Endorsing Requests for Action or Further Study for the I-90 Allston Interchange Project in Boston

Begin transit planning now. Plan West Station as a future public transportation hub for access (transit, pedestrian, bicycles) to Kendall Square and North Station, as well as to the Longwood Medical Area (in addition to serving as a commuter rail station). Take short-term action to develop and implement bus routes. Construct initial parts of West Station, at least as a temporary station for buses, as part of the I-90 project.

Rebuild the Grand Junction railroad bridge over Soldiers Field Road as part of I-90

project to accommodate two transit tracks in the future and remove an obstacle in the Paul Dudley White path. Include this rebuilding in all “throat” options.

Comment: It is unacceptable to defer transit planning and implementation. It has long been part of Cambridge’s public transportation objectives to develop plans for transit, pedestrian, and bicycle access for Kendall Square and beyond to North Station and the Longwood Medical Area. It essential that these plans focused on West Station move forward as part of the I-90 project, and not wait until detailed plans for the development of the project area are created. Public infrastructure should create the context for development, not wait to react to it.

2. ACCESS TO/FROM SOLDIERS FIELD ROAD

Problem: The DEIR proposes to eliminate the important direct exit from Soldiers Field Road to Cambridge by removing the entire 2-lane exit ramp.

Retain a narrower exit ramp from Soldiers Field Road as a single-lane with right-turn- only for cars heading to Cambridge via River Street Bridge. Design the single-lane exit ramp to be as narrow as possible to create space for improved pedestrian/bicycle pathway leading to River Street Bridge.

Comment: We support the DEIR plan for an underpass of Soldiers Field Road at new Cambridge Street in Allston for SFR moves to and from Allston, Brookline and the Turnpike. Eliminating the right-turn exit toward Cambridge, however, creates an unacceptable and longer route through the new Allston street grid with 4-6 signalized intersections. That grid must also handle all traffic to/from the Turnpike as well as traffic generated by future Harvard development. Separating out Cambridge traffic onto its own exit ramp from SFR will reduce the load on the new street grid.

3. ACCESS TO/FROM MASS TURNPIKE

Problem: There is no analysis of travel times connecting Cambridge to/from the Turnpike in DEIR. Current street grid proposed in DEIR is likely to create unacceptable time delays.

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Demonstrate and design reasonable travel times between Cambridge and Turnpike (to/from Turnpike both East and West). Design appropriate signalization, possible reserved lanes, and other traffic management strategies for Cambridge access and egress in new street grid. Require that “East Drive” and “Stadium Way” be built and added to the grid of new streets to provide more direct access to/from the Turnpike and Western Avenue.

Undertake detailed traffic and design study of the Cambridge roadways most impacted by the I-90 project, including River Street Bridge, Western Avenue, Memorial Drive, and adjacent neighborhood streets. Study details of such traffic analysis and management plans in collaboration with transportation departments of Cambridge, Boston, Brookline, and the two universities directly involved – Harvard and BU.

Comment: Under the current plan, all cars and trucks entering and exiting the Turnpike are expected to use the new, signalized street grid in Allston. The new street grid would serve the Mass Turnpike, Soldiers Field Road, new Harvard development, and Allston/Brookline traffic – as well as Cambridge. This is an essential area for Cambridge auto travel toward the west to Route 128 and east to downtown Boston, South Boston, and Logan Airport. Drivers going to and from the West may choose, instead, to use Nonantum Road/Soldiers Field Road, and the Newton Corner access points. Expected travel times to and from Cambridge have not been studied.

As for Cambridge roads, the DEIR analysis of additional traffic on Western Avenue and Memorial Drive is inadequate. What there is shows unacceptable loads on residential streets. Additional traffic would overload such already highly congested roadways. Impact on truck traffic routing is not addressed. The Mass Avenue Bridge, Main Street/Longfellow Bridge, Memorial Drive, and other routes will become more attractive alternatives to the Mass Pike to avoid the project area entirely.

4. NOISE

Problem: DEIR provides inadequate analysis of noise impacts on Cambridge residents and park users, and fails to develop acceptable mitigation plans.

Reduce current Turnpike noise levels at the source of the noise. Conduct additional study and analysis to adequately to understand impacts on Cambridge. Require a detailed action plan to mitigate noise impacts. Include modern 21st Century noise walls on the Turnpike (including visually transparent ones) that are increasingly added to highways around the world.

Comment: The DEIR proposes no effective design elements to reduce current harmful noise levels from the steady Turnpike roar now heard in the Cambridgeport and Riverside neighborhoods and at Magazine Beach park. From their homes, residents complain of noise disturbances, particularly in third floor bedrooms. These residential disturbances are not adequately covered by DEIR studies.

Magazine Beach, which is a large urban park of 17-acres, is a gem of a public space, but its value is greatly diminished by noise. Noise is magnified by reflecting off the flat surface of the river and the tall BU buildings. The DEIR uses standardized, nation-wide formulas to conclude that

3 noise walls and other design elements to lower noise levels in the neighborhood and in the park are not “cost effective.” The focus of plans should be on effectiveness; official formulas do not account for the site-specific circumstances.

5. THE “THROAT”

Problem: The DEIR fails adequately to analyze comparative impacts on Cambridge of the three options for the “Throat,” and fails to present a comprehensive alternative that reduces those impacts.

Create a fourth throat option for the Turnpike, revised from the current three, that meets the following criteria: o Reduction of current noise levels. o A visually inoffensive and possibly even attractive structure. o Reconstruction of the Grand Junction Bridge over Soldiers Field Road to prepare for potential use of the Grand Junction route for future transit and pedestrian/bicycle pathway. o Positive impact on the Paul Dudley White path, green space, and river edge.