that
you
know
the
the
underpasses
are
being
skinnied
up
a
bit
so
they're
not
going
to
take
all
the
real
estate
that
they
do
today.
But
the
question
is:
how
much
width
does
the
underpass
take
up?
How
much
more
green
space
could
we
create
without
the
underpass
taking
up.
I
Yep,
I'm
going
to
go
with
that
one
first,
then
I'll
go
to
go
to
the
other
one,
so
sullivan
square
underpass
is
according
to
today's
highway
standards.
It's
slightly
deficient
because
of
the
curvature
there.
It
doesn't
meet
sight
lines.
So,
when
you're
heading
northbound
there's
a
sight
distance
issue,
if,
if
it
was
operating
in
the
four
lanes
that
it
is
today,
you
wouldn't
see
somebody
if
they
were
broken
down
in
the
right
lane
if
you're
heading
northbound.
I
So
that's
one
of
the
reasons
why
we're
we're
going
to
be
reducing
it
to
just
two
lanes,
but
we're
also
keeping
breakdown
lanes
in
there
to
meet
current
standards
and
for
sight
lines
so
we're
not
making
any
reduction
in
the
width
at
sullivan
square,
but
at
austin
street
we
are
reducing
the
width
pretty
significantly
like.
I
said
from
the
six
lanes
down
to
the
three,
but
again
the
current
roadway.
I
So,
even
though
we're
going
to
have
one
lane
in
the
northbound
direction,
we're
still
proposing
to
have
an
eight
foot
shoulder
for
sight
distance
to
see
around
the
curve,
so
the
six
lanes
down
to
three
but
but
three
lanes,
but
with
adequate
shoulders
for
safety
for
breakdowns
also
for
austin
street
in
the
northbound
direction.
So
you
know
rutherford
avenue
wears
a
lot
of
hats.
It's.
It
is
a
boulevard,
but
it
is
also
a
designated
hazardous
materials
route.
I
It's
also
a
it's
on
the
national
highway
system
as
a
designated
road,
so
we
have
to
maintain
those
federal
highway
standards
and
so
we're
reducing
that
as
much
as
we
can-
and
you
know
gaining
that
substantial
green
space
for
the
bike
path
on
the
neighborhood
side.
So
we
think
we're
doing
some
good
things.
There.
J
All
right,
so
I
have
one
here
from
aaron
grayner
and
he
starts
off
with
with
the
positive.
I
love
the
approach
you've
taken
here
that
part's
good
says.
However,
what
I
can't
seem
to
understand
is
why
you're
still
including
two
underpasses,
it
completely
misses
the
redesign
of
the
road,
keeps
it
looking
more
like
a
highway,
higher
speeds,
etc.
Removing
them
would
reduce
costs
and
make
it
more
people
friendly.
I
think
you
know
you,
gentlemen,
have
spoken
effectively
about
why
the
overpasses
or
underpasses
rather
are
still
present.
J
It
does
go
to
some
of
the
regional
aspects,
trying
to
pull
some
of
that
through
traffic
away
from
the
neighborhood
and
not
process
it
on
neighborhood
streets
and-
and
just
you
know,
try
to
acknowledge
the
fact
that
there
is
a
regional
context
here.
Is
there
anything
more
that
you'd
want
to
add
to
kind
of
what
I
just
recycled
back
to
you?
No.
H
That's
that's
about
the
the
the
best
summary
you
could
put.
The
only
thing
I
would
add
is
once
again,
we've
looked
at
this
card
at
countless
times
and
what
we
see
here,
what
we're
showing
the
public
today
is
really.
We've
really
fine-tuned
this
really
down
to
the
narrow
edge,
the
narrow
edge
being
said
through
the
federal
highway
administration.
H
Anything
that
we
would
do
to
create
either
I
should
say,
a
roadway
diet.
Even
what
was
showing
more
severe
the
federal
highway
administration
would
walk
away
from
this
project.
That
being
said,
175
million
dollars
would
disappear.
So
I
just
I
want
to
make
that
clear.
I
think
rep
ryan
made
that
clear
at
the
beginning,
this
project
is
at
a
threshold.
H
It's
it's
it's
its
last
breath,
so
to
speak,
that
the
residents
of
charlestown
want
to
see
a
project
built-
and
this
is
we've
done
everything
possible
to
hear
from
the
community
as
far
as
the
underpass
no
underpass
back
and
forth,
but
I
just
want
to
make
it
clear:
we
really
really
did
the
best.
We
could
here
to
fine-tune
this
roadway.
So
I
want
people
to
understand
that
also
because
it
is
a
regional
corridor
and
it
is
considered
part
of
the
highway
system
by
federal,
highway.
J
Thanks
so
actually
bill
that
makes
a
beautiful
segue
to
ryan
gavin's
question
and
just
for
the
sake
of
speed,
I'm
going.
To
paraphrase
it.
So
we
talked
about
advertising
this
construction
in
2023
and
he
remarks
the
fact
that
this
the
timetable
on
this
job
has
moved
a
few
times,
but
is
2023
real
and
will
there
be
regular
public
updates
on
the
project
as
it
advances?
J
H
H
This
will,
after
this
hearing
this
will
allow
us
to
ramp
up
to
get
the
75
to
100
design,
albeit
that's
not
just
in
a
in
some
back
room
here
at
city
hall.
That's
with
the
input
of
you,
the
public,
that's
here
today,
as
well
as
others,
and
if
we
do
not
make
the
current
schedule
that
we've
laid
out
here
in
the
year
2023
part
the
the
mpo,
which
is
the
metropolitan
planning
organization
in
boston.
H
H
This
money
will
be
allotted
for
some
other
municipality
as
rep
ryan
conveyed
and
this
money
could
be
go
to
some
other
project,
say
norwood,
some
other
municipality
that
needs
this
money
as
well.
So
I
want
to
stress
that
all
the
agencies
that
I
thanked
at
the
beginning-
they
all
want
charlestown,
to
have
this
project
in
this
project
built
in
charlestown.
J
I
I
I
That's
the
main
reason
why
we
left
that
u-turn
in
place
at
the
austin
street
bridge,
because
it
specifically
serves
that
parking
lot
and
the
boston
sand
and
gravel
operation
that
I
think
monica
mentions,
or
somebody
mentioned,
that's
a
challenging
spot
in
itself.
So
that
doesn't
work
with
the
the
plan
that
we
have.
Where
we're
keeping
the
grade
separation
at
austin
street.
I
Having
a
great
separation
helps
with
safety,
we're
reducing
the
amount
of
potential
conflicts
that
could
happen
so
at
major
crossings
like
the
gilmore
bridge
with
rutherford
avenue.
A
great
separation
is,
is
one
of
those
counter
measures
that
most
communities
don't
get
to
do
because
of
how
expensive
it
is
to
implement
a
grade
crossing
a
great
separation,
but
we've
already
got
them
here
at
sullivan
square
as
well.
J
All
right,
excellent,
I
have
one
here
from
dave
flynn
and
it
seems
like
it
might
be
a
little
bit
cut
off.
However,
it
says
on
rutherford
itself:
never
it
seems
quite
keen
on
one
seat
to
haymarket,
and
this
does
not
seem
to
take
that
into
account.
I,
without
knowing
the
full
question,
it
seems
to
me
that
we've
we've
covered
some
of
this,
which
is
there
have
been
conversations
with
the
mbta
and
the
mbta's
desire
seems
to
be
to
chiefly
tie
buses
to
sullivan
square
station
and
get
people
onto
the
orange
line.
I
And
sorry
bill,
I
got
to
add
one
more
thing
because
it
was
on
one
of
my
slides,
but
I
didn't
mention
it.
So
what
we
hope
to
implement
when
we
replace
all
the
traffic
signals
is
to
add
a
feature
well,
two
things
potentially
adaptive
traffic
control,
which
I
believe
is
being
tested
in
the
seaport
right
now,
with
a
massdot
and
cdf
boston
project
for
adaptive
control,
but
also
to
include
the
feature
called
transit
signal
priority
tsp.
I
So
you
know
the
overall
benefit
for
riders
from
everett.
Let's
say
if
there
was
a
bus
on
rutherford
avenue
is
first
of
all,
we've
got
the
great
separation
with
the
underpass,
but
if
the
mbta
buses
had
transit
signal
priority
and
the
city
of
boston
implemented
that
they
no
longer
work
on
like
a
line
of
sight
beacon,
they
can
work
on
gps.
I
So
when
the
buses
from
everett
come
over
the
bridge,
they
could
start
to
tell
the
signals
at
the
hood
business
park
and
bunker
hill
community
college
that
a
bus
is
on
the
way
and
the
signal
will
will
rest
in
green
and
wait
for
that
bus
to
pass.
That's
how
transit
signal
priority
works.
So
we're
we're
hoping
to
implement
that
feature
and
it's
going
to
have
to
work
in
cooperation
with
you
know:
boston
traffic
and
the
mbta
for
them
to
implement
that
on
their
buses.
I
E
Sure,
thank
you.
I
know
we're
running
low
on
time,
I'll
be
really
quick
here
and
thanks
for
answering
my
text
questions
earlier,
julia
wallers
with
itdp,
thanks
for
including
all
the
details
about
bus
lanes
and
do
not
preclude
for
brt.
I
think
all
of
that
has
been
covered
pretty
well
in
this
meeting,
so
I
don't
need
to
read
it
any
of
that.
I'm
really
glad
to
see
the
reduction
in
lane
width
to
11
feet.
E
If
those
lane
widths
were
narrowed
further
to
10
foot
lanes,
I
would
think
it
would
not
only
slow
traffic
but
would
make
it
possible
to
make
a
room
for
bus
lanes
without
impacting
any
of
the
green
space
or
any
of
the
existing
proposals
or
protected
bikeway,
and
I
just
wanted
to
clarify
that
and
put
that
out
there.
But
ultimately,
I
think
what
I'm
confused
on
here
is
one
of
the
comments
that
was
just
made.
E
How
enthusiastic
communities
have
become
about
carving
out
space
for
biking
and
walking
and
outdoor
dining
and
how
impressing
the
threats
of
climate
change
are
continue
to
be?
It
just
doesn't
sit
well
that
we're
spending
so
much
money
to
rebuild
a
below
grade
highway
in
light
of
all
the
money
that
states
all
of
our
state
goals
about.
You
know:
moving
away
from
auto
centric
development,
moving
more
people
in
fewer
vehicles,
and
now
we
have
this
new
federal
administration.
E
That
is
frequently
supporting
transit
people
center
design,
and
you
know
explicitly
working
to
right
the
wrongs
of
the
past
with
roads
like
this,
that
divide
communities
you
know
to
to
to
get
rid
of
these
highways
and
to
stitch
them
back
together.
Something
about
it
just
it
doesn't
sit
well
that
we
would
be
taking
this
next
step
to
put
this
into
our
urban
fabric
for
the
next.
You
know
50
plus
years,
and
the
traffic
numbers
also
don't
warrant
it.
E
So
I'm
confused
when
you
said
that
if
we
get
rid
of
the
underpasses,
we
might
lose
the
federal
money
they
would
somehow
take
that
back.
I
would
like
to
know
a
little
bit
more
about
that
and
that
we
would,
you
know,
have
to
reallocate
it.
I
think
we
could
move
two
thousand
callers
a
day
cars
a
day
at
a
at
an
upgrade
boulevard,
while
also
having
room
for
brt
bike
lanes,
sidewalks
greenways
and
facilitating
the
future
that
we
want
and
the
kind
of
development-
that's
quite
frankly,
being
marketed
right
now
on
that
corridor.
E
So
thank
you,
for
you
know,
working
with
us
and
listening
to
us
and
considering
our
comments
and
concerns
for
the
last
year.
I
don't
want
to
go
glaze
over
that.
This
is
a
massive
improvement
and
you've
done
a
ton
of
work,
and
we
all
want
to
see
this
happen.
So
so.
Thank
you
very
much
for
all
of
that.
D
S
I
emma
yashar,
I
live
on
union
street
in
charlestown,
which
is
right
almost
right
behind
the
austin
street
intersection,
and
I
just
I
wanted
to
follow
up
on
a
question
and
a
few
comments
about
that
intersection.
The
first
is,
I'm
not
sure
I
heard
an
answer
to
how
much
reduction
in
physical
space
is
happening
with
this
design
versus.
What's
there
right
now,
yes,.
S
I
I
So
in
some
of
the
studies
that
were
done
previously-
and
I
know
that
that
we
spoke
to
you
at
some
of
the
public
meetings-
we
could
go
back
and
look
at
some
of
the
old
concepts
and
documents
that
looked
at
those
the
surface
option
versus
the
underpass
option
and
how
much
how
much
room
we
could
get.
We
think
we've
made
an
improvement
based
on
the
looking
back
at
those
prior
designs
and
that
we're
gaining
a
significant
amount
of
space
with
the
road
diet
up
and
down
the
whole
corridor.
I
And
one
thing
that's
noteworthy
at
austin
street
and
we've
brought
this
up
at
prior
meetings
as
well.
Is
that
the
right
of
way
width?
There
is
just
narrower
than
at
the
rest
of
the
corridor.
I
don't
know
why,
but
maybe
it's
because
lynn
street
is
there
and
some
of
the
houses
are
there,
but
the
right-of-way
is
just
not
as
wide
as
it
is
on
other
sections
of
the
corridor,
so
we
don't
have
as
much
space
there
as
we
do
everywhere
else.
T
The
parking
is
that
the
developers
are
required
to
put
in
it's
just
drastically
reduced
because
we're
supposed
to
be
dependent
on
transit,
we're
at
a
transit
hub,
we're
biking,
we're
walking
and,
and
actually
those
things
are
true.
We
are
doing
that.
I
wouldn't
say
people
are
going
to
get
rid
of
their
cars
at
the
rate.
People
think
they
are,
but
if
that's
the
one
side
of
the
way
the
city
is
approaching
development
again
back
to
two
speakers
ago.
H
Thank
you,
tara
and
thank
you
for
your
service
on
the
iag
as
well.
Yes,
the
developers
all
have
this
plan
as
well.
Are
the
future
developers
who
have
this
plan
that
we've
just
we're
showing
you
tonight
as
far
as
the
traffic
ratios,
that
they're
presented
with
some
of
the
ratios
go
as
low
as
0.5,
some
go
to
0.30,
there's
others
that
goes
lower
than
that
at
one
point
in
time,
there's
always
a
one
to
one
ratio.
H
That
being
said-
and
this
is
a
statement
that
I
always
use-
and
I
I
always
use
it
as
I
go
around
the
city
to
other
projects-
article
80
projects-
every
project
is
unique.
Also
every
project
is
unique
in
itself
and
how
much
parking
and
how
much
storage
every
unit
needs.
But
that
being
said,
this
also
is
a
car.
H
I
mean
it's
a
we're,
creating
a
boulevard,
but
it's
actually
part
of
the
interstate
highway
system,
the
services
route,
99
other
aspects,
cambridge
out,
the
northbound
out
to
medford
all
the
way
up
to
you
know
up
to
the
new
hampshire
border,
people
jumping
off
of
I-93,
it's
a
huge
we're,
we're
taking
it
and
by
creating
a
roadway
diet.
We
hope
to
just,
I
guess,
discourage
people
from
coming
down:
rutherford
avenue,
but
still
it's
still
a
main
card.
H
It's
still
a
a
heavy
used
car
but,
as
you
know,
eric
has
said-
and
I've
said
before-
we're
doing
everything
on
our
ability
to
take
all
those
modes
of
transportation
into
consideration.
You
know
these
developments
yeah.
They
come
in
with
x
amount
of
parking,
but
you're
going
to
remember-
and
I
tell
this
to
everyone-
the
majority
of
people
that
come
in
and
rent
the
unit
that
cost
five
thousand
dollars
a
month
are
plus
most
of
those
people.
In
those
units
have
cars.
H
They
may
not
drive
those
cars
each
and
every
day,
but
they
have
a
car
so
and
we
experienced
that
out
in
austin
brighton
as
well.
I
know
I'm
going
a
little
off
track
here,
but
you
know
a
lot
of
those
people
do
not
drive
during
the
week
the
majority
of
those
people
I'd
say
they
take
an
uber
and
they
uber
picks
them
up
and
drives
them
to
either
the
t
station
or
to
wherever
they're
going.
There's.
There's
there's
been
studies
on
that
as
well.
D
D
J
Certainly,
sir
no
problem,
so
this
one
comes
from
joanne
lou
bill.
I
think
this
one
might
be
one
for
you
in
terms
of
the
potential
short-term
improvements.
Joanne
asks.
Are
there
any
improvements
for
the
spice
street
intersection?
Currently,
a
pedestrian
light
has
been
destroyed
and
unreplaced
for
three
months
now,
cars
often
block
that
intersection
and
bikes
can't
trigger
the
light
at
spice.
J
I
Sorry,
let
me
get
my
camera
back
on,
so
you
you
could
still
make
a
u-turn
using
the
austin
street
intersection,
but
that
slip
lane
that's
in
place
is
some
of
the
highway
esque
type.
You
know
highway
character
that
we're
trying
to
remove
and
by
creating
those
three
intersections
at
bunker
hill
up
to
the
hood
park
and
then
the
other
one
at
mishawam
making
those
into
full
access
there.
That
was
some
of
the
reasoning
why
we
wanted
to
remove
that
as
well.
J
J
How
are
I
think,
how
are
we,
through
this
project
nope?
How,
through
this
project,
are
we
making
sullivan
square
rotary
a
safer
space
to
walk
and
bike
for
persons
eight
through
eighty?
I
think
the
short
simple
answer
is
you're,
abolishing
the
rotary
and
and
turning
it
into
a
conventional
intersection.
Is
that
correct
eric
and
bill?
J
I
Yes,
when
we
take
traffic
counts,
we
often
collect
a
full
week
worth
of
data
and
then,
depending
on
what
time
of
year
it's
collected,
we
also
use
the
state's
full
database
in
order
to
come
up
with
some
seasonal
adjustment
factors
as
needed
to
normalize
that
data,
so
the
trucks
have
been
counted
several
times.
We
have
data
that
goes
back
to
the
2008
studies
again
in,
I
think
2012,
2015,
2017
and
2019..
I
So
we
think
we
have
a
pretty
good
handle
on
trucks,
but
there's
also
a
good
report
that
was
written,
I
think
by
the
ctps.
It
was
for
the
rutherford
avenue
corridor,
a
truck
study
that
was
done
by
bill
kutner.
So
I
would
suggest
you
take
a
look
at
that.
You
know
that's
one
of
the
things
we
call
it
a
boulevard
and
we're
we're
adding
those
elements,
but
we
also
have
to
remember
rutherford
avenue
is
in
a
the
evacuation
route
for
the
city
of
boston
and
it
is
the
hazardous
designated
hazardous
materials
route.
I
So
there's
always
going
to
be
some
element
of
trucking
on
the
corridor.
You
know
if
you
cross
cross
over
to
everett
you'll
see
the
heavy
industrial.
That's
there
and
you
know
what's
interesting
about
charlestown-
is
it
is
hemmed
in
a
little
bit
by
the
I-93
highway
and
the
railroad
so
streets
like
cambridge
street
and
route
99
and
the
gilmore
bridge
and
the
north
washington
street
bridges
are
the
only
ways
around
those
physical
barriers.
I
So
traffic
ends
up
being
a
little
more
concentrated
at
those
locations
compared
to
if,
if
we
could
build
another
roadway
through
the
community
college
back
end
and
connect
up
to
kendall
square,
so
the
railroad
the
highway,
the
mystic
river
makes
it
a
big
challenge
to
to
handle
traffic
into
route
traffic.
You
know
the
ways
that
we
want,
because
we
have
to
maintain
those
physical.
J
D
Well,
let
me
just
jump
in
here
for
a
second
as
timekeeper
again
acknowledging
that
we
are
past
eight
o'clock.
I
know
I
want
to
make
sure
we're
respecting
people's
time
and
we'll
keep
going
through
questions
here,
but
since
the
meeting
was
noticed,
six
to
eight,
I
just
want
to
give
folks
who
do
want
to
hop
off
another
reminder
of
the
comment
emails
eric.
Could
you
go
back
to
the
slide,
showing
the
sullivan
square
email
yeah?
So
just
if
folks
do
need
to
leave.
I
know
we're
getting.
D
Q
D
By
email,
when
it
does
go
out
to
you
after
the
webinar
ends,
there
will
be
a
quick
survey
to
go
as
well
another
way
to
offer
comments.
So
we'll
get
back
to
text
questions
now.
I
just
wanted
to
make
sure
that
if,
if
anyone
was
feeling
trapped
because
they
hadn't
seen
that
email
address
in
a
minute
and
needed
to
remember
that
will
be
open,
the
presentation
recording
will
be
posted
on
the
city
of
boston's
website
and
we
will
we'll
have
those
available
to
you
as
well.
D
I
D
J
J
But
can
you
talk
a
little
bit
more
about
how
this
plan
is
going
to
account
for
the
heavy
trucks
that
use
both
main
street
to
medford
street
and
rutherford
avenue
and
austin
street
to
get
back
to
the
charlestown
terminals?
The
modeling
reference
is
a
small
portion
of
truck
volume
in
the
traffic
stats,
but
it
seems
like
it's
downplaying
their
impact
in
this
area.
I
Yeah,
we
understand
that
you
know
chelsea
street
and
leading
back
to
the
port
is,
is
always
pretty
much
congested.
It's
it's
a
busy
area,
it's
one
of
the
only
few
ways
to
get
out
of
charlestown,
and
then
it
hosts
that
big
port
area
to
boot,
so
medford
street
we're
not
really
we
don't
have
any
plans
for
alterations
there.
I
So
we
think
we're
helping
out
that
end
of
the
project
as
much
as
we
can
the
the
southern
end
of
the
project
at
city
square,
where
we
match
into
the
work
done
by
the
north
washington
street
bridge.
There
there's
not
a
lot
of
improvements
that
we're
making
there,
except
for
really
the
road
diet
and
starting
the
the
bike
facilities
at
that
point.
But
we
certainly
will
be
collecting
the
new
traffic
counts
and
trying
to
make
the
signals
operate
as
efficiently
as
they
can
and
to
be
constructed
by
the
project.
H
H
H
In
my
mind,
is
this:
is
such
a
large
project?
It's
one
of
the
largest
projects
undertaken
since
the
big
dig,
so
with
my
experience
on
that
and
all
the
construction
management
back
in
the
day,
I
just
see
this
thing
as
being
an
ongoing.
You
know
conversation
with
the
residents
of
charlestown
and
making
sure
that
their
voices
are
heard
throughout
the
construction
and
making
sure
the
contractor
is
held
to
the
means
of
methods
to
make
sure
that
everyone's
voice
is
heard.
Thank
you.
J
All
right,
thank
you
bill.
I
think
this
next
question
kind
of
goes
to
something
that
you,
gentlemen,
have
been
talking
about
all
night,
which
is
the
idea
of
trying
to
balance
this
corridor
so
that
it
can
perform
all
the
roles
that
it
has
to
perform
from
new
boulevard
to
member
of
the
federal
highway
system.
J
I
I
can
answer
that
when,
when
I
was
looking
at
back
at
some
of
the
prior
studies
and
some
of
the
data
that
we
collected
initially
when
we
started
the
project,
I
stumbled
upon
some
data
from
a
2013
acs
survey.
American
community
survey
so
associated
with
the
census
department,
supplemental
surveys
that
they
do
so.
I
So
you
know
this
is
sort
of
a
typical
1950s
corridor
that
we
see
all
over
the
country.
That
was
always
very
auto
centric
that
was
new
back
then
that's
what
they
wanted
and
now
we're
trying
to
reimagine
these
spaces
to
work
for
what
we
need.
But
you
know
we,
as
bill
mentioned,
we're
still
having
to
have
these
regional
connections.
I
J
Thanks
eric
all
right,
so
I
have
one
here
from
an
anonymous
attendee
that
is
more
common
than
anything
else,
not
knowing
exactly
where
the
city
line
is.
This
could
be
a
bill
comment.
This
could
be
an
alwyn
comment
or
it
might
be
a
comment
for
a
municipality
not
represented
tonight,
but
it
said,
would
it
be
possible
to
paint
some
lanes
between
sullivan
circle
and
home
depot
before
finishing
up
construction
in
june
2027?
H
J
So
we
have
another
one
here
from
charlie
dennison.
He
says:
can
you
please
add
crosswalks
to
all
legs
of
all
intersections,
particularly
around
sullivan
square
currently,
and
in
plans
shown
there
are
some
missing
which
creates
indirect
and
long
routes,
time
wise
due
to
waiting
for
signals
to
legally
cross,
especially
with
the
new
developments
planned.
It
will
be
very
important
for
people
to
be
able
to
access
the
t
station
easily
and
directly.
I
Yep
we
we
are
reviewing
that
and
we're
always
trying
to
balance
safety
with
operations.
So
in
some
cases
we
understand
the
the
the
request
for
full.
You
know
complete
access
and
that's:
what's
that's
what
we're
striving
for
there's
some
areas
where
we
might
not
feel
comfortable
operating
a
concurrent
crosswalk
because
of
the
angle
of
the
street
or
the
the
speed
that
we
think
the
vehicles
are
going
to
make
on
the
turns.
But
your
comment
is
well
noted.
J
Okay,
great
next
one
is
for
an
anonymous
attendee,
and
this
one,
I
think,
is
kind
of
a
an
eric
one,
so
get
ready
buddy.
So
in
planning
the
revised
car
traffic
routes
and
roadway
widths
have
you
identified
the
likely
greatly
increased
traffic
which
will
be
generated
for
every
planned
or
recently
approved
housing
project
in
charlestown,
eg1
charleston?
J
That's
part
one.
I
think
the
answer
is
yes,
because
you
know
you
guys
work
with
bpda
and
you
factor
in
what
they
anticipate
for
for
traffic
coming
from
their
new
permitted
development.
Correct.
Thank
you
bill.
So
the
answer
to
part
one
is
yes.
Yes,
part
two
is
what
is
the
maximum
number
of
cars
can
travel
on
your
revised
traffic
diet,
roadway
and
it
is
an
increase
or
decrease
in
the
present
level.
I
So
when
we
do
our
traffic
studies,
in
this
case,
we
were
lucky
to
have
the
lower
mystic
regional
working
group
activated
because
of
the
casino
project,
so
that
was
a
massdot
city,
somerville
city
of
everett
effort.
You
know
led
by
massdot
with
the
central
transportation
planning
staff
and
the
mapc
metropolitan
area
planning
commission.
I
If
they
were
known
at
the
time,
if
their
new
developments,
they
would
probably
likely
be
absorbed
in
the
general
growth
rate
that
we
also
included
in
the
numbers,
but
as
they
continue
to
come
online
and
as
we
collect
these
new
traffic
counts,
we're
always
going
to
keep
assessing
that.
We
want
the
contractor
to
build
and
implement
the
timing,
that's
the
best
for
the
time
that
it
gets
built.
So
you
know
on
a
traffic
signal
world,
that's
sort
of
a
moving
target.
We
always
want
to
provide
the
best.
I
D
Just
come
into
to
say
it's
8
25,
I
just
heard
the
constitution's
the
sunset
cannons
go
off,
so
this
is
a
five
minute
warning
and
again,
if
there
are
any
questions
that
we
can't
get
to
by
now,
as
alwyn
said
frequently
asked
questions
will
be
posted
on
the
website.
So
if
you
have
a
question
that
we
haven't
gotten
to
yet
our
apologies
we'll
get
through
as
many
as
we
can
in
the
last
five
minutes
here
and
we'll
make
sure
to
answer
them
all
as
we.
J
Just
at
this
point,
folks,
if
you've
had
a
shot
in
the
just
gonna,
let
you
know
full
disclosure
if
you've
had
a
shot
already
it's
either
in
text
or
on
the
hand
raised
I'm
going
to
try
to
get
to
people
who
haven't
had
any
any
opportunity,
yet
so
alex
cox
from
walk,
boston,
alex,
says
a
lot
of
good
things
about
the
project.
There's
the
lingering
concern
about
the
underpasses
we've
discussed.
I
think
at
length
why
the
underpasses
are
present.
There
are
sort
of
two
questions
about
the
underpasses.
J
I
So
yep
we
can,
we
can
get
at
that.
So
I
see
the
big
benefit
of
maintaining
the
underpasses
because
it
keeps
that
26
000
vehicles
a
day
out
of
sullivan
square
and
underneath
that's
why
we
want
to
deck
over
it
and
make
it
better
for
the
surface
condition
and
that
we're
also
able
to
reallocate
the
signals
and
make
them
work
more
efficiently,
when
we
don't
have
to
take
into
account
that
extra
26
000
vehicles,
so
you
know
the
underpass
itself,
it's
all
concrete.
I
It's
going
to
be
the
decking
will
be
concrete,
precast
units,
it's
very
low
maintenance
they're.
They
actually
we're
going
to
make
an
improvement
to
the
underpass.
When
we
when
we
deck
over
it,
we
need
to
build
new
walls
inside
up
against
the
old
walls,
so
the
new
walls
are
going
to
add
even
more
structural
capacity
to
the
underpass,
but
also
help
with
some
of
the
leaking
that's
occurring
through
the
walls
themselves.
I
J
J
J
I
think
during
construction
you
know
the
city
of
boston.
I've
been
fortunate
to
work
for
them
as
a
consultant
in
the
past
on
construction
projects
and
has
a
very
proactive
approach
to
you
know
highlighting
that
businesses
remain
able
to
serve
you
during
construction
and
and
interfacing
with
local
businesses,
so
that
they
can,
you
know,
make
the
best
decisions
to
keep
their
operations
going
during
construction
projects
bill.
Anything
more
you'd
like
to
say
about
that.
One.
No.
D
A
Thank
you
everyone.
We
appreciate
all
of
you
for
taking
this
time
to
join
us
this
evening.
We
encourage
you
to
contact
us.
Your
comments
are
very
important
to
us.
I
want
to
remind
everyone
that,
in
order
for
your
comments
to
be
part
of
the
official
transcript,
they
must
be
received
within
10
days
of
this
public
hearing.
I'd
like
to
thank
the
massdot
panel
this
evening
and
thank
you
all
for
participating
in
this
public
hearing
have
a
good.