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From YouTube: Roundabouts and intersections and the reconstruction of Cummins Highway - March 29, 2022
Description
We hosted a meeting on March 29, 2022 to share updates about the Cummins Highway redesign project.
Meeting goals:
-Learn how the City plans for vehicular traffic in the context of safety
-Review common terms
-Learn about all the factors we consider in designing intersections
Learn about the Cummins Highway reconstruction project
-Project goals and opportunities
-Review specific designs for Cummins Highway
-Next steps for the project
A
B
All
right
once
again,
good
evening,
good
evening,
everyone
so
for
today's
meeting.
We
want
to
learn
the
city's
plans
for
vehicular
traffic
in
its
context
of
safety
for
cummins
highway,
we're
going
to
begin
by
starting
off
with
reviewing
some
common
terms
and
then
learn
about
all
the
factors
that
we've
considered
in
designing
the
intersections
along
not
only
comes
highway,
but
throughout
the
city
of
boston.
B
With
that
being
said,
we
will
learn
about
the
cummins
highway
reconstruction
project.
I'll,
give
you
guys
just
a
quick
update
of
where
we're
where
we're
at
and
what
we've
been
doing,
we'll
talk
about
the
project,
goals
and
opportunities,
we've
reviewed,
specific
designs
for
cummins
highway
and,
of
course,
the
next
steps
for
this
project.
B
All
right
so
just
giving
you
guys
just
a
quick
update
on
the
cummins
highway.
We
ended
the
trial
on
cummins
highway
in
october
of
2021.
Until
construction
begins,
the
street
will
be
with
the
way
that
it
was
before
the
trial.
As
you,
as
you
can
see,
cummins
highway
is
now
two
lanes
in
each
direction.
We
did
remove
someone
removed
the
bike
lane,
as
well
as
the
flex
post
along
the
corridor.
B
B
No
worries
but
yeah,
so
I
mean,
as
I
mentioned,
we
collect
the
data
during
the
pilot
to
take
a
look
at
traffic
speeds
travel
times
as
well
as
solicit
the
feedback
about
your
experience
with
the
pilot.
If
you
have
any
questions
or
any
want
more
information
in
regards
to
the
cummins
highway
project,
please
visit
boston.gov,
slash
cummins
dash
highway
to
review
the
data
that
we
collected
as
we've
we've
continued
to
mention
the
data
that
we
collect
will
will
and
has
been
informing
how
we
design
a
new
comments
highway.
B
B
So,
as
I
mentioned,
your
input
is
very
crucial.
This
design
will
shape
how
cummins
highway
will
be
for
the
next
70
years.
So
ultimately,
we
want
to
produce
a
design
that
addresses
the
number
of
concerns
that
that
we
have
seen
along
the
corner
as
well
as
the
neighborhood
has
raised,
I
mean
to
just
safety
in
regards
to
improvements
for
pedestrian
cyclists
as
well
as
vehicles.
B
B
So
why
do
we
plan
to
reconstruct
cummins
highway?
Cummins
highway
hasn't
been
updated
since
the
spring
of
1955..
At
that
time,
cars
ran
along
cummins
highway
and
they
were
removed
in
1953
to
make
room
for
more
cars.
So,
as
you
can
see,
I
mean
with
the
removal
of
the
streetcar
this
the
street
layout.
Now
what
it
does.
It
reflects
the
priorities
of
1950s,
which
has
essentially
enabled
non-residents
to
drive
quickly
through
this
neighborhood
next.
A
B
B
What
we
want
to
do
is
we
want
to
work
to
inform
residents
of
the
work
that
is
happening
around
the
city
and
we
also
try
and
work
to
improve
our
collaboration
in
our
work
and
achieve
neighborhood
and
citywide
goals.
As
I
mentioned,
you
mean
the
city.
We
have
our
goals
in
terms
of
what
we
envision
for
the
city
of
boston
to
be,
and
we
understand
that
the
residents
also
have
their
goals
and
their
needs
that
need
to
be
addressed
through
all
these
processes.
B
So,
as
I
mentioned,
what
we
work
on
is
our
collaboration
with
residents
to
advance
your
goals.
We
try
to.
We
try
to
increase
awareness
and
participation
and
efforts
that
you
care
about
as
well
as
confirm
your
vision
for
your
future.
Through
our
projects,
I
mean,
as
I
mentioned,
your
your
input
is
critical
and
vital
in
the
projects
that
we
push
forward
and
ultimately
we
can't
do.
We
can't
do
any
of
this
without
you
guys.
C
Thanks
jeff
and
thanks
everyone
for
coming
on
and
attending
this
evening.
We
just
want
to
start
off
with
a
few
slides
to
talk
about
some
commonly
used
terms
that
we'll
be
repeating
throughout
the
rest
of
the
presentation
just
so
that
we
can
explain
some
of
the
the
jargony
terms
that
we
throw
around
casually
sometimes,
but
also
to
to
paint
a
more
illustrative
picture.
Next
slide.
C
So
each
individual
slice
of
the
pizza
or
the
the
cycle
length
itself.
We
refer
to
as
a
phase
and
each
of
those
phases
are
used
to
provide
unique
opportunities
at
the
intersection
for
different
things
to
happen.
Sometimes
it's
the
main
street
give
it
getting
the
green
light.
Sometimes
it's
for
left
turns
to
be
specifically
separated.
C
Sometimes
it's
for
specific
ways
that
we
allow
or
communicate
to
pedestrians
that
it's
their
time
to
cross
crosswalk
and
then
at
other
times
for
the
side
street,
perhaps
to
get
the
green.
We
all
know
that
you
know
the
other
street
main
street
needs
to
get
the
red
so
that
that
change
and
those
turns
that
are
happening
are-
are
called
the
phase
next
slide.
C
Clearances,
it's
it's
an
umbrella
term
that
we
use
that
refers
to
a
handful
of
things,
but
essentially
it's
the
legally
required
minimum
amount
of
time
that
we
are
providing
for
various
pieces
of
the
the
signal
operation.
Some
of
those
examples
you'll
see
in
the
second
bullet.
There
are
the
amount
of
yellow
time
and
the
amount
of
red
time.
So
it's
actually
not
the
same,
always
at
different
intersections
around
the
city,
depending
on
the
speeds
or
the
size
of
the
intersection.
C
C
That
is
not
to
say
that
those
cannot
be
increased
at
times
so
engineers
in
our
department
and
in
public
works.
We
can
review
those
calculations
and
sometimes
we'll
increase
those.
If
we
just
you
know,
we
determine
that
there's
additional
safety
benefits
to
be
gained.
Sometimes
it's.
We
have
concerns
from
constituents
about
the
green
light
coming
on
too
quickly,
for
instance,
and
so
that's
sometimes
the
red
amount
of
red
time.
That's
given
so
next
slide.
C
Pedestrian
signals,
specifically
again,
we
wanted
to
just
break
down
the
pieces
of
those
a
lot
of
times.
We
speak
to
members
of
the
public
and
and
there's
concerns
about
having
enough
time
to
cross
the
street
or
what
a
variety
of
these
different
symbols
actually
mean.
So
we
just
wanted
to
to
break
it
down
a
little
bit
in
general
terms.
The
walk
signal
there
is
that
first,
the
white
walking
person
there
tells
people
when
it
is
their
turn
essentially
or
when
it's
you
know
a
determined
time
to
cross
the
street.
C
The
countdown,
as
I
said,
is
a
calculation
that
is
guided
by
the
manual
on
uniform
traffic
control
devices,
and
then
the
flashing
hand
is
just
a
visual
indicator
of
it's
a
warning
on
when
that
time
is
about
to
expire
and
then
the
steady
hand
at
last
it'll
just
won't
be
flashing,
but
that's
an
indication
that
it
is
not
an
appropriate
time
for
people
to
be
crossing
the
street,
and
these
different
visual
cues
are
aligned
with
the
the
audio
devices
that
we
are
upgrading
around
a
lot
of
the
parts
of
the
city.
Next
slide.
C
So
generally,
we
have
two
types
of
pedestrian
phases
and
ways
to
serve
the
crossings
at
an
intersection.
The
first
one
is
an
exclusive,
and
this
is
when
pedestrians
are
directed
to
cross
at
a
specific
time
and
all
of
the
crosswalks
usually
are
given
the
walk
symbol
and
no
vehicles
are
supposed
to
be
moving
through
the
intersection.
C
C
This
is
the
other
general
type
of
pedestrian
phase
that
we
have
at
signals.
It's
called
a
concurrent
and
it's
generally
when
pedestrians
are
directed
to
cross
in
parallel
to
moving
traffic.
Sometimes
that
does
involve
also
having
motorists
turn
right
or
left
over
the
crosswalk
itself.
It
does
introduce
potential
conflicts
and
those
conflicts
are
something
that
we
try
to
take
into
consideration
when
we're
deciding
which
of
the
pedestrian
phases
to
program
at
an
intersection.
C
And
that
last
half
type
as
the
title
was
indicating
there
pedestrian
heads
start.
Sometimes
it's
called
a
pedestrian
head
start.
Sometimes
it's
called
a
leading
pedestrian
interval
or
an
lpi
and
those
generally
range
in
time
from
four
to
six
seconds.
It
gives
the
pedestrians
a
bit
of
a
jump
or
a
head
start
to
get
out
off
of
the
curb
and
into
the
crosswalk
itself,
and
it
improves
the
sight
line
and
visibility
for
of
pedestrians
to
drivers
who
might
be
turning
over
that
crosswalk
once
the
light
turns
green.
C
So
these
are
just
two
types
of
turns
again.
These
are
terms
that
we
use
when
traffic
engineering
permissive
turns
are
when
drivers
are
allowed
to
turn
across
oncoming
or
opposing
traffic
and
generally
the
their
movements
determined
by
their
own
judgment,
to
find
a
gap
in
traffic.
It
does
reduce
the
delay
for
drivers
who
are
making
that
movement
generally,
but
it
has
the
potential
for
greater
conflicts.
C
We
have
a
handful
of
intersections
on
streets
that
we're
working
on
now,
where
we're
kind
of
assessing,
whether
or
not
that
benefit
of
allowing
that
permissive
over
a
turn
to
happen
is
the
correct
path,
because
there's
so
many
cars
coming
in
the
opposite
direction.
That
gap
is
just
never
really
found.
So
it's
a
safety
and
a
kind
of
an
operations
problem
that
we
kind
of
address
case
by
case.
C
C
So
now
that
I
blew,
through
those
terms,
we're
just
going
to
jump
into
a
little
bit
of
an
overview
on
how
we
approach
the
design
of
some
of
our
intersections,
specifically
signalized,
but
also
unsignalized
for
considerations
related
to
traffic
and
the
safety
of
all
of
the
users
in
the
area.
Next
slide.
C
So
what
we
want
to
start
off
with
is
saying
that
our
overall
street
design,
we
need
to
approach
it
in
a
way
that
provides
access
to
people
who
to
places
that
people
want
to
go
to
and
that
they
need
to
be.
You
know.
A
list
of
here
is
is
not
exhaustive,
but
it
is
just
a
few
places:
churches,
grocery
stores,
healthcare
facilities
and
public
centers
such
as
libraries.
C
Knowing
that
you
know,
we
want
to
be
especially
cautious
about
the
details
and
the
choices
in
that
design
and
then
support
neighborhood-wide
and
city-wide
goals
of
improving
public
health
and
access,
mitigating
urban
heat
effects,
providing
greater
resilience
against
storms
and
increased
tree
canopy.
So
next
slide,
please.
C
C
We
look
at
a
past
history
of
crashes
and
near-miss
other
concerns
which
are
experiential
which
might
not
be
logged.
That's
how
we
we
speak
to
the
you
know,
members
of
the
public,
and
we
interact
with
folks
who
are
using
these
these
intersections
in
these
locations
on
the
street
and
try
to
see
what
these
non-specific
data
points
are
and
how
they're
they're
actually
experiencing
those
locations.
C
What
the
design
location
is
that's
nearby
parks,
schools,
transit
access
and
housing
specifically
for
elder.
Perhaps
the
other
big
thing
is
sight
lines
and
visibility.
It's
very
important
for
people,
whether
they're
in
a
car
or
they're,
walking
on
the
sidewalk
to
be
able
to
see
each
other.
It
increases
the
amount
of
time
that
everyone
has
to
either
react
or
make
a
choice
for
their
own
safety
and
then
managing
those
interactions,
conflicts
and
movements,
which
is
a
core
part
of
the
signal
design.
The
signal
operation,
design
oftentimes,
especially
here
in
boston.
C
We
have
limited
street
space
so
depending
on
some
streets
or
some
intersections,
those
angles
that
streets
could
come
in
from
the
old
cow
paths.
They
could
really
limit
us
on
on
what's
possible
or
what
we
might
have
versus
the
the
roadway
itself,
which
might
have
a
bit
more
space
so
trying
to
balance
and
best
use
that
space
in
a
way
that
benefits
a
greater
purpose
and
then
utilizing
the
latest
research
and
guidance
in
order
to
influence
our
design
next
slide.
C
C
So
when
we're
talking
about
how
to
balance
and
control
those
interactions
at
an
intersection,
we
try
to
minimize
conflicts
by
separating
the
different
users
from
each
other.
One
way
is
by
separating
with
time,
so
we
control
the
interactions
by
giving
the
different
users
a
specific
and
unique
time
within
the
cycle,
the
whole
pizza
to
move
or
to
turn
through
the
intersection.
So
an
example
of
one
of
those
individual
slices
of
the
pizza,
our
left
turns
across
the
incoming
traffic.
C
If
there's
a
lot
of
people
coming
in
one
direction,
and
we
really
need
to
carve
out
a
specific
time
for
people
making
the
left
we
would
we
would
do
that
protected
movement.
That's
how
we
would
you
know
we
would
say:
okay,
we're
going
to
make
a
specific
phase
and
have
a
protected
left
turn
or
when
we
have
a
side
street.
Of
course,
it's
much
safer
if
a
side
street
gets
their
green
when
the
main
street
gets
their
red
right.
So
that's
a
specific
instance
of
separating
the
movements
and
conflicts
with
time.
C
C
C
But
the
thing
for
a
corridor
itself
is:
we
can
coordinate
the
traffic
signals
along
that
corridor.
Sometimes
you'll
hear
the
term
green
wave
or
progression,
so
that
just
means
that,
if
you
imagine
moving
along
the
corridor
that
it
does
make
sense
to
go
from
one
intersection
to
the
next
intersection
to
the
next
and
then
that
programming,
if
you
do
travel
at
the
speed
limit,
you're
more
likely
to
get
those
several
green
lights
in
a
row
down
the
street.
C
From
the
in
the
very
beginning,
we're
thinking
about
changes
to
or
or
reconstructions
of,
an
intersection
with,
perhaps
a
signal,
we
collect
a
lot
of
data.
In
the
beginning,
we
collect
counts,
of
how
many
people
are
using
the
intersection
in
a
variety
of
ways,
how
many
people
are
turning
in
different
directions?
C
How
many
people
might
be
making
a
u-turn
because
that's
a
very
specific
need
to
design,
for
we
also
collect
what
kind
of
vehicles
are
being
used:
personal
vehicles,
small
trucks,
large
trucks,
buses,
bikes,
pedestrians
on
foot
things
like
that,
and
then
the
specific
crosswalks.
We
also
collect
granular
data
of
those
crosswalks
and
how
people
are
using
one
crosswalk
versus
another
or
which
direction
they
might
be
traveling
in
that
crosswalk
and
the
data
helps
us
understand
where
those
potential
conflicts
between
the
users
are
such
as
people
turning
versus
people
in
the
crosswalk
next
slide.
Please.
C
So
we
have
our
data
and
we
actually
collected
the
cummins
highway
data
just
before
the
pandemic.
I'm
sorry
not
just
it
was
2018
late
2018
we
have
and
then
throughout
the
pandemic,
we've
been
monitoring
the
conditions,
both
volume
and
speeds,
we're
not
using
those
that
data
specifically
for
the
analysis,
because
we
understand
that
it
was.
You
know
during
the
pandemic
in
a
specific
condition,
but
we
are
trying
to
just
get
a
sense
of
how
things
are
progressing
pre
during
and
and
post
the
greatest
impact
projects
like
cummins
highway.
C
Sorry
on
projects
like
cummins
highway,
we
can
add
in
what
we
know
as
approved
or
pre-approved
developments
in
the
area
such
as
the
kodi
village.
So
we
can
take
that
development
and
the
things
that
we
can
analyze
and
expect
from
that
development
and
incorporate
that
into
the
future
expectations
for
traffic
demand
next
slide.
Please.
C
We
put
them
all
into
a
computer
modeling
software
generally
synchro
and
here's
just
a
clip
of
one
of
the
the
screens
from
synchro,
and
it
shows
a
lot
of
metrics,
but
we
can
really
use
these
interfaces
to
assess
the
kind
of
trade-offs
that
are
involved
in
the
design
and
then
we
go
out
into
the
field
and
we
observe
how
people
are
using
that
intersection
and
we
do
update
the
model
just
so
that
it
better
reflects
the
reality
on
the
ground
next
slide.
Please.
C
As
I
said
in
the
beginning.
One
thing
we
can
do
is
we
try
is
we
can
adjust
and
change
the
size
of
the
pizza,
the
cycle
length
throughout
the
day,
so
in
those
peaks
in
the
am
and
the
pm,
we
can
make
that
pizza
larger.
We
can
make
that
total
pie
to
choose
from
much
larger,
and
then
we
can
shrink
it
down
during
the
middle
of
the
day
or
later
at
night,
when
there's
not
so
much
traffic
demand
next
slide.
Please.
C
One
thing
is
also
important
to
know
or
to
think
about
is
that
traffic
is
very
much
like
a
gas
when
it's
given
more
space,
it
generally
fills
or
takes
up
the
space
that
is
available
so
traditionally,
traffic
engineering
prioritizes
the
maximization
of
speed
and
the
number
of
vehicles
that
you
can
possibly
move
through
an
area
whether
it's
an
intersection
or
along
a
corridor.
That's
the
way.
Traditionally,
that
is
the
primary
primary
focus.
C
We
end
up
with
a
lot
of
space
and
again
this
excess
space
encourages
really
dangerous
speeding,
often-
and
it
also
prevents
us
from
using
that
space
for
other
valuable,
valuable
uses
such
as
trees
or
widening
sidewalks,
including
appropriate,
and
you
know,
comfortable
transit
and
bus
facilities
like
shelters
next
slide.
Please.
C
C
We
really
need
to
use
the
right
number
of
travel
lanes
and
in
this
case,
when
we
think
about
it
in
a
middle
of
the
block,
we
really
don't
need
so
many
travel
lanes
because
there's
more
of
a
continuous
flow
and
there's
less
interruptions
or
conflicts
or
things
to
manage
happening
at
the
same
time.
So
we
have
less
formal
control
like
signals
and
less
conflicting
interaction
like
large
intersections.
C
But
then,
when
we
get
to
the
intersections
themselves,
we
can
open
them
up
a
little
bit
and
add
perhaps
specific
turn
lanes
or
an
additional
through
lane
or
a
shared
lane
where
you
could
make
a
through
or
a
turn
movement.
But
those
are
where
those
kind
of
processing
dimension
that
processing
dimension
is,
is
helpful
for
the
operations
next
slide.
Please.
C
So
more
balance
competing
needs
and
considerations
again
when
we
said
about
the
phases
of
a
cycle,
that's
the
root,
that's
the
limit
on
how
much
time
specific
streets
or
movements
are
given.
So
that's
why
we
sometimes
consider
putting
turn
specific
lanes
like
a
right
turn
only
lane
or
a
left
turn
only
lane.
Those
are
really
helpful
because
they
establish
a
clarity.
C
They
clarify
what
that
specific
person
or
that
vehicle
is
going
to
be
doing,
and
they
also
can
be
used
to
reduce
conflicts
either
between
other
vehicles
or
pedestrians,
perhaps
in
the
crosswalks,
and
then
we
can
go
on
to
see.
If
that
turn
lean's
a
good
idea
consider
a
handful
of
things.
If
it's
a
high
volume
of
people
who
are
making
the
turn,
we
say
you
know
what
this
space
is
best
used
for
that
specific
turn,
and
we
can
consider
everyone
who's
in
that
that
lane
to
be
making
that
movement.
C
Then
we
can
also
say
how
many
people
we
can
also
see
how
many
people
are
continuing
through
the
intersection,
how
many
people
are
moving
in
the
opposite
direction.
Pedestrians
crossing
the
street
in
which
crosswalk
and
then
also
consider
sight
lines.
Sometimes
we
have
buildings
that
are
almost
right
up
against
an
intersection,
and
we
want
to
make
sure
that
people
making
turns
are
given
those
protected
or
those
specific
moments
in
the
cycle
to
go,
and
then
we
can
make
sure
that
it's
the
safest
operation
for
everyone,
movements
of
pedestrians
and
motorists
all
have
to
be
balanced.
C
C
I
will
put
the
caveat
that
it
does
depend
on
the
volume
of
users
the
volume
of
vehicles,
but
the
reason
it's
better
is
that
it
provides
a
consistent
flow
of
traffic.
There
isn't
that
sitting
and
waiting
for
your
turn,
while
others
are
waiting
for
their
turn.
This
is
more
of
a
reduced,
slower
speed,
but
a
consistent
flow.
C
We
can
also
design
roundabouts
to
accommodate
much
larger
trucks,
as
you
can
see
in
the
photo,
there's
a
dark
central
central
circle
and
then
there's
a
kind
of
a
tan,
larger
circle
that
tan
larger
circle
is
actually
an
apron
so
that
if
a
fire
truck
or
a
tractor
trailer
needed
to
go
through
here,
they
can
actually
ride
up
onto
that
lip
a
little
bit.
So
it
provides
that
additional
space
needed,
but
not
always
and
not
in
the
entire
intersection.
C
We
typically
prefer
roundabouts
to
have
only
one
lane.
It
simplifies
and
consolidates
where
vehicles
are
going
to
be,
and
it
makes
it
a
lot
safer
for
pedestrians
to
cross
only
one
lane
of
travel
at
a
time.
As
you
can
see.
Also
in
the
image
there,
there
are
little
tan
wedges
on
each
of
the
street
legs.
Those
are
refuge
crossing
islands,
so
pedestrians
only
cross
one
lane
of
traffic
at
a
time.
C
This
is
an
incred,
a
significant
increase
to
safety,
because
you're
only
looking
at
one
approach
or
one
direction
in
general,
this
type
of
roundabout
also
has
many
fewer
conflict
points
between
people
who
are
driving
versus
and
with
other
drivers,
as
well
as
people
driving
with
pedestrians
and
another
benefit,
is
that
there's
less
open
space,
open
roadway
and
an
exposed
asphalt
in
the
intersection
itself.
So
by
this
we're
also
reducing
a
lot
of
the
the
heat
island
effect.
C
Without
traffic
signals,
we
have
a
tool
kit
of
treatments
that
can
be
used,
so
traffic
signals
are
not
the
only
or
always
the
most
appropriate
use
to
control
or
moderate
conflicts
and
interactions
at
an
intersection.
Sometimes
a
roundabout
is
more
appropriate.
Slow
down
speeds
have
a
safer
and
consistent
travel
through
the
intersection.
C
Crosswalks
can
try
and
shorten
those
up
as
you'll
see,
on
the
right
hand,
side
a
variety
of
little
icons
and
graphics
of
different
treatments
that
we've
used
clear,
corners,
raising
crosswalks,
narrowing
side,
the
distance
between
curbs
and
then
also
evaluating
whether
a
stop
sign
is
the
appropriate
treatment.
Next
slide.
Please.
C
So
we're
going
to
run
through
the
intersections,
and
I
will
try
to
leave
the
proposed
up
for
a
few
a
few
seconds
so
that
you
guys
can
get
at
least
get
a
glimpse,
and
we
can
ask
some
questions
later,
so
we're
gonna
run
through
the
intersections
on
cummins
highway
that
we're
making
some
changes
to
next
slide.
Please
look
at
an
overview
map.
C
I'm
sorry!
Oh
there
we
go
comes
our
construction
goal,
a
safer,
more
accessible
street,
aiming
to
build
a
street
where
traffic
can
flow
not
looking
to
make
a
street
where
it
is
total
congestion.
The
traffic
can
move
in
a
safe
and
sensible
way
and
that
we're
making
it
safe
for
people
outside
of
the
vehicles
as
well,
especially
those
with
disabilities,
our
youth
and
our
elders
next
slide.
Please.
C
C
You
can
see
that
there's
two
lanes
plus
the
median
two
more
lanes
and
parking
on
both
sides
generally
there's
a
lot
of
drivers
coming
from
all
of
these
approaches,
and
so
it's
a
very
complicated
intersection
to
try
and
and
to
balance.
As
we
said
before,
those
interactions
and
conflicts,
there
are
a
lot
of
people
coming
from
wood
ave
and
harvard
making
through
movements
to
the
north
and
south,
as
well
as
on
cummins
highway,
going
either
to
the
south
east
or
towards
american
legion
highway.
C
C
Oh,
I'm
sorry
just
a
moment,
so
if
we
could
drop
a
line
in
the
chat
or
you
could
raise
your
hand,
we're
gonna
do
some
question
and
answer
just
after
we
run
through
these
intersections
quickly,
so
harvard
street
here
harvard
and
would
have
right
now.
The
pedestrian
operation
is
a
concurrent,
as
we
said
before,
so
people
crossing
cummins
highway
are
supposed
to
cross
the
street,
while
the
vehicles
on
harvard
or
wood
are
turning
across
those
crosswalks
next
slide.
Please.
C
C
C
In
addition,
universally
across
along
the
corridor,
we
are
building
a
bus
stops
so
that
they
meet
our
minimum
accessible,
at
least
our
minimum
accessible
dimensions,
also
that
they
have
room
for
lean
rails
and
lighting
and
shelters,
and
that
at
all
these
locations
that
we'll
talk
about
we're
bringing
all
of
our
ramps
up
to
compliance.
A
lot
of
them
are
are
either
kind
of
on
the
corner
of
an
intersection
or
they're
not
up
to
our
code
in
order
for
accessibility.
A
D
Why
the
sidewalks
and
other
aspects
of
the
design
are
just
in
blue
so,
and
these
are
preliminary
designs,
they
are
not
the
final
designs
we
are
still
working
through
all
of
the
engineering
and
the
traffic
review
and
everything
that
goes
into
a
project
of
this
size
so
don't
be
alarmed.
These
are
preliminary
and
just
meant
to
help
explain
what
we're
thinking
based
on
the
information
that
we
have
about
the
corridor.
C
C
What
you
have
are
the
side
streets
coming
in
at
angles
on
the
south
side,
and
the
corridor
is
moving
along
cummins
highway
in
a
pretty
linear
fashion.
So
for
folks
who
are
driving
on
cummins
highway,
it
doesn't
feel
pressing
that
they
slow
down
or
consider
what's
going
on
or
interact
with
other
users
and
as
a
pedestrian,
it's
really
difficult
to
cross
the
multiple
travel
lanes
and
that
distance
that
you
see
there
for
folks
who
are
coming
from
either
way
bossett
or
greenfield.
C
C
It
allows
drivers
on
cummins
highway
to
to
see
and
navigate
with
pedestrians
in
the
crosswalks
to
pass
over
that
crosswalk
and
then
to
assess
the
situation
at
the
roundabout
itself.
It
also
simplifies
a
lot
of
the
conflict
or
interaction
between
drivers,
because
it's
always
a
counterclockwise
movement
you're
only
looking
in
one
direction
for
those
other
vehicles,
and
it
also
inherently
by
design,
maintains
safe
driving
speeds
along
the
corridor
next
slide.
Please.
C
As
I
said,
roundabouts
generally
need
less
open,
roadway
space
than
a
fully
signalized
intersection,
and
so
we're
actually
able
to
provide
more
generous,
curb
extensions
and
room
for
the
possibility
of
landscaping
in
the
area.
Pedestrian
crosswalks
are
firstly,
shorter
and
safer,
also
by
crossing
only
one
travel
lane
at
a
time
using
those
refuge.
C
Islands
that
I
talked
about
before
all
of
the
ramps
are
to
be
made
compliant
and
then
also
you'll
see
some
different
markings
across
way,
bossett
and
across
greenfield
we're
actually
looking
at
raising
those
crossings
so
that
they're
flush
with
the
sidewalk
and
thus
improving
the
accessibility
for
folks
who
are
using
that
crosswalk
and
prioritizing
those
pedestrians,
while
slowing
drivers
who
are
exiting
or
entering
from
the
side
streets
next
slide.
Please.
C
The
next
location
is
itasca
ridlen,
so
right
now
it's
a
bit
of
an
offset
intersection.
The
streets,
redland
and
itasca
don't
meet
each
other
head
and
opposite
sides
of
cummins
highway
right
now,
they're
a
bit
of
an
offset
there,
so
they
actually
have
to
have
their
own
phase
or
slice
of
the
pizza,
and
what
we
want
to
do
is
to
better,
better
separate
or
better
manage
some
of
the
conflicts
within
this
intersection.
Here
next
slide.
C
So,
as
you'll
see
we're
introducing
a
specific
left
turn
lane
on
commons
highway
onto
itasca.
We
know
that
the
volume
making
that
movement
today
is
moderate.
But
it's
it's
hard
for
folks
to
be
trying
to
make
that
turn,
while
other
drivers
on
cummins
highway
are
just
looking
to
go
through
the
intersection
southeast
bound,
so
we're
giving
them
a
specific
lane
to
kind
of
move
out
of
the
way
and
let
the
through
traffic
continue
alongside
we're.
C
Next
up
is
woodhaven
here,
so
it's
just
generally
near
the
mbta
station
on
the
bridge
to
the
right
of
the
image.
This
one
has
some
unique
challenges
because
of
the
bridge
itself.
It
has
both
a
crest
in
the
middle,
so
it's
difficult
to
see
all
the
way
across
the
bridge
as
a
driver
or
a
pedestrian,
and
there
is
a
kind
of
curve
in
the
road
as
well.
C
C
C
This
last
part
here,
rexford
rockdale,
so
again
another
offset
intersection.
But,
interestingly,
it
is
a
one-way
in
on
rockdale
and
a
one-way
out
on
rexford.
So
we
know
that
folks
want
to
be
making
the
left
turn
from
cummins
onto
rexford
and
so
we'll
get
to
the
design
in
just
a
minute
on
how
we
accommodate
that
right.
Now,
there's
only
one
crosswalk
over
cummins
highway
see
on
the
left
side
there
and
there's
no
specific
pedestrian
signal
to.
Let
folks
know
when
they're
supposed
to
be
crossing
rexford
street.
C
So
right
now,
it's
just
completely
uncontrolled
and
yep
great
we're
going
to
include
rexford
street
into
the
overall
signal
of
the
intersection,
so
we're
going
to
pull
that
stop
line
back
so
that
folks
can
make
the
left
turn
we're,
adding
that
second
crosswalk
on
the
southern
side
to
complete
the
intersection,
shortening
those
crosswalk
distances
again.
Maintaining
two
travel
lanes
toward
matapan
and
next
slide
please.
C
So
there
is
an
ongoing
effort
with
the
blue
hill
ave
project
and
the
matapan
square
redesign,
we're
coordinating
with
our
colleagues
who
are
working
primarily
on
that
project
on
the
mattapan
square
project
and
right
now
we're
not
proposing
to
reduce
the
travel
lanes
coming
from
cummins
highway
towards
this
towards
the
square.
The
circle.
C
So,
as
you
saw
two
travel
lanes
from
way
back
from
woodhaven
down
to
through
fairway
we're
also
working
with
them
about
the
signal
changes
at
the
square
itself
and
how
cummins
highway
between
fairway
and
the
square
on
that
block
and
a
half
might
look
for
more
information
on
that
project.
There's
a
link
down
there,
boston.gov
blue
dash
hill
dash
have.
E
D
D
C
So
the
the
the
accounts
that
we've
done
mid-block
to
capture
what
types
of
vehicles
are
moving
along
the
corridor
and
how
fast
those
vehicles
are
moving,
was
the
end
of
october
about
the
25th
26th
of
october
and
then
just
a
quick
check
on
some
of
the
intersection
location
counts.
That
was
the
same
day.
I'm
sorry.
So
we
collected
all
the
data
along
the
corridor
on
the
same
25th
of
october.
D
D
C
Sure
so,
as
you
said,
the
exclusive
pedestrian
phase
is
generally
when
other
vehicles
are
not
moving,
and
so
it
it's
a
time
in
the
whole
intersection
where
we're
not
able
to
move
other
vehicles,
but
we're
able
to
provide
the
safest
opportunity
for
peds
to
cross
in
all
the
directions.
At
the
same
time,
we
do
have
a
threshold
internally
of
150
vehicles.
Turning
over
a
crosswalk
where
we
start
to
consider
changes,
whether
it's
an
lpi
or
revisiting
different
treatments.
C
That
number
can
go
up
to
250
when
we
have
adequate
sight
lines
and
there's
not
significant
issues
with
speeding.
So
some
intersections
people
making
a
turn
based
on
the
built
geometry
of
an
intersection
they're
just
able
to
do
that
at
a
much
much
higher
speed
than
we
would
like,
and
so
we'd
want
to
make
that
threshold
a
little
bit
lower
to
accommodate.
For
that.
D
D
Absolutely
you
know,
our
transit
system
doesn't
have
the
like
full
demand
that
it
did
before
covid
sort
of
across
all
of
the
commuter
rail
subway,
light
rail
and
bus
lines.
However,
some
bus
lines,
including
the
28
which
runs
through
matapan
dorchester
roxbury
et
cetera,
actually
retained
a
lot
of
riders
throughout
the
pandemic,
because
they're
folks,
who
don't
have
another
option
or
for
whom
the
bus
is
the
most
expedient
way
to
get
to
where
they're
going.
D
The
mbta
is
the
agency
is
a
state
agency
that
decides
where
the
buses
are
running
and
how
often
they're
running.
We
do
collaborate
with
them
on
a
regular
basis
and
we
try
to
work
together
to
make
sure
that
our
bus
service
is
as
good
as
our
residents
need
it
to
be,
which
in
a
lot
of
cases,
is
better
than
it
is
today.
D
D
This
is
your
opportunity
to
say,
like
this
route
needs
to
be
a
high
frequency
route
for
for
my
kids
to
get
to
school.
So
maybe
it's
the
morning.
Rush
just
needs
to
be
a
lot
more
buses,
and
those
are
the
types
of
comments
that
the
mbta
is
looking
for.
So
we
really
encourage
you
to
reach
out
to
them
to
let
them
know
that
we
need
this.
D
B
B
I
mean,
I
think
one
of
the
comments
said
that
I
mean
that
this
was
not
1970
and
there's
more
vehicles
on
comments
highway
and
I
I
agree
there
are
more
vehicles
on
cummins
highway,
but
what
we're
still
seeing
even
with
these
increased
amount
of
vehicles,
is
that
these
cars
are
still
able
to
speed
and
they're
still
able
to
have
these
serious
crashes
along
the
corridor.
So
there's
there's,
there's
clearly
an
issue
when
it
comes
to
safety
on
cummins
highway.
B
So
our
our
job
for
this
project
and
what
we've
been
looking
at
in
terms
of
the
traffic
signal
design,
traffic
intersection
design,
is
to
try
to
maintain
efficient
flow
of
traffic
along
the
corridor
by
while
also
providing
an
improving
safety
along
the
corridor.
I
mean
not
just
for
cars,
but
for
pedestrians
and
for
cyclists.
So
I
mean
this
is
still
an
ongoing
conversation
of
of
essentially
putting
our
best
foot
forward
and
providing
the
best
design.
B
But
ultimately
there
needs
to
be
something
done
in
regards
to
safety,
to
improve
cummins
highway,
and
in
these
crashes
I
mean
they
continue
to
happen.
To
this
day
I
still
get.
I
mean
complaints
and
and
comments
and
emails
from
from
residents
who
live
on
commerce
highway,
who
don't
feel
safe
about
walking
or
biking
along
this
corridor.
B
So
I
mean
there
are
issues
with
safety
that
need
to
be
addressed
as
part
of
this
project,
which
is
why
we
decided
to
move
forward
with
reducing
the
number
of
traveling,
and
this
has
been
a
long
process.
As
I
mean
john
mentioned,
we
have
traffic
counts
from
2018.
This
has
been
a
long
community
engagement
process.
This
is
the
longest
communication
process
that
I've
been
involved
in
in
terms
of
a
city
project,
which
is,
I
mean
it's
a
good
thing.
B
This
is
something
that
needs
to
happen
in
order
for
us
in
in
in
order
to
move
forward
or
or
not
in
regards
to
city
projects,
but
I
mean
what
we
find
with
this
design,
we're
looking
to
address
a
lot
of
the
concerns
that
the
residents
have
brought
up.
From
the
pilot
I
mean
when
it
came
to
the
traffic
congestion
cars
being
backed
up
because
of
trash
trucks
and
and
buses
and
emergency
vehicles.
B
B
That's
that
isn't
absolutely
yes
for
we're
we've.
We
have
new
standards
that
we're
working
with
in
regards
to
our
pedestrian
ramps,
even
existing
pedestrian
ramps
that
we've
reconstructed
in
the
past
few
years,
we've
come
to
understand
that
that
they
they
no
longer
meet
today's
standards.
So,
ultimately,
yes,
we're
we're
working
to
provide
adequate
and
and
accept
in
these
and
improve
pedestrian
facilities
for
pedestrian
for
for
the
pedestrian
ramps
to
provide
improve
line
of
sight.
So
it's
been
a
long.
B
B
Honestly,
no,
we
we've
looked
at
a
parking
study
along
the
corridor.
I
mean
there
are
some
areas
where
parking
is
not
generally
utilized
too
much,
but
in
terms
of
removing
parking
or
not
letting
cars
park.
No,
that's
not
something
that
we
looked
at
this
is,
I
mean
somewhat
of
a
residential
street.
There's
residents
that
live
on
cummins
highway,
who
park
on
cummins
highway
and
we'll
make
we've
been
making
the
most
efforts
to
to
maintain
a
lot
of
that
parking.
F
Thank
you
very
much.
I'm
helena
chung
with.
I
am
the
president
of
bell
now
family
neighborhood
association.
There
are
also
some
neighborhood
association
leaders
that
are
in
here
and
I
you
know,
jeff
jeffrey
you've
been
to
many
of
these
community
meetings.
We
all
have,
I
think,
it's
important
to
know
thy
audience
and
generally,
when
we
have
these
meetings,
we
open
them
up
to
voice
questions
and
take
a
few
questions
from
the
chat.
F
This
is
the
point
I
mean
many
of
us
have
been
sitting
here
for
over
an
hour
and
15
minutes
and
I
think
it's
just
respectful
for
our
area
to
really
know
the
audience
of
what
you're,
where
you're
coming
to,
so
that
they
can
ask
their
questions.
So
I'm
going
to
stop
talking
to
allow
the
residents
in
this
area
to
ask
their
questions,
and
I
appreciate
your
presentation.
Thank
you.
B
B
Was
priced
out
yes,
group
of
matapan.
This
is,
I
mean,
spent
a
lot
of
time
on
cummins
highway,
but
I
mean
yes,
currently
just
bought
a
home
this
actually
a
few
months
ago.
So
unfortunately,
I'm
no
longer
on
com,
oh
well,
in
in
hyde
park
near
cummins,
highway
and
unable
to
bike
into
work
like
I
prefer
to
do
and
enjoy
doing
actually.
D
B
So
we
I
mean
as
part
of
this
project,
we
are
looking
at
the
buses,
the
bus
stops.
We
are
looking
at
making
improvements
at
those
locations.
We
are
providing
spaces
for
buses
to
pull
over
along
the
corridor.
We
understand
that
I
mean
with
school
buses.
I
mean
cars
are
effectively
expected
to
stop
when
their
the
stop
signal
comes
on,
but
I
mean
that's
that's
something
that
we
we've
assessed
as
part
of
this
project
as
well.
John.
I
don't
know
if
you
have
anything
else
to
add.
B
C
Think
you
hit
it
is
that
carving
out
those
spaces
for
buses
specifically
to
pull
over,
but
also
that
they
do
deploy
the
stop
sign,
and
so,
even
if
there
were
two
lanes,
it
would
be
an
unsafe
condition
having
cars
being
able
the
other.
I
think
I
saw
something
flash
in
the
chat
about
emergency
vehicles.
We
are
taking
that
into
consideration
with
the
dimensions
of
the
roadway
itself.
C
I
don't
want
to
speak
to
pre-program
anything,
but
in
removing
the
median
we
are
making
the
dimensions
of
the
travel
lanes
and
the
offsets
buffer
spaces
to
parking
or
the
curb
itself,
so
that
the
road
is
wide
enough
for
people
to
pull
over
and
let
those
emergency
vehicles
pass.
If,
if
that
circumstance
scenario
did
happen,.
D
D
D
D
This
is
a
little
bit
more
of
a
comment,
but
I'll
say
it
out
loud
anyway.
Pleasantview
street
needs
the
no
blocking
lines,
it's
very
difficult
to
leave
and
enter
cummins.
So
maybe
john,
can
you
give
a
little
quick
preview
of
you
know
what
we're
thinking
about
the
these
like
unsignalized
intersections
and
what
we
can
do
to
improve
that
situation
again.
We
haven't
designed
all
of
this,
so
I'm
really
putting
john
on
the
spot
right
now.
C
That's
a
great
point,
and
we
know
that
at
these
unsignalized
locations,
so
I
think
pleasantview
is
a
t
intersection.
Just
yes
checking,
so
we
can
look
at
doing
some
increased
either
markings
or
signage
or
some
type
of
visual
cues
to
folks,
so
that
they're
not
creating
a
wall
so
to
speak.
The
other
benefit
of
pleasant
view
specifically
and
other
smaller
side
streets
that
are
away
from
signalized
intersections
is
that
the
vehicles
will
generally
be
moving.
C
D
E
had
a
series
of
meetings
pre-pandemic
and
then
those
were
followed
by
a
pilot
that
had
two
different
phases
to
it
and
then
beginning
in
june
of
2021.
We
began
this
conversation
series
where
monthly
we've
talked
about
a
different
aspect
of
the
design
or
different
factors
that
we
make
sure
we
include
as
we're
working
on
the
design.
So
I
actually
did
not
count
these,
but
you
can
see
on
the
slide
the
the
meetings
we
have
had
and
we're
actually
gonna
continue.
A
B
Yeah
and
I'll
just
also
mention
that
I
mean
as
part
of
this
project
as
part
of
the
project
team.
We
have
also
attended
a
number
of
neighborhood
association
meetings
in
order
to
discuss
the
cummins
highway
project
and
and
to
hear
from
residents
about
their
concerns
about
this
project.
I
mean
throughout
the
pilot
and
and
we're
happy
and
happy
to
continue
to
attend
those
meetings
if
needed,.
D
We
also
have
office
hours
where
we
can
have
a
phone
call
with
a
project
team
to
really
go
into
detail
on
a
question
that
you
have
and
we've
had
a
number
of
those
as
well,
so
we're
really
trying
to
engage
with
people
where
they
are.
I
know
we've
brought
esther
to
the
farmers
market
for
like
a
full
month
in
october
last
year,
I
believe
to
talk
with
people
in
haitian
creole,
so
we're
really
trying
to
get
out
there
and
talk
to
people
one-on-one,
not
just
in
these
virtual
meetings.
C
C
Only
the
rockdale
rexford
location
is
just
having
a
bit
of
a
modification
to
expand
kind
of
the
limits.
We'll
say
just
because
of
how
it's
a
weird
zigzag
through
the
intersection.
We
want
to
make
sure
that
we're
controlling
things
properly
there
so
right
now
we're
oh
thanks.
Stephanie
right
now
we're
not
proposing
to
fully
install
any
new
traffic
signalized
intersections.
G
D
So
we
for
american
legion,
we
held
multiple
public
meetings,
we
went
to
neighborhood
associations
and
we
sent
direct
mail
to
everyone
who
lives
within
800
feet
of
the
corridor
to
make
sure
that
residents
who
live
there
had
their
voices
heard.
First,
we
will
be
continuing
work
on
american
legion,
including
improving
existing
crosswalks
and
adding
several
new
crosswalks
that
we
heard
were
high
demand
from
residents
along
the
corridor.
D
A
F
F
And
I
guess
my
question
is:
did
you
all
decide
to
put
a
rotary
there
because
you
didn't
want
to
put
a
traffic
signal
there
or
install
a
traffic
signal
there?
That's
my
major
question
and
I
appreciate
you
all
bringing
the
way
boss
it
out,
because
that
was
really
a
concern
about
how
that
was
all
going
to
mesh
together.
F
My
second
question
is:
when
you
finish
the
redesign
along
this
road,
will
there
be
a
place
for
those
that
utilize
this
road
on
a
regular
basis
to
provide
feedback
and
to
receive
feedback
in
a
timely
manner?
That
will
also
be,
if
necessary,
a
mitigation
process
so
that
things
don't
get
into
the
abyss
of
3-1-1.
Thank
you.
B
Show
no
problem:
hey
helena?
Yes,
so
no,
we
we
definitely
gonna
continue
to
receive
feedback
from
residents
in
regards
to
cummins
highway.
We
are
working
on
providing
some
mitigation
as
part
of
this
project
as
well
to
address
some
of
the
concerns
that
we've
heard
about
the
side
streets
in
this
corridor,
but
in
terms
of
this
project,
what
we're?
B
What
we're
looking
to
do
is
provide
or
have
metrics
that
we
can
kind
of
measure
after
the
project
is
done
and
that's
something
that
we
haven't
really
done
well
in
the
past,
but
moving
forward.
That
is
something
that
we
are
looking
to
to
include
or
have
residents
participate
in
moving
forward,
I
mean
we're,
as
I
mentioned
like
our
our
job
today,
and
right
now
is
to
get
put
together,
put
forward
the
best
project
for
cummins
highway.
B
Given
that
we've
done
a
pilot,
given
that
we've
seen
what
the
issues
were
given
that
we,
we
have
a
better
understanding
on
what
this
corridor
needs.
So
I
mean
it's
something
that
we're
looking
at.
I
mean
we're
hoping
not
to
have
any
major
issues
I
mean
as
part
of
this
design,
but
but
it's
something
that
we
we
are
we're
going
to
be
listening
to
and
assessing
when
it's.
If,
if
and
when
the
time
comes,.
D
D
B
So
I
mean
one
of
the
major
things
that
we
took.
A
look
at
in
regards
to
traffic
signals
versus
the
roundabout.
Is
that
in
terms
of
the
number
and
the
amount
of
traffic
on
cummins
highway
that
are
traveling,
eastbound
and
westbound?
Putting
a
traffic
signal
at
this
intersection
would
not
help
reduce
the
speeds
because,
for
the
most
part,
cummins
hybrid
would
receive
the
green
light.
So
that
was
one
of
the
main
things
that
we
kind
of
took
a
look
at
in
regards
to
a
roundabout
versus
a
traffic
signal.
B
The
other
thing
is,
if
you
take
a
look
at
the
roundabout
there's,
a
number
of
safety
improvements
that
aren't
really,
as
I
guess,
adequate
or
if
as
efficient
in
regards
to
traffic
signals.
If
you
take
a
look
at
how
the
how
the
the
crossings
are
shortened
in
reference
to
the
the
roundabout
and
the
traffic
signals,
if
you
take
a
look
at,
I
mean
in
regards
to
the
bicycle
facilities
and
how
they
navigate
around
that
it's
definitely
separated.
B
B
That
being
said,
you
mean
we.
We
have
not
received
too
much
put
opposition
to
the
roundabout
roundabout
in
this
intersection,
which
is
ultimately
why
we,
we
decided.
You
know
this
is
definitely
the
better
and
safer
option
for
this
location,
so
the
main
precipice
for
kind
of
moving
forward
with
the
roundabout.
D
We
also
had
a
survey
that
we
shared
that
people
could
respond
to
in
the
meeting
or
send
back
to
us
later.
So
we
have
some
feedback,
although
maybe
jeff
doesn't
remember
it.
It's
it's
been
a
little
while,
but
here
you
can
see
these
are
the
things
that
people
felt
about
the
signalized
concept
for
this
intersection,
where
they
felt
like
the
benefits
were
and.
D
Here
is
how
people
felt
about
the
roundabout
option
to
understand.
You
know
some
of
that
feedback
from
folks
in
a
little
finer
detail,
and
we
have
been
collecting
feedback
since
day,
one
on
this
project.
A
lot
of
that
is
on
the
website.
If
you
wanted
to
look
it
through
all
right
helena,
your
follow-up.
F
Question
yes,
thank
you
jeff
for
providing
that
information.
I
think,
ultimately,
I'm
thinking
about
the
cyclists
that,
for
instance,
if
you're
traveling
from
the
stop
and
shop
and
you
enter
the
roundabout
and
a
car
into
the
cyclist
and
traveling
toward
matapan
square
and
a
cyclist
in
a
car
enters
the
roundabout
and
the
cyclist
wants
to
continue.
But
the
car
wants
to
turn
onto
greenfield
road.
So
I'm
just
looking
at
that
safety
aspect
right
there.
How
does
that
work
safely
for
the
vehicle
and
the
bicyclist.
B
D
D
So
a
driver
who's
coming
through
and
wants
to
turn
down
greenfield
will
be
able
to
leave
the
roundabout
the
space
between
this
line
and
the
crosswalk
is
just
under
20
feet.
So
a
car
could
sit
right
here.
So,
even
if
you
didn't
see
that
there
was
a
person,
who's
walking
or
a
person
who's
biking
over
here,
you
have
a
place
to
pause
if
you
need
to,
but
otherwise
the
rules
of
the
roundabout
are
that
whoever
is
there
first
has
the
priority
and
others
yield.
A
H
D
D
E
A
F
H
H
C
So
so
right
now
the
project
limits
for
cummins
highway
and
the
full
reconstruction
that
jeff
was
laying
out
we're
not
actually
reaching
that
far
to
the
west.
But
we
do
know
that
the
the
in
the
issue
that
you
just
raised,
we
did
have
a
conversation.
Our
signals
team
did
receive
some
of
those
comments
and
they
they
did
kind
of
come
to
us
about
how
to
how
to
modify
it
a
little
bit.
C
So
there
were
some
changes
that
we
had
made
about
how
far
back
that
right
turn
space
extended
and
where
the
separation
for
the
bike
facility
ended,
and
things
like
that,
because
we
did
know
that
there
were
a
lot
of
folks
who
were
very
used
to
that
free
right.
You
know
just
it's
not
signalized,
and
so
it
was
kind
of
a
pocket
turn
lane.
C
H
I
C
In
the
bus,
stop
is
at
some
point,
yeah
yep,
and
we
can
take
that
again
the
intersection,
even
though
that
movement's
not
signalized,
it's
still
under
the
purview
of
our
signals
team,
so
I'm
happy
to
bring
that
back
to
them
and
we
can
figure
out
how
to
maybe
extend
that
right
turn
area
or
make
sure
that
people
can
still
move.
I
know
that
without
the
flex
posts,
people
are
kind
of
just
using
the
curb
space
to
as
a
right
turn
advance
from
the
bus
stop.
C
B
Yes,
so
we
are
maintaining
on
street
parking
in
front
of
the
funeral
home.
That
was
the
davis
funeral
home.
They
also
have
parking
behind
their
their
building.
We
have
been
in
communication
with
them
in
regards
to
the
roundabout.
It's
just
it's
been
a
while,
but
I
mean
they
did
have
a
favorable
opinion
of
the
roundabout,
because
they're
able
to
traverse
around
the
roundabout
in
order
to
go
eastbound
down
come
into
highway,
which
they
weren't
able
to
do
prior.
So
I
mean
for
my
understanding.
I
Yes,
so
my
thank
you.
Thank
you
so
much
for
these
meetings.
I've
attended
a
few
of
them
and
really
happy
with
the
how
it's
adjusted
over
time.
I
do
have
a
question
with
the
roundabout.
So
if
I'm
heading
from
matapan
square
heading
west-
and
I
hit
the
rotary-
and
I
want
to
turn
onto
wayposet-
how-
how
do
I
navigate
the
roundabout
to
be
able
to
safely
get
like
three
quarters
basically
make
that
left-hand
turn
currently
to
do
it?
I
What
I
do
now
is
I
dismount
and
walk
across
that
intersection,
but
I'm
wondering
how
you
you
know:
what
is
the
route
you're
expecting
a
bicyclist
to
be
able
to
do,
or
is
it
just
sort
of
like
the
first
in
the
rotary?
Has
the
right-of-way?
Will
there
be,
you
know,
painted
bikes?
You
know,
share
road
symbols
on
the
ground
on
the
pavement
or.
B
I
I
mean
we're
we're
still
looking
at
it
looking
at
it,
but
I
think
effectively
I
mean
if
you're
comfortable,
you
can
definitely
dismount
and
and
travel
across.
I
mean
this
from
my
understanding.
We
we're
we're,
probably
gonna,
be
having
a
one-way
direction
for
the
for
the
for
the
bicyclists,
so
you
probably
need
to
go
all
the
way
around
where
stephanie
is
kind
of
just
navigating
her
cursor
in
order
to
get
the
way
boston
street.
B
If
you're
comfortable,
you
mean
jumping
into
the
roundabout,
I
mean
that's,
that's
something
you
can
do
as
well.
We
will
ultimately
trying
to
provide
the
safest
way
for
cyclists
to
kind
of
connect
to
kind
of
get
around
here.
But
but
yes
I
mean
even
if
it's
a
little
bit
longer,
we
we
definitely
want
cyclists
to
be
safe
and
comfortable.
I
mean.
I
D
D
Obviously,
you
need
to
make
sure
there's
a
gap
in
traffic
and
then
you
can
get
in
and
continue
through
if
you
want,
but
the
design
here
is
meant
so
that
if
you
are
taking
your
kids
to
the
park
or
to
another
friend's
house
or
whatever
that
you
don't
have
to
ride
in
the
street
or
your
kids
don't
have
to
ride
in
the
street.
But
there
is
a
separated
bike
facility
for
the
entire
circle.
D
I
I
D
You,
okay,
it
is
8
15.!
Thank
you
so
much
for
to
everyone
for
staying
with
us.
I'm
gonna
speed
us
through
some
of
the
what's
next
information.
A
lot
of
this.
I
know
some
of
you
have
heard
multiple
times,
but
as
a
reminder,
we
started
these
virtual
meetings.
In
june,
we
hosted
a
special
edition
of
the
t
of
our
t-talk
series,
which
is
hosted
by
community
organizations
in
mattapan
and
roxbury.
D
We
brought
charles
t
brown
to
talk
about
the
ways
that
mobility
of
black
americans
has
been
limited
throughout
the
u.s
by
police
policies
and
polity,
and
you
can
click
on
these
links
that
nathaniel
is
going
to
put
in
the
chat
to
catch
up
with
charles.
He
has
been
releasing
a
podcast
and
has
other
information
on
his
twitter
account
and
his
website
that
you
may
want
to
see.
D
We
hosted
two
meetings
in
july
with
our
environment
department.
We
talked
about
our
heat
resilience,
study
and
about
air
quality
and
how
the
redesign
of
cummins
highway
fits
into
that
overall
planning
effort
by
the
city
to
reduce
the
heat
island
effect
and
to
improve
air
quality
as
a
follow-up
to
that
meeting.
Some
of
our
friends
in
the
environment
department,
the
public
works
department
and
the
mayor's
office
actually
were
able
to
install
some
air
quality
sensors
along
or
near
cummins
highway.
So
here's
a
picture
of
one
being
installed.
D
What
we're
hoping
to
learn
before
the
reconstruction
is
just
what
cut?
What
are
we
seeing
today
in
terms
of
air
quality,
but
we're
also
using
this
as
a
pilot
for
the
rest
of
the
city?
Is
this
something
that
is
like
a
good
technology?
Does
this
provide
new
information
to
us?
Is
it
easily
accessible
to
our
residents,
and
we
will
have
an
online
dashboard
to
share
in
real
time
the
information
that
these
sensors
are
gathering?
D
D
This
was
during
the
pilot,
so
you
know
we
heard
a
lot
about
the
concerns
and
that's
one
of
the
reasons
why
you
know
it
was
only
a
pilot
because
we
wanted
to
see
how
things
worked.
We
have
been
collecting
some
traffic
counts
on
side
streets
to
better
understand
how
people
are
moving
through
the
residential
parts
of
matapan
and
hyde
park,
and
we
are
also
continuing
this
conversation
with
all
of
you
engaging
residents
in
the
process.
D
D
Last
month
we
learned
about
street
trees.
Jen
was
one
of
our
featured
speakers
to
talk
about
how
we're
planning
for
new
street
trees
on
cummins
highway,
and
we
talked
about
the
city-wide
urban
forest
plan,
which
had
an
open
house
very
recently.
So
there's
a
lot
of
information
out
there
for
you
to
catch
up
on
street
trees
and
then
our
next
meeting
is
next
month
we're
going
to
talk
about
age-friendly
street
design,
something
that
we've
heard
a
lot
from.
You
is
just
how
does
this
design
help
our
elders
and
people
who
will
be
our
elders?
D
E
E
All
right
so
the
as
was
mentioned
earlier
in
the
meeting
route,
23,
28
and
29-
are
all
free
and
this
is
will
be
free
for
at
least
two
years.
This
is
a
pilot
and
our
colleague
kirsty
has
done
a
lot
of
work
on
this.
I
think
she
I'm
not
sure,
if
she's
still
in
the
meeting,
but
she
was
earlier,
but
you
can
find
all
sorts
of
information
about
this
at
boston.gov.
E
All
right
and
then
it
is
going
to
be
spring
soon,
regardless
of
what
the
weather
is
like
out
there
now
do
you
think
it
was
getting
a
little
bit
warmer.
Maybe
when
I
like
them,
the
so,
if
you
or
folks
in
your
life
would
be
interested
in
learning
more
about
bike
repair,
a
great
organization
bikes,
not
bombs,
is
hosting
a
number
of
different
programs
sisters
in
action.
This
earn
a
bike
program
and
then
bike
institute.
So
there's
I.
H
E
E
E
A
E
E
All
right
and
finally,
we
really
hope
you'll
stay
in
touch.
We're
so
excited
to
see
so
many
people
in
this
meeting
and
how
active
you
all
were
and
asking
questions.
So
please
do
visit
the
project
website.
There's
a
place
there
where
you
can
sign
up
for
email
updates,
so
you'll
be
sure
to
be
the
first
person
to.
A
E
About
our
upcoming
meetings
and
other
kind
of
milestones
that
we
share,
there
there's
also
opportunities,
as
was
previously
mentioned,
to
book
one
appointments
with
myself
or
another
member
of
our
project
team,
which
is
the
link
the
second
link
on
the
page
and
then
jeff
has
shared
his
email
address.
So
if
you
want
to
get
in
touch
with
him,
that
is
an
option
as
well.
D
B
Yes,
so
we
are
aiming
to
hopefully
start
construction
at
the
end
of
this
year,
where
we're
thinking
I
mean
october
and
november,
but
more
likely
it
would
be
in
the
spring
of
2023.
we're
trying
to
get
through
this
design,
its
final
design.
We
have
an
accelerated
schedule,
but
we're
we're
looking
at
final
plans
to
be
submitted
to
us,
probably
more
so
in
august
to
september.