Service Analysis INTRODUCTION

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1 Service Analysis INTRODUCTION The Everett Transit Action Plan is an initiative to develop near and long-term solutions to improve transit for the residents and workers of Everett. As an initial step in developing these solutions, MassDOT undertook an in-depth analysis of existing transit services in the City. Analysis focused on understanding how Everett riders use the MBTA system, the level to which services meet existing needs, and what barriers residents face to using transit. MassDOT assessed the condition of bus routes serving Everett, how they interact with the broader MBTA system, and how the City s local infrastructure affects access to transit services. Key findings and analyses are grouped within the following sections: Transit Service Characteristics: provides a high level overview of MBTA transit services within Everett. This section also provides perspective on broader ridership and service trends affecting Everett s population. Infrastructure Characteristics: a summary analysis of existing roadway, bicycle, pedestrian and overall multimodal access within Everett based on previous planning efforts and field observations. Bus Stop Audits: an assessment of the physical condition of the ten highest ridership bus stops within the City of Everett. Assessments were conducted in the fall of Full audits of each of the ten bus stops are included Appendix A. Route Profiles: an in-depth evaluation of each individual MBTA bus route providing service to Everett. This analysis examines factors such as existing ridership, performance, and overall service quality, helping to identify opportunities for service improvements. Full evaluations for each route are provided in Appendix B. Related Plans and Studies: provides a high level assessment of recent transportation and overall planning efforts conducted by the City of Everett, the region MPO, MassDOT, and other entities. The status of major projects proposed by these plans is also reviewed. Full descriptions of the plans reviewed and evaluated are provided in Appendix C. Existing Conditions 1

2 TRANSIT SERVICE CHARACTERISTICS Existing Services Everett is served by nine MBTA bus routes, which primarily connect the City to MBTA subway stations located in neighboring municipalities. The City of Everett is directly served by 9 MBTA local bus routes (Figure 1). Each of these routes is anchored to at least one MBTA subway station. Nearly 30,000 customers in total board the 9 bus routes that serve Everett each weekday. Approximately 7,400 of these boardings occur within Everett city limits. Unlike neighboring cities and towns, Everett has only limited direct service to Downtown Boston. No express bus services or subway lines pass through the City, and the Rockport/Newburyport commuter rail line bisects Everett without stopping. Figure 1 MBTA Service in Everett Map Existing Conditions 2

3 Overview of Everett Bus Routes Route 97 provides service between Wellington Station and Malden Center Station via Everett Square and Hancock Street. Primarily operates on Revere Beach Parkway, Broadway, Hancock Street, and Canal Street. Route 97 is the only route that regularly goes to Gateway Center, as well as the only route directly serving residents on Hancock Street. About 850 people ride Route 97 each day. Route 97 is the lowest ridership bus route in Everett. Route 99 provides service between Wellington Station and the former Boston Regional Medical Center (Stoneham) via Main Street and Malden Center Station. Primarily operates along Main Street in Everett and Malden and Highland Avenue in Malden, Medford, and Stoneham. Route 99 is the second longest route serving Everett and connects multiple markets: o To South: Connects Wellington Station to Malden Center Station via Main Street. Serves Gateway Center on Saturdays only. o To North: Connects Malden Center Station to former Boston Medical Center via former Malden Hospital and Highland Avenue. Route 99 serves 1,500 riders each weekday. It has the 6 th highest ridership of any route that serves Everett. Route 104 provides service between Sullivan Square Station and Malden Center Station via Everett Square and Glendale Square. Primarily operates along Broadway and Ferry Street, serving many of Everett s local business districts. Route 104 is the busiest route in Everett with over 4,000 boardings per weekday. Route 104 operates about every 15 minutes during rush hour. By comparison, Route 7 in South Boston, which serves 4,500 passengers per weekday, runs every 4 minutes. Route 104 is among the top 30 highest ridership routes in the MBTA system. Existing Conditions 3

4 Overview of Everett Bus Routes Route 105 provides service between Sullivan Square Station and Malden Center Station via Main Street and Newland Street. Route 105 is the only service directly connecting Main Street to Lower Broadway and Sullivan Square. Route 105 runs every 30 to 70 minutes from 5:00 am to 6:40 pm on weekdays, less frequently and for fewer hours than most other bus routes in Everett. Just under 1,000 riders use Route 105 each weekday. Route 105 has the second lowest ridership of any Everett bus route. Route 106 provides service between Wellington Station and the Lebanon Street Loop or Franklin Square via Main Street and Malden Center Station. Operates along Main Street in Everett, Salem and Lebanon Streets in Malden, and Main Street in Melrose Route 106 has seven service variations. Most rush hour trips begin at the Lebanon Street Loop, while mid-day trips and some rush hour trips begin at Franklin Square. About 2,700 riders board Route 106 each weekday. It is the 5 th highest ridership Everett bus route and has the most riders of any route operating on Main Street. Existing Conditions 4

5 Overview of Everett Bus Routes Route 109 provides service from Sullivan Square Station to Linden Square via Everett Square and Glendale Square. Route 109 runs the length of Broadway in Everett, before turning east on Eastern Avenue. Route 109 provides early morning and late night service, starting weekday service at 4:45 and ending at 1:15. About 3,700 riders use Route 109 each weekday. Route 109 is the second most utilized Everett bus service, with just a few hundred riders less than Route 104. Route 109 is among the top 50 highest ridership routes in the MBTA system. Route 110 provides service between Wellington Station and Wonderland Station via Everett Square and Broadway & Park Avenue in Revere. Primarily operates on Route 16, Ferry Street, Park Avenue, and Beach Street. Within Everett, Route 110 runs crosstown, serving residential neighborhoods and Everett High School. Route 110 is one of the few high frequency crosstown services operated by the MBTA. Around 2,900 riders use Route 110 each weekday. It is the 4 th highest ridership route that operates in Everett. Existing Conditions 5

6 Overview of Everett Bus Routes Route 111 provides direct service to Haymarket from Everett, Cheslea, and Revere. Route 111 provides the only direct service from Everett to Downtown Boston. Woodlawn is the only Route 111 stop in Everett. Route 111 has more trips per day than any other MBTA bus route, but only half of these trips serve the Woodlawn stop. Route 111 serves 11,700 passengers per day. It is among the top ten highest ridership routes in the MBTA system. Route 111 has more boardings per weekday than any other bus route serving Everett, though only 2% of riders board in the City. Route 111 is the only Key Bus Route serving Everett. Route 112 provides service between Wellington Station and Wood Island Station via Everett Square and Downtown Chelsea. Primarily operates along Revere Beach Parkway, Chelsea Street, Everett Avenue, and Central Avenue. Route 112 is the only direct transit service from most of Everett to Chelsea. The route serves around 1,400 riders per day, the 7 th most of any Everett service. Route 112 runs at similar frequency to Route 97, but serves nearly 50% (500) more riders. Broadway and Main Street are Everett s major transit corridors. Buses also serve Ferry Street, Elm Street, Chelsea Street, and Hancock Street. Within Everett, multiple local bus routes provide overlapping, high frequency service on both the Broadway and Main Street corridors. Existing Conditions 6

7 o Routes 104 and 109 provide at least 8 trips per hour on Broadway during weekday peak periods. Combined, these routes serve over 7,500 passengers on Broadway and Ferry Street daily, as many riders as some Key Bus Routes. 1 o Nine of out of the ten highest ridership stops in Everett are located along the Broadway corridor, primarily near Everett Square (Figure 2 and 3). Routes 99, 105, and 106 together provide at least 6 trips per hour on Main Street during the weekday peak. Route 97 serves the residential neighborhoods between Main Street and Broadway. Everett is also served by two crosstown routes that connect the Blue Line to Orange Line service at Wellington Station. o Route 110 serves Everett Square and the southern half of Ferry Street before continuing to Revere and the Blue Line at Wonderland Station. o Route 112 provides the only service between Everett Square and Downtown Chelsea, and also connects Everett to Blue Line service at Wood Island Station. Route 111, which primarily connects Chelsea directly to Downtown Boston via the Tobin Bridge, has a single stop in Everett. This stop has the highest ridership of any stop not located along the Broadway corridor, potentially indicating demand for direct transit service to Boston. 1 The MBTA has designated 15 of its busiest bus routes as Key Bus Routes. Each Key Bus Route operates at a high frequency, 7 days a week, to meet passenger demand along high-density corridors. Service operates every 10 minutes or better during weekday peak periods, every 15 minutes or better during weekday midday, and every 20 minutes or better during off-peak periods. Existing Conditions 7

8 Figure 2 Bus Stop Audit Locations Existing Conditions 8

9 Figure 3 Highest Ridership Stops in Everett STOP TOTAL RIDERSHIP* ROUTES SERVED MAJOR DESTINATIONS Everett Square Norwood Street , 104, 109, 110, , 104, 109, 110, 112 Everett Square Business District Everett City Hall Parlin Library Everett Square Business District Everett City Hall Parlin Library Ferry Street , 109 Glendale Square Shopping Center Everett High School Glendale Park Everett Recreational Department Gladstone Street , 104, 109, 110, 112 Whittier School Local Businesses and Residences Elm Street Opposite Haskell Avenue Hancock Street ,111 Local Businesses and Residences Woodlawn Cemetery , 104, 109 Parlin Junior High School Everett Boys & Girls Club High Street , 104, 109 Parlin Junior High School Everett Boys & Girls Club Raymond Street Mansfield Street , 109 Local Businesses and Residences , 104, 109 Everett Square Business District Everett City Hall Broadway Opposite Second Street , 104, 109, 110, 112 *Total Ridership includes weekday boarding and alightings for all MBTA routes that serve each stop. Everett Square Business District Parlin Library Existing Conditions 9

10 Service Observations KEY FINDINGS Everett is the only community bordering Boston that does not have an easily accessible subway, express bus, Key Bus Route, or commuter rail service to downtown. Most Everett transit riders are traveling to destinations outside of Everett. A significant proportion of these trips require one or multiple transfers. Splitting bus terminals between Sullivan Square and Wellington reduces the effective frequency of outbound service to Everett and restricts access to Cambridge-bound connecting services at Sullivan Square from Main Street. Everett bus routes have low ridership turnover, meaning that many transit riders travel to the end of a route to access connecting services. This contributes to overcrowding, and as a result, some trips frequently approach or exceed the MBTA service guidelines for passenger-to-seat ratio. Everett bus routes are heavily utilized during off-peak times, despite operating less frequently. As a result, some Everett offpeak trips are severely overcrowded or leave passengers at the curb. Congestion severely affects MBTA operating in Everett. Some routes are scheduled to take twice as long to complete their runs during peak periods when compared to off-peak and weekend service. Everett transit riders have access to only a limited set of destinations within a one-seat ride. Many riders therefore transfer to other transit services to reach their final destinations. MBTA bus services primarily connect Everett to immediately neighboring municipalities, including Medford, Revere, and Chelsea. Transit riders seeking access to major job centers in Downtown Boston, Cambridge, Back Bay, and Somerville must transfer to other bus or subway services. Transfers to and from Everett bus lines occur primarily at MBTA subway stations, six of which are directly accessible from Everett using transit. No Everett bus route provides direct service west of the Orange Line. Only Route 111, which only has one stop in Everett, provides direct service to Downtown Boston. Everett transit riders traveling to points east and south of the Mystic and Malden Rivers must transfer to MBTA bus and rail services at Orange or Blue Line stations just outside of the City. Connections to Route 111 are also available in downtown Chelsea. Everett riders needing to transfer to routes serving adjacent communities can also transfer at multiple locations, but most likely happen in pedestrian-friendly Everett Square, where five of the nine bus routes meet. Nearly 40% of both boardings and alightings on Everett bus routes occur at a subway station. As each boarding or alighting must have an accompanying boarding or alighting, it can be inferred that as many as 80% of bus riders on Everett bus routes pass through a subway station during their trip. Apart from Malden Center, the MBTA subway stations accessible from Everett buses are relatively isolated from major destinations. Therefore, it is likely that most Everett riders at these stations are transferring, rather than beginning or ending their trip. Existing Conditions 10

11 Ridership from Everett bus routes is primarily distributed among four Orange Line stations. Almost 97% of the boardings and alightings on Everett bus routes at MBTA subway stations occur at Haymarket, Malden Center, Sullivan Square, and Wellington. Route 111 accounts for 42% of boardings and alightings, all of which occur at Haymarket (Figure 4). Excluding Route 111, Everett ridership is relatively evenly distributed between the Malden Center, Sullivan Square, and Wellington Orange Line stations. o Just 5% of riders board or alight at Blue Line stations, which provide fewer and less direct connections to major destinations for Everett riders. Figure 4 shows all riders on Everett-serving bus routes, rather than just riders whose trips begin or end in Everett. As these routes also serve adjacent communities, the distribution presented in Figure 4 does not entirely reflect the distribution of Everett trips. Data available from the MBTA currently does not allow for non-everett trips to be accurately excluded. Figure 4 Everett Bus Route Ridership at Subway Stations by Station Haymarket Malden Center Sullivan Square Wellington Wonderland Wood Island All Everett Routes Excluding Route 111* 42% 16% 21% 19% 2% 1% N/A 27% 36% 32% 3% 2% Note: Includes all inbound and outbound weekday boardings and alightings on Everett-serving bus routes that occur at MBTA subway stations. *Route 111 is accessible from only one stop within Everett, and thus generates the majority of its ridership from stops outside of the City. As Route 111 is the only Everett-serving bus route that stops at Haymarket, excluding Route 111 provides additional insight into the distribution of Everett trips at nearby MBTA subway stations. If non-everett trips were excluded, the following can be inferred: o The proportion of trips to and from Haymarket would decrease almost entirely, as Route 111 primarily serves stops outside of Everett. As it serves only one stop in Everett, Route 111 can be excluded from the dataset without distorting information about Everett riders. o The proportion of trips to Malden Center would decrease substantially, as Route 99, 105, and 106 serve numerous riders in Malden and Medford who likely board or alight at the station. o The proportion of trips to Sullivan Square would increase, as Route 104 and Route 109 mostly serve Everett riders. o Sullivan Square and Wellington station both serve at least 35% of Everett riders who pass through a rail station, with Sullivan Square likely serving over 40%. Sullivan Square, Malden Center, and Wellington all serve at least 1,000 Everett riders per day. Everett-bound trips have less frequency, longer waits, and thus longer trip times, than Orange Line-bound trips because bus options are dispersed between Sullivan, Wellington, and Malden. Existing Conditions 11

12 Most Everett bus routes begin and/or end at either Sullivan Square, Wellington, or Malden Center. In terms of trips per hour, service is even split between Sullivan Square and Wellington. Some routes originating at these stations also terminate at Malden Center. Traveling from Everett: o Riders can board all nine Everett bus routes in the inbound direction towards Sullivan Square and Wellington to access the Orange Line (see Figure 5). o Riders can also board several routes in the outbound direction to access Malden Center. o As a result, in the morning peak, riders on Broadway and Main Street have access to at least 8 Orange Line-bound buses per hour. Returning to Everett: o Riders must alight at one of the three Orange Line stations. o Less than half of the bus service from the Orange Line to Everett is available at each station (see Figure 6 through Figure 8). o As a result, if a Broadway-bound rider exits at Sullivan Square, they have access to only 4 buses per hour. o With fewer options, riders often have to wait longer for the bus, may miss connecting buses that come infrequently, and cannot accurately predict their total travel time. Existing Conditions 12

13 Figure 5 Bus Frequencies to Orange Line from Everett This map shows the frequency of buses coming from Everett towards to the Orange Line during morning peak service. Sullivan Square, Wellington, and Malden Center are all served by multiple Everett routes. The map highlights bus routes that serve Everett with red lines of different thicknesses representing higher or lower service frequency. Several routes serve two Orange Line stations both inbound and outbound, which increases the frequency of buses to the Orange Line in the morning. Existing Conditions 13

14 Figure 6 Bus Frequencies from Sullivan Square to Everett This map shows the frequency of buses running towards Everett from Sullivan Square during evening peak service. The map highlights bus routes that serve Everett with red lines of different thicknesses representing higher or lower service frequency. Most trips from Sullivan Square serve Broadway. Main Street is served by just two trips per hour, while south Ferry Street and Elm Street have no service from Sullivan Square. Existing Conditions 14

15 Figure 7 Bus Frequencies from Wellington to Everett This map shows the frequency of buses running towards Everett from Wellington during evening peak service. The map highlights bus routes that serve Everett with red lines of different thicknesses representing higher or lower service frequency. Most trips from Wellington serve either Main Street or south Ferry Street and Elm Street. There is no service from Wellington to Broadway north of Hancock Street or north Ferry Street. Existing Conditions 15

16 Figure 8 Bus Frequencies from Malden Center to Everett This map shows the frequency of buses running towards Everett from Malden Center during evening peak service. The map highlights bus routes that serve Everett with red lines of different thicknesses representing higher or lower service frequency. Main Street, north Ferry Street, and Broadway south of Glendale Square are nearly equally served by routes coming from Malden Center. No Malden Center services run on south Ferry Street, Elm Street, or Chelsea Street. Existing Conditions 16

17 Many Everett bus riders are transferring to other buses to reach their destination, but service is unequal and difficult. The southern terminals of most Everett bus routes are split between Wellington and Sullivan Square. Sullivan Square Buses (Figure 9): o o o o Routes 104 and 109 connect Broadway and north Ferry Street to Sullivan Square. Route 105 is the only service on Main Street that goes to Sullivan Square. Riders can connect at Sullivan Square to bus routes serving major destinations in Cambridge, Somerville, Charlestown, and Allston. Sullivan Square routes do not serve key parts of Medford and Malden, such as the Meadow Glen Mall. Wellington Buses (Figure 10): o o o Routes 97, 99, 106, 110 and 112 connect Everett to Wellington. Within Everett, Wellington routes serve Main Street and south Ferry Street. Riders can transfer to bus routes serving Medford and Malden. o Riders transferring at Wellington have limited access to Cambridge and Somerville, but cannot directly get to Harvard Square, Central Square, or Kendall Square. As a result of this configuration, riders boarding on Main Street and the eastern part of Everett have significantly less access to Cambridge and Somerville than riders on Broadway. Many of these riders likely transfer twice to travel to job centers like Harvard Square, which is among the top ten destinations for Everett transit riders (150+ riders per day). Existing Conditions 17

18 Figure 9 Bus Connections from Sullivan Square This map shows all of the buses that serve Sullivan Square station. Buses that serve Everett are shown with red lines of different thicknesess representing the frequency of service to Sullivan Square during the morning peak. Routes serving other communities are shown with black lines. All routes are surrounded by red buffer that highlights the distance a rider is typically willing to walk to access bus service (1/4 mile). The map shows that connecting bus services from Sullivan Square provide access to wide range of job centers, including Cambridge and Downtown Boston. However, Everett Existing Conditions 18

19 residents living on Main Street have limited access to Sullivan Square, and residents on south Ferry Street and Main Street must transfer at least once to access services at the station. Figure 10 Bus Connections from Wellington This map shows all of the buses that serve Wellington station. Buses that serve Everett are shown with red lines of different thicknesess representing the frequency of service to Wellington during the morning peak. Routes serving other communities are shown with black lines. All routes are surrounded by red buffer that highlights the distance a rider is typically willing to walk to access bus service (1/4 mile). The map shows that connecting bus services from Wellington provide access to a more limited range of destinations than Sullivan Square, primarily within Medford and Existing Conditions 19

20 Malden. Wellington is the primary end point for services from Everett on Main Street, south Ferry Street, and Elm Street. Riders on those streets have less access to Sullivan Square, and thus longer trip times to destinations such as Cambridge. Existing Conditions 20

21 Everett bus trips throughout weekday and weekend service frequently have standing passengers. The MBTA uses passenger-to-seat ratio as a metric for defining overcrowding on a given route or trip. Trips exceeding one passenger per seat during off-peak or weekend service or 1.4 passengers per seat during weekday peak service violate this standard. o Buses serving Everett typically have 38 seats. Therefore any off-peak or weekend trip averaging 39 or more passengers or any weekday peak trip averaging 53 or more passengers violates the maximum passenger-to-seat standard. During weekday peak service, only a select number of Route 111 trips regularly violate the MBTA overcrowding standard. However, nearly all Everett buses have multiple trips with standing passengers. Some of these trips exceed 53 passengers on some service days, but remain below the overcrowding standard on average. Average maximum passenger loads by trip are included in each route profile (see Appendix B) The most crowded trips typically occur during off-peak and weekend service. This likely occurs because demand for service is decreasing less than the frequency of service. Five of the nine bus routes that serve Everett have at least one trip that regularly exceeds the maximum passenger-to-seat standard. These trips frequently occur during off-peak and weekend service (Figure 11). Overcrowded trips most frequently occur during early morning service, particularly at the start of service and on trips just before the start of peak service. This ridership pattern indicates a need for an earlier start of service, as well as more frequent service just before the AM peak. The majority of overcrowded trips occur on Routes 104, 109, and 111. All three of these services are primarily used by riders to reach the Orange Line or Downtown Boston. Inbound riders therefore remain on the bus to the end of the line, resulting in very low ridership turnover and overcrowding. Most outbound riders board at the start of service, which results in both overcrowding and slow boarding times at stations. Existing Conditions 21

22 Figure 11 Trips Exceeding MBTA Maximum Passenger-to-Seat Ratio Route Weekday Peak Weekday Off- Peak Saturday Sunday Total Trips 97 0% 0% 0% 0% % 0% 0% 0% % 24% 33% 30% % 14% 4% 0% % 4% 1% 0% % 16% 20% 39% % 15% 7% 6% % 30% 23% 16% % 0% 3% 0% 1 Note: The MBTA maximum passenger-to-seat ratio is 1.0 during off-peak and weekend service and 1.4 during peak periods (7:00 to 8:59 am and 4:00 to 6:29 pm on weekdays. This chart details the percentage of total trips that exceed this standard, rather than measuring whether a route violates the Vehicle Load Standard, as defined by the MBTA Service Delivery Policy. This standard is based on average loads over a given time period, instead of overcrowding on individual trips. Congestion on local Everett roadways, especially on Broadway, severely affects MBTA operations. The MBTA regularly alters bus schedules to reflect actual observed running times. These schedule adjustments account for regularly occurring congestion and operational delays, but cannot factor in highly variable events. Nearly all Everett bus routes are scheduled to take 10 minutes longer or more at peak than during off-peak and weekend times (Figure 12). The routes with the greatest schedule variation all serve either Broadway or the Tobin Bridge, which have more congestion during peak periods. o Routes 104 and 109, which operate on Broadway, take over 20 minutes longer to complete during peak service. o For both routes, this represents a 140% increase in scheduled running time. Even with adjusted schedules, most Everett routes run behind schedule at least 30% of the time. Overall on-time performance, however, generally reflects or exceeds the MBTA systemwide average, which was 64% in There does not appear to be a strong relationship between ridership by trip and on-time performance. This may indicate that on-time performance is more significantly affected by congestion, rather than variable or slow passenger boarding. Route 105 has the lowest overall on-time performance. This route has relatively infrequent service, but is the only direct option from Main Street to Sullivan Square. Existing Conditions 22

23 Figure 12 Weekday On-Time Performance by Route Route On-Time Late Early Within Scheduled Headway Schedule Variation (minutes)* 97 66% 33% 2% N/A % 30% 3% N/A % 33% 5% 0% % 41% 1% N/A % 25% 5% N/A % 39% 3% 0% % 24% 5% 1% % 12% 2% 14% % 28% 8% 0% 15 Note: On-time performance data includes all non-school trip weekday operations from November 1-20, Only services operating every 10 minutes or less can violate headway-based on-time standards. See MBTA Service Delivery Policy for a full description of on-time performance standards. Totals may not add up to 100% due to rounding. *Schedule variation is the difference in scheduled trip time between the shortest trip and the longest trip on the primary variant during weekday service only. Existing Conditions 23

24 EXISTING INFRASTRUCTURE Roadway Network KEY FINDINGS Everett s residential neighborhoods have a complex, local serving and disconnected street network. Industrial neighborhoods south of Route 16 have a limited street network, especially east of Lower Broadway. Many of Everett s main corridors support both local and regional traffic, which increases overall congestion and negatively affects MBTA service. Most major roads in Everett, especially north of Route 16, are narrow, with one lane in each direction, limiting the ability to provide dedicated multimodal connections. Revere Beach Parkway (Route 16) separates Everett s street network into two distinct districts (Figure 14). North of Route 16: Everett s residential neighborhoods have a very dense, but highly disconnected street network. While portions of the network resemble a grid, many local roads are short and do not meet at four-way intersections. Instead of distributing traffic across a wide range of roads, this design instead funnels local traffic onto the few key corridors that connect through neighborhoods. These corridors include Broadway, Main Street, Ferry Street, Chelsea Street, Elm Street, Hancock Street, and the Revere Beach Parkway. Where these meet, the roads create congestion chokepoints such as Sweetser Circle, Everett Square, and Glendale Square (Figure 14). South of Route 16: Everett s industrial and commercial districts have a limited street network, with fewer overall roads. Most of these are located near Lower Broadway. Broadway, 2 nd Street, and Everett Avenue are the only roads that cross both Route 16 and the MBTA commuter tracks. Lower Broadway has by far the highest traffic volume and is the only grade separated railroad crossing. Nearly all other roads in the southern part of Everett feed into one of these three corridors. The Mystic River, Malden River, and Boston Harbor are natural barriers separating Everett from surrounding communities and limiting connections from the Downtown Core to the North. Drivers traveling to and from the northeastern suburbs primarily rely on six major bridges and tunnels to cross the rivers and harbor. The crossings, from south to north, include the Ted Williams Tunnel (Interstate 90), Sumner/Callahan Tunnels (Route 1A), Tobin Bridge (Route 1), Alford Street Bridge (Route 99), Woods Memorial Bridge (Route 16), and Route 28 in Somerville. Local roads through Malden and Medford north of the Malden River are also utilized to a lesser extent. All of the crossings east of Everett are tolled in at least one direction, increasing pressure on the connections through Everett as drivers attempt to avoid the tolls. The Alford Street Bridge (Route 99) and the Woods Memorial Bridge (Route 16), provide direct connections to interstate highways and local roads that lead to the job centers in Downtown Boston and Cambridge. Near-term plans to introduce northbound tolls on the Tobin Bridge as part of All Electronic Tolling program may add additional traffic to the Everett bridges during the evening peak. Existing Conditions 24

25 Everett s primary corridors serve both local and regional functions, and are congested, especially at peak times. The Alford Street Bridge and the Woods Memorial Bridge funnel traffic onto Broadway and Revere Beach Parkway (Route 16) respectively. Both of these corridors are also the only major streets that connect all the way through Everett. The intersection of Broadway and Revere Beach Parkway Sweetser Circle is grade separated with the connecting circle above Route 16 and the MBTA commuter rail tracks. The circuitous connections between Upper and Lower Broadway, Main Street, and connecting roads, carries high volumes and distributes local and regional traffic. Santilli Circle, located just west, provides through traffic on Route 16 and distributes access to numerous surrounding roads, including entries to Gateway Center, Route 99, the River s Edge Industrial Area, and the Lower Triangle neighborhood. The combination of local and regional traffic needing to use the same facilities leads to significant congestion on Everett s primary corridors, and backups at these key intersections. Only a limited number of Everett roads connect different parts of the City. Most of these do not have direct connections to Route 16 or Lower Broadway, requiring travel through additional local roads and congested intersections to reach the regional network. Beacham Street connects Lower Broadway to Chelsea through the Produce Market and industrial areas shared by the two communities. 2 nd Street bisects Everett s Commercial Triangle as it travels from Broadway to Market Basket in Chelsea, and is one of the major crossings of Revere Beach Parkway. Main Street connects the west side of Everett from Sweetser Circle towards Malden Square. Chelsea Street parallels Revere Beach Parkway on the north side from Broadway east towards Everett Avenue. Ferry Street is a neighborhood-serving street running from Chelsea Street on the south past Everett High School, crossing Broadway at Glendale Square, and continuing to Malden Center. Elm Street connects from Ferry Street, near Everett High School, towards Revere. Apart from the Revere Beach Parkway and Lower Broadway, major roads in Everett have narrow right-of-ways. Installing dedicated transit-only lanes on these corridors would require a significant reallocation of road space. Everett s major roads, like many corridors in the Greater Boston area, are relatively narrow, with one travel lane in each direction. Most of the City s roads run through established built-out neighborhoods and therefore cannot be widened. Many of these roads also serve local uses, with storefronts, driveways, local institutions, onstreet parking and busy, active street life, which greatly add friction to traffic operations. MBTA bus routes must use the few roads that connect through Everett, with the associated congestion and lack of dedicated facilities. Broadway, Main Street, and Ferry Street, which are the major transit corridors in Everett, all have one to two travel lanes in each direction, along with some on-street parking (Figure 13). Public transportation is most attractive and effective when the travel times it enables improve on or are similar to travel times using a car. Existing Conditions 25

26 The MBTA operates high frequency transit services on Main Street and Broadway to Wellington and Sullivan Square stations. Around 550 buses per day pass through Sweetser Circle between these locations. Congestion at the circle and along these corridors therefore significantly affects MBTA services, leading to delays for riders and increased operations costs. Figure 13 Example Everett Street Cross-Sections Broadway Road Segment Total Width Bowdoin Street to Beacham Street # of Travel Lanes On-Street Parking Bike Lanes 64 4 One Direction Both Directions MBTA Routes 105, 104, 109 Broadway Main Street Ferry Street Ferry Street Revere Beach Parkway Revere Beach Parkway Hancock Street to Mansfield Street Carter Street to Belmont Street Walnut Street to Rich Street Cottage Street to Elm Street Santilli Circle to Wellington Lewis Street to Everett Ave 45 2 Both Directions None 97, 104, Both Directions None 99, 105, Both Directions None One Direction None None None 97, 99, 106, 110, None None None Existing Conditions 26

27 Figure 14 City of Everett Roadway Network Existing Conditions 27

28 Pedestrian and Bicycling Network KEY FINDINGS Everett has limited dedicated pedestrian or bicycle infrastructure as well as a steep topography, leading to barriers and gaps that reduce multimodal access to much of the City. Revere Beach Parkway and the MBTA commuter rail tracks are major barriers separating Everett s commercial and development zones from residential neighborhoods. Everett has limited bicycle infrastructure. Existing dedicated bicycle infrastructure is primarily located in the southern and western parts of the City (Figure 15). o The Northern Strand Community Trail runs along the former Boston and Maine Saugus Branch Railroad west of Main Street. In Everett, the trail begins at Wellington Avenue, just north of Sweetser Circle, and continues north through Malden towards Saugus. On-street bicycle lanes were installed on Broadway starting just south of Sweetser Circle during a recent street-reconstruction project. Buffered bike lanes were also installed on the new Alford Street Bridge, completing a continuous bicycle facility from Lower Broadway into Sullivan Square. Field observations indicate strong desire lines exist between residential neighborhoods and many destinations within Everett. Without direct connections or dedicated facilities, a high proportion of cyclists have been seen riding on sidewalks and riding against vehicle traffic, decreasing safety for all users. The Revere Beach Parkway (Route 16) and the MBTA commuter rail tracks are barriers for pedestrians and bicyclists. Crossing the Revere Beach Parkway and the MBTA commuter rail tracks is significantly more difficult for pedestrians and bicyclists than it is for motorists (Figure 16). Although sidewalks exist, Santilli and Sweetser Circle on Route 16 are circuitous and unsafe environments for both pedestrians and cyclists. To cross each rotary, pedestrians and cyclists must traverse several un-signalized crosswalks across access roads with high-speed traffic. Sidewalks direct users around the exterior of the circles, significantly increasing walking time. Field evidence suggests that pedestrians cut across Santilli Circle, which is mostly at-grade, to shorten the walk time to adjacent destinations such as Gateway Center. Gateway Center, a major regional shopping center, can only be accessed from the west side of Santilli Circle. This requires Everett residents to cross the entire parking area to access shops. Additional ped/bike connections would require dedicated facilities across difficult terrain. East of Sweetser Circle, pedestrian crossings of the Revere Beach Parkway are few and often separated by a quarter mile or greater. The lack of crossings at many intersections contributes to this auto centric environment and greater increases the time it takes to walk, bike or access transit services in the Commercial Triangle area. Gaps within Everett s existing dedicated multimodal network reduce its overall effectiveness. The Northern Strand Trail is difficult to access for many Everett residents and hard to use for trips to major destinations. Existing Conditions 28

29 o There is no connection between the trail and the bicycle lanes on Lower Broadway, and users must divert to Main Street to cross Sweetser Circle. o There are few official sanctioned trail access points in Everett, particularly within the growing River s Edge Redevelopment area. Recent investments, ongoing improvements and future plans should address some connectivity issues within Everett. o In 2013, the City passed a Complete Streets Resolution and accompanying design guide to enhance and encourage the safety and accessibility of all modes of transportation within Everett. o Recent improvements to the Alford Street Bridge have created dedicated on-street bike facilities along Broadway just south of Sweetser Circle to Sullivan Square. o Future plans such as the Ferry Street Reconstruction Plan create dedicated bike facilities, such as bike lanes, sharrows and bike boxes along the Ferry Street corridor in Everett. Pedestrian improvements include curb extensions, high visibility crosswalks, and pedestrian refuges o The Woods Memorial Bridge reconstruction project will enhance pedestrian and bicycle accommodations, such as providing a new nine foot shoulder which will serve as a bike lane and paved multiuse pathways below the bridge, helping to connect to existing paths along the Malden River. o Several major corridors, most notably Upper Broadway, will continue to lack dedicated bicycle accommodations under the current planning horizon. Everett s topography increases the burden of walking and biking, which affects the ideal design and configuration of transit services. Under normal circumstances, most transit riders are assumed willing to walk up to a ¼ mile to access local bus services and up to a ½ mile to access high quality bus services and rail. In areas with steep hills and varied topography, the assumed distances would be reduced Transit agencies typically locate stops more closely in areas with varied topography. Everett has several steep hills, especially in residential areas, which increase the burden of walking and biking. Even the Broadway corridor, for example, has significant elevation changes, rising steeply from Everett Square to Glendale Square. CHA Whidden Memorial Hospital is located at the top of a steep hill. Despite being less than ½ mile from Route 110 on Elm Street. The steep hill likely prohibits the ability of most to access the hospital from transit. Existing Conditions 29

30 Figure 15 City of Everett Bicycle Facilities Existing Conditions 30

31 Figure 16 Pedestrian Barriers Existing Conditions 31

32 BUS STOP AUDITS KEY FINDINGS Nearly all stops audited do not have proper signage necessary for marking stop boundaries and identifying routes served. A majority of bus stops have a large enough landing area for ADA compliancy, but some are impacted by shelters or other obstacles. Almost all stops surveyed are undersized per MBTA standards and thus make it difficult for buses to pull completely to the curb. A number of stops havehave additional compliance issues such as sloping sidewalks at stations, curb cuts, and uneven pavement. The most recent guidelines of the Americans with Disabilities Act (ADA) were used by the MBTA to develop systemwide accessibility guidelines for bus stops. This robust set of accessibility standards and specific design guidelines are intended to apply to all new or modified bus stop facilities. The updated accessibility standards were refined and implemented through the Key Bus Routes Improvement Program and are now being applied systematically with any further changes to MBTA bus stops. These standards include, but are not limited to: Minimum lengths of each bus stop, which are determined by the location of the stop relative to the intersection and the size of buses serving each route. These are meant to ensure a driver s ability to pull all access doors completely against the curb. Siting guidelines for street furniture (shelters, signposts, trash receptacles) to preserve clear accessible paths of travel. Spacing between bus stops, so that a balance between bus operations and walking distance between stops can be maintained. The minimum provision of a clear and level landing area by the front door of the bus that can allow a passenger using a wheelchair to turn around upon boarding or disembarking a bus. Defining a maximum grade, or cross-slope, for sidewalks of 2%. The location of stops that is cognizant of adjacent pedestrian connections and amenities. Standards for the location, height, font and information provided on MBTA signs. As part of the overall existing conditions review, the team performed an initial field review of the ten highest ridership bus stops in Everett relative to the MBTA s guidelines. As shown in Figure 17, nine of the top ten stops are located within Everett s downtown core along Broadway. Each stop was surveyed for basic transit amenities as well as compliance with guidelines for stop length, distance, obstructions, and landing area conditions. More detailed, sop by stop audit sheets for each of the top ten bus stops are located in Appendix A. Overall, the bus stops audited possess most amenities suggested by MBTA guidelines, including shelters and benches. Shelters, benches, timetables, and maps are missing from some stops on Broadway, and many stops in the rest of Everett lack these amenities. Nearly all stops audited did not have the proper front bus stop sign. The stops either had an outdated front bus stop sign, a rear bus stop sign as the front, or no front bus stop sign at all. Without these signs, motorists cannot accurately determine when a bus stop begins and ends, which frequently results in cars blocking bus stops. Most bus stops have a compliant landing area, but some are blocked by shelters or other obstacles. Almost all stops surveyed fall within 50 to 60 feet in length, well under the MBTA standard bus stop length of 60 feet for stops on the Existing Conditions 32

33 far side of an intersection and 80 feet for stops on the nearside of an intersection. In addition, many stops present uneven pavement, poor sidewalk conditions, sloped areas, and/or are disrupted by driveways. Existing Conditions 33

34 Figure 17 Bus Stop Audit Locations Existing Conditions 34

35 ROUTE PROFILES An in-depth analysis of the operating characteristics of each MBTA bus route that serves Everett was prepared. These route profiles examined ridership and service performance data to shed light on how well existing services meet market demands and function within the broader transit system.. Route evaluations provide insight into how Everett riders use transit today, as well as some of the potential needs of Everett residents that are not being met by existing services. Each route profile includes the following characteristics: A description of the route, service type, and major markets served A description of the route s alignment and service patterns Service and operational characteristics, including frequency and span of service Ridership characteristics Productivity and performance characteristics, including financial effectiveness, on-time performance, and capacity utilization An overall assessment of the strengths and weaknesses of the route Systemwide insights generated in part through an analysis of the route profiles are discussed in the in Transit Service Characteristics section of this report. Figure 18 summarizes the key findings for each MBTA bus route in Everett. The full route profiles, including all background data and definitions of evaluation measures, are included in the Appendix B. Figure 18 Route Profile Key Findings Summary ROUTE KEY FINDINGS 97 In terms of passengers per revenue hour, vehicle hour, and trip, Route 97 is among the lowest performing bus routes in Everett, and has below average productivity compared to MBTA routes overall. Many of the highest ridership stops on Route 97 are on Hancock Street, which is the only section of the route within Everett that is not served by multiple bus lines. 99 In terms of passengers per revenue hour, vehicle hour, and trip, Route 99 is the second least productive MBTA bus route that serves Everett. Route 99 s overall performance is similar to comparable inner suburban routes throughout the MBTA system. 104 In terms of passengers per revenue hour, vehicle hour, and trip, Route 104 is the highest performing bus route in Everett and among the top 25 highest performing MBTA routes overall. Most riders use Route 104 to travel to/from Everett and the Orange Line stations at Sullivan Square and Malden Center Route 104 has significantly lower service frequency than other MBTA routes with comparable ridership, and thus experiences overcrowding on many trips 105 Route 105 has a shorter span of service than many comparable routes in the MBTA system. Many of the highest ridership stops on Route 105 are located near large apartment complexes on Bowdoin Street and Newland Street in Malden. Route 105 is the only MBTA bus line that directly serves these complexes. Route 105 is the only bus route that operates on Main Street in Everett which terminates at Sullivan Square Station. Service Analysis 35

36 106 Route 106 essentially functions as two separate routes. The northern section connects residential neighborhoods and commercial establishments in Malden and Melrose to Malden Center. The southern section connects Main Street to Malden Center and Wellington. Route 106 has the most service variations of any route operating within Everett. 109 Route 109 bisects Everett and features the third highest ridership of the bus lines that serve the city. Approximately 46% of total weekday boardings and alightings on Route 109 occur at bus stops within the city. Route 109 features robust Sunday ridership, with the second highest passengers per trip (49.3) of any bus line in Everett. Sullivan Square Station is the dominant trip generator and attractor for Route 109: About 75% of ridership activity occurs at Sullivan Square 110 Route 110 has the fourth highest average ridership of any bus line that serves Everett. Approximately 42% of total weekday boardings and alightings on Route 110 occur at bus stops within Everett. Ridership by trip is the fifth highest of bus lines serving Everett. Wellington Station is the largest weekday trip generator and attractor: on average, 60% of weekday inbound alightings and 54% of weekday outbound boardings occur at Wellington. Within Everett, the Elm & Jefferson and Broadway & Norwood stops are the most active weekday inbound stops; Broadway & Everett Sq. is the most active stop in Everett for weekday outbound trips. 111 Route 111 is one of the highest average ridership routes and has the most number of trips of all routes in the MBTA system. Route 111 only serves Everett at one stop near Woodlawn. The Woodlawn stop is one of the top 10 highest ridership stops in Everett, but only accounts for around 2% of Route 111 s overall ridership. Despite high service frequency, many off-peak trips, especially in the outbound direction, exceed the MBTA maximum passengers-to-seat ratio (1.0). 112 Route 112 is the only transit service connecting Everett Square to Downtown Chelsea and East Boston. Due to route diversions to Admirals Hill and Chelsea Soldiers Home, service between Everett Square and Downtown Chelsea takes almost as long as walking. Service Analysis 36

37 BACKGROUND DOCUMENT REVIEW KEY FINDINGS Several major initiatives are currently underway in Everett. These include major developments in the city s key redevelopment areas and infrastructure improvements along critical transit routes The Wynn Everett casino will create a major new destination and increase traffic in the Lower Broadway District. The River s Edge Redevelopment Area is experiencing major growth and development pressure in an areas with limited transit accessibility. The Woods Memorial Bridge (Route 16) and Broadway reconstruction projects offer the opportunity to incorporate transit improvements into planned and ongoing infrastructure improvements The Silver Line Gateway extension to Chelsea provides opportunities to enhance regional transit access for Everett residents. The City of Everett is undergoing a transformative period with multiple projects planned or underway that will substantially alter the cityscape. The wide variety of redevelopment initiatives and infrastructure improvements must be understood to put the Everett Transit Action Plan in context. The plans highlight the areas targeted for redevelopment, mostly in the lower half of the City, including Everett Square, Commercial Triangle, River s Edge and Lower Broadway. These redevelopment zones are each unique in potential, but similarly offer opportunities to assemble large scale projects providing parcels with new employment, housing and mixed-use areas that build on Everett s assets. The northern part of Everett is characterized by an established fine-grained residential land use pattern. These neighborhoods will experience a different type of change but retain the need for connectivity improvements for all transportation modes. Taken together, these pressures point the way to a future Everett of substantial development and growth. An overview of each reviewed study is included in Figure 20. A complete review of each study is included in Appendix C. Several major redevelopment projects will significantly change travel patterns around Everett (Figure 19). The largest of these projects is the Wynn Everett casino planned for the Lower Broadway Redevelopment Area. The casino alone will generate substantial demand from both patrons and employees. In addition to the casino itself, additional development is envisioned that will capitalize on the increased activity in Lower Broadway and bring new residents and mixed-use development throughout the district. The River s Edge Redevelopment Area has also seen a significant increase in development activity over the last few years. The BNY Mellon processing center now the largest employer in Everett is in the southern part of this neighborhood. The Parkside Lofts, with 190 new housing units, has also recently been completed. These projects generate new demand centers for transportation that have not yet been addressed. In addition to using these plans to identify changing transit needs, The Everett Transit Action Plan will identify where existing plans for infrastructure improvements can be leveraged to improve transit operations. Current infrastructure projects in Everett are focused primarily on Broadway, Ferry Street and on the Woods Memorial Bridge. Both Broadway and the Woods Memorial Bridge are critical to existing MBTA bus service in Everett. The reconstruction of these roadways offers an opportunity to better integrate bus infrastructure. The Wynn Everett project includes a large number of infrastructure improvements for Everett and neighboring communities to mitigate the project s traffic impacts. Improvements include upgrades for nearby transit facilities on the Orange Line, a ferry dock on the Wynn Everett site, and street improvements that will also impact bus service. In addition, the Silver Line Gateway project will connect the Silver Line from its current terminus at Logan Airport to Chelsea along a dedicated right of way, not far from the Everett border. Service Analysis 37

38 Figure 19 Proposed and Recently Completed Everett Transportation Projects and Development Zones Service Analysis 38

39 Figure 20 Overview of Everett Background Documents and Studies Service Analysis 39

40 Document Date Author(s) Description LOCAL PLANNING EFFORTS Lower Broadway District Urban Renewal Plan April 2015 Everett Redevelopment Authority, BSC Group Inc, Ninigret Partners The Urban Renewal Plan for Lower Broadway provides a comprehensive plan for the Lower Broadway District, located along the Everett waterfront. It builds on the master plan to actualize its recommendations. The plan recognizes Lower Broadway as a district with the potential to be a vibrant, mixed use neighborhood serving as the gateway to Everett from Boston. Lower Broadway District Master Plan February 2013 Sasaki Associates, GLC Development Resources The Lower Broadway District Master Plan presents development recommendations for the Lower Broadway District. It envisions Lower Broadway with transit-oriented land uses connected to new a Commuter Rail station. Everett Central Waterfront Municipal Harbor Plan October 2013 Fort Point Associates, ICON architecture, Shadley Associates The Everett Central Waterfront and Municipal Harbor Plan outlines the environmental degradation of Everett s waterfront resulting in the need for remediation. It identifies community goals for the waterfront including waterfront access, multi-modal connectivity and environmental planning. Many Voices, One Future: The Everett Vision Plan Re-Imagining the Everett Commercial Triangle Rehabilitation of Ferry Street Corridor September 2013 Metropolitan Area Planning Council The Everett Vision Plan presents findings from an extensive community visioning effort performed with Everett residents. It found that residents appreciate Everett s location, but have difficulty getting around Everett and to surrounding communities. May 2013 Tufts University Commercial Triangle is the gateway between the dense residential areas of northern Everett and the industrialized waterfront. This student-led, preliminary master plan identifies benefits and hazards to development and suggests land use and design principles. June 2015 City of Everett / World Tech Engineering The Rehabilitation of Ferry Street Corridor is a funded street improvement project for the entire length of Ferry Street in Everett. The goal of the project is to rehabilitate the road and sidewalks, make safety improvements, upgrade facilities, ensure ADA compliance and use Complete Streets guidelines. Service Analysis 40

41 Document Date Author(s) Description City of Everett Complete Streets Resolution Commercial Triangle Master Plan River s Edge Master Plan Commercial Triangle Fact Sheet Everett Square Fact Sheet River s Edge Fact Sheet Fall 2013 City of Everett The City of Everett established a Complete Streets Policy to provide safe, convenient and comfortable routes for all streets users, including pedestrians, bicyclists, motorists and public transit users. Through the resolution and adoption of the Complete Streets Policy, the city laid out guidelines for all future transportation projects. March 2016 December 2005 March 2015 March 2015 March 2015 City of Everett, Crosby Schlessinger Smallridge, HDR Engineering, RKG Associates City of Everett Dept of Planning & Development City of Everett Dept of Planning & Development City of Everett Dept of Planning & Development The Commercial Triangle Master plan envisions Commercial Triangle as an attractive, mixed-use district with a range of housing options, cleaner industry, bicycle and pedestrian access, and more open space. It recommends strategies such as an improved street network, parcel consolidation and landscaping on Revere Beach Parkway to realize this vision. The River s Edge Master Plan updates the TeleCom City economic development plan with a broader vision for high tech industry in Everett, Malden and Medford. It also introduces mixed-use development as a goal, such as on the GE site in Everett. The Commercial Triangle Fact Sheet is part of the municipal planning and programming initiative of the City of Everett. Environmental impacts from industrial uses and a lack of infrastructure make redevelopment a challenge, but the close proximity to MBTA commuter rail tracks may offer opportunities. Everett Square is the city s traditional downtown and home to major institutions like City Hall, Parlin Library, Everett Post Office and more recently the Everett Farmer s Market. The fact sheet highlights potential opportunities such as streetscape improvements and new wayfinding. River s Edge is a mixed-use neighborhood on the west side of Everett. The district is a priority development area for the community and region, including focus from MassDevelopment and BioReady Community. Bow Street Neighborhood Parking Analysis September 2015 MAPC Analysis of existing parking capacity and regulations in the Bow Street neighborhood located just east of Lower Broadway. The study found the area currently had sufficient parking capacity, but recommended that the City clarify parking regulations with improved signage. Once the Casino opens, the study recommended monitoring potential spillover from workers or visitors, and adjust regulations accordingly Service Analysis 41

42 Document Date Author(s) Description Everett Square Streetscape Redesign Plan Ongoing Utile, KMDG, Nelson\Nygaard, Novus Ongoing study focusing on developing a land use, traffic, parking and streetscape improvement plan for the Everett Square business district. REGIONAL STUDIES AND PLANS Silver Line Gateway Public Informational Meeting Bridge Replacements, Revere Beach Parkway Woods Memorial Bridge Sullivan Square Disposition Study MassDOT Freight Plan Metro North Land Use Priority Plan August 2014 March 2013, Revised September 2014 December 2013 September 2010 October 2014 MassDOT MassDOT; Fay, Spofford & Thorndike, LLC Boston Redevelopment Authority and Metropolitan Area Planning Council MassDOT Metropolitan Area Planning Council WYNN EVERETT ENVIRONMENTAL IMPACT REPORTS The presentation contains information about the design process and partners, project phasing and schedule, and designs for proposed improvements for each of the project elements. Several mitigation projects relevant to the Silver Line Gateway project in Chelsea would impact transportation in Everett. The report details the plan to replace Woods Memorial Bridge carrying Revere Beach Parkway (Route 16) over the Malden River. The plan recommends a widened roadway shoulder and sidewalk to create continuity between Santilli Circle and Wellington Circle. The Sullivan Square Disposition study establishes a framework and community vision for the redevelopment of seven publically-owned parcels in Sullivan Square, Charlestown. The purpose of the study is to identify key land-use and design concepts to guide the revitalization of the Square by reestablishing it as a vital and walkable, transit-anchored mixed-use neighborhood. The Freight Plan provides a description of the Massachusetts freight system, infrastructure conditions and constraints, and the regional, national, and international context for trade and goods movement. It evaluates the public and private sector benefits of freight system improvements to identify priorities for investment and regulation changes. The Metro North Land Use Priority Plan identifies Priority Development Areas and Priority Preservation Areas in nine municipalities, including Everett. Priority areas in Everett are Commercial Triangle and River Green. Service Analysis 42

43 Document Date Author(s) Description Draft Environmental Impact Report December 2013 Fort Point Associates, Dirigo Group, Wynn Design & Development, Lifescapes International, RD Vanasse & Associates, GZA GeoEnvironmental, Howard/Stein- Hudson Associates, Norris & Norris Associates, Novus Environmental, Tech Environmental, Federal Airways & Airspace, Shadley Associates, Gilbane The Draft Environmental Impact Report, Volume I for the Wynn Casino in Everett describes the proposed project and outlines the impacts to the region in accordance with regulatory requirements. It outlines alternatives analysis, expected impacts to transportation and mitigation proposals including community benefit agreements. Volume II consists of the appendices, including raw data of transportation-related analyses. Final Environmental Impact Report June 2014 Fort Point Associates, Dirigo Group, Wynn Design & Development, Lifescapes International, RD Vanasse & Associates, GZA GeoEnvironmental, Howard/Stein- Hudson Associates, Norris & Norris Associates, Novus Environmental, Tech Environmental, Tighe & Bond The Final Environmental Impact Report was submitted in response to Secretary s Certificate on the DEIR and to complete MEPA review process. It offers an extensive overview of the project description including the site and regulatory contexts. It also outlines key differences from the DEIR. FEIR Certificate August 2014 Executive Office of Energy and Environmental Affairs In response to the Final Environmental Impact Report, the EOEEA requires a Supplemental Final Environmental Impact Report in accordance with the scope outlined in the certificate, which is limited to transportation and traffic issues. Supplemental Final Environmental Impact Report February 2015 Fort Point Associates, Dirigo Group, Wynn Design & Development, Lifescapes International, RD Vanasse & Associates, GZA GeoEnvironmental, Howard/Stein- Hudson Associates, Tech Environmental The Supplemental Final Environmental Impact Report is a response to the FEIR Certificate from August It outlines traffic mitigation strategies for several locations in Everett as well as in surrounding communities and responds to comments make on the FEIR. Second Supplemental Final Environmental Impact Report July 2015 Fort Point Associates, Dirigo Group, Wynn Design & Development, Lifescapes International, RD Vanasse & Associates, GZA GeoEnvironmental, Howard/Stein- Hudson Associates, Tech Environmental The Second Supplemental Final Environmental Impact Report is a response to the EOEEA s letter from April 3, 2015 with concerns over the Supplemental Final Environmental Impact Report around the transfer of land from the MBTA and requests for Orange Line subsidies as well as improvements on Rutherford Avenue. The report proposes planned solutions to these concerns. Service Analysis 43

44 APPENDIX A BUS STOP AUDITS Service Analysis 44

45 Broadway at Mansfield Bus Routes (Direction Served): 97, 104, 109 (Outbound) Stop Type: Near Side of Intersection Is there an 8x5 Landing Area: Yes Sidewalk Width at Landing Area: 8.5 Sidewalk Width at Narrowest Point along Path of Travel: 6, tree well to side of building Stop Length (Distance between Signs): 59.5 Amenities: Shelter: No Bench: Yes, metal, good condition Map: No Timetable: No Front Sign: No, back sign in lieu of front sign, no route information Back Sign: Yes, slightly bent Trash Container: Yes, metal, fair condition Other: N/A Adjacent Parking Regulations: 12 behind stop, single-head coin operated, metered 2hr parking, $1/hr Accessibility/ADA Compliance Issues: No detectable curb ramp panel; visibly level path of travel, when rounding nearest corner is 3.5 ; fire hydrant is 6 from front of stop; full unobstructed sidewalk with is ; visibly cracked pavement in landing area Service Analysis 45

46 Broadway at Gladstone Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Outbound) Stop Type: Far Side of Intersection Is there an 8x5 Landing Area: Yes Sidewalk Width at Landing Area: 9 Sidewalk Width at Narrowest Point along Path of Travel: 4 Stop Length (Distance between Signs): 56.5 Amenities: Shelter: Yes, CEMUSA, good condition Bench: Yes, decent condition Map: Yes, north service area Timetable: Yes Front Sign: Yes, old sign, no ID number Back Sign: Yes, old sign, perpendicular Trash Container: Yes, fixed Other: N/A Adjacent Parking Regulations: ADA parking in front of stop Accessibility/ADA Compliance Issues: Sidewalk width is questionable at narrowest point Service Analysis 46

47 Broadway at Everett Square Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Outbound) Stop Type: Midblock Is there an 8x5 Landing Area: Yes Sidewalk Width at Landing Area: 9 Sidewalk Width at Narrowest Point along Path of Travel: 5.5 Stop Length (Distance between Signs): 88 Amenities: Shelter: Yes, CEMUSA, good condition Bench: Yes, decent condition Map: Yes, north service area Timetable: Yes Front Sign: Yes, old sign, perpendicular Back Sign: Yes, old sign, parallel Trash Container: Yes, not permanent Other: N/A Adjacent Parking Regulations: 2 hour metered parking before stop Accessibility/ADA Compliance Issues: None Service Analysis 47

48 Broadway at Hancock Bus Routes (Direction Served): 104, 109 (Inbound) Stop Type: Near side of intersection Is there an 8x5 Landing Area: Yes, but in the middle of a curb ramp Sidewalk Width at Landing Area: 9.5 Sidewalk Width at Narrowest Point along Path of Travel: 7 Stop Length (Distance between Signs): 59 Amenities: Shelter: Yes, CEMUSA Bench: Yes, in shelter Map: Yes, system map (2005) Timetable: Yes, taped below map Front Sign: Yes, old sign, perpendicular Back Sign: Yes, arrows are bidirectional Trash Container: Solar compactor and metal drum Other: N/A Adjacent Parking Regulations: 2 hour metered parking before stop, $1/hour meter, single head, 9.5 behind back sign Accessibility/ADA Compliance Issues: Cracked pavement immediately outside of curb ramps; landing area slope compromised by placement of curb ramp Service Analysis 48

49 Broadway at High Bus Routes (Direction Served): 97, 104, 109 (Outbound) Stop Type: Near side of intersection Is there an 8x5 Landing Area: No (Shelter Obstruction) Sidewalk Width at Landing Area: 5 Sidewalk Width at Narrowest Point along Path of Travel: 5 Stop Length (Distance between Signs): 46 Amenities: Shelter: Yes, CEMUSA Bench: Yes, in shelter Map: Yes, system map (2005) Timetable: Yes, taped below map Front Sign: No, back sign used instead Back Sign: Yes Trash Container: Metal drum inside of shelter Other: Mailbox Adjacent Parking Regulations: 2 ADA spaces immediately behind stop, 2hr meter spaces behind ADA spaces Accessibility/ADA Compliance Issues: Extremely uneven sidewalk along path behind shelter; landing area obstructed but could move forward Service Analysis 49

50 Broadway at Ferry Bus Routes (Direction Served): 104, 109 (Outbound) Stop Type: Near side of intersection Is there an 8x5 Landing Area: Yes Sidewalk Width at Landing Area: 8 Sidewalk Width at Narrowest Point along Path of Travel: 12 Stop Length (Distance between Signs): 70 Amenities: Shelter: No Bench: No Map: No Timetable: No Front Sign: Yes, old sign Back Sign: Yes Trash Container: Yes, Solar compactor Other: Fire Hydrant Adjacent Parking Regulations: 2hr meter spaces behind Accessibility/ADA Compliance Issues: Sidewalk has significant downwards slope towards intersection. Service Analysis 50

51 Elm opp Haskell Bus Routes (Direction Served): 110, 111 (Inbound) Stop Type: Far side of intersection Is there an 8x5 Landing Area: Yes Sidewalk Width at Landing Area: 7 Sidewalk Width at Narrowest Point along Path of Travel: 5 Stop Length (Distance between Signs): 61, front sign to curb extension Amenities: Shelter: No Bench: No Map: No Timetable: No Front Sign: Yes, damaged Back Sign: No Trash Container: No Other: No Adjacent Parking Regulations: No parking in front of stop Accessibility/ADA Compliance Issues: All buses stopped ahead of front sign. Stop may be too close to turn at Elm Street and Washington Street. Loading area ahead of front sign has curb cut with 4 10 sidewalk. Driver said all buses pull up to avoid another bus getting stuck at intersection. Tree well at start of official loading area. Service Analysis 51

52 Broadway opp 2nd Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Inbound) Stop Type: Near side of intersection Is there an 8x5 Landing Area: Yes Sidewalk Width at Landing Area: 7 Sidewalk Width at Narrowest Point along Path of Travel: 6 Stop Length (Distance between Signs): 53, stop line to parking Amenities: Shelter: Yes, CEMUSA Bench: Yes, in shelter Map: Yes Timetable: Yes Front Sign: No Back Sign: No Trash Container: No Other: No Adjacent Parking Regulations: 1 ADA space immediately behind stop, 2hr meter spaces behind ADA spaces Accessibility/ADA Compliance Issues: Sidewalk slopes slightly towards the street. Crosswalk in front of stop. Service Analysis 52

53 Broadway at Raymond Bus Routes (Direction Served): 104, 109 (Inbound) Stop Type: Far side of intersection Is there an 8x5 Landing Area: Yes Sidewalk Width at Landing Area: 6 Sidewalk Width at Narrowest Point along Path of Travel: 5 8 Stop Length (Distance between Signs): 48, from back sign to start of street parking Amenities: Shelter: Yes, CEMUSA Bench: Yes, in shelter Map: Yes Timetable: Yes, 104 paper schedule taped inside map holder Front Sign: No Back Sign: Yes Trash Container: Yes, unattached in shelter Other: No Adjacent Parking Regulations: 2hr meter spaces in front Accessibility/ADA Compliance Issues: Loading area is slightly downward sloping. Service Analysis 53

54 Broadway at Norwood Bus Routes (Direction Served): 97, 104, 109, 110, 112 (Inbound) Stop Type: Near side of intersection Is there an 8x5 Landing Area: No Sidewalk Width at Landing Area: 5 Sidewalk Width at Narrowest Point along Path of Travel: 6 Stop Length (Distance between Signs): 51 Amenities: Shelter: Yes, CEMUSA Bench: Yes, in shelter Map: Yes Timetable: Yes Front Sign: Yes, old sign Back Sign: Yes Trash Container: No Other: No Adjacent Parking Regulations: None Accessibility/ADA Compliance Issues: Sidewalk is not deep enough for 8 by 5 landing area. Service Analysis 54

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