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FINE ARTS D

BOSTON

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TH E

MASTER HIGHWAY PLAN

for the

BOSTON METROPOLITAN AREA

SUBMITTED TO

HIS EXCELLENCY, ROBERT F. BRADFORD

Governor of The Commonwealth of Massachusetts

BY THE

JOINT BOARD FOR THE METROPOLITAN MASTER HIGHWAY PLAN

based upon a TRAFFIC SURVEY by the DEPARTMENT OF PUBLIC WORKS

PUBLIC ROADS ADMINISTRATION, FEDERAL WORKS AGENCY PARTICIPATING

CHARLES A. MAGUIRE AND ASSOCIATES

Consulting Engineers

BOSTON

De Leuw, Cather and Company, Chicago

in cooperation with

February 1, 1948

J. E. Greiner Company, Baltimore

FINE ARTS SEPT. *

•04-33 1

•

^n

JOINT BOARD

FOR THE

METROPOLITAN MASTER HIGHWAY

Appointed by Executive Directive, August 9, 1947

PLAN

William H. Buracker, Chairman Commissioner of Public Works

Elisabeth M. Herlihy, Vice Chairman Chairman, State Planning Board

William T. Morrissey, Vice Chairman Commissioner, Metropolitan District Commission

Harold J. Duffy, Secretary

Chairman, Technical Committee

Metropolitan Project Engineer, State Planning Board

1 1 Beacon Street, Boston 8, Massachusetts

TECHNICAL COMMITTEE

Ralph E. Tribou District Engineer, Public Roads Administration

Benjamin R. Davis Chief Park Engineer, Metropolitan District Commission

Benjamin W. Fink Associate Civil Engineer, Metropolitan District Commission

Ralph D. Kelley Senior Civil Engineer, Metropolitan District Commission

Otis D. Fellows Chief Engineer, State Planning Board

Philip H. Kitfield Chief Engineer, Department of Public Works

George H. Delano Project Engineer, Department of Public Works

Edgar F. Copell Traffic Engineer, Department of Public Works

Joseph C. Cressy Assistant Traffic Engineer, Department of Public Works

Louis H. Smith Assistant Civil Engineer, State Planing Board

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a7?i7rici<n6Cfie<x

JOINT BOARD

FOR THE

METROPOLITAN MASTER HIGHWAY PLAN

February 1, 1948

Honorable Robert F. Bradford

Governor of the Commonwealth of Massachusetts

State House, Boston, Massachusetts

your excf.llf.ncy:

J. he Joint Board, organized in compliance with your ing a Master Plan of Highways for the Boston Metropolitan Area, its consulting engineers.

The Board has been fortunate in having as its consulting engineers Charles A. Maguire and Associates of Boston and their affiliates, DeLeuw, Cather and Company of Chicago, and J. E. Greiner Company of Baltimore. Exceptionally well qualified for this type of work, the consultants, through their highly trained technical staff, have achieved remarkable progress in the relatively short time allotted them. The Joint Board has also had the assistance of a Technical Committee composed of engi- neers from the three participating State agencies, the Department of Public Works, State Planning Board, and the Metropolitan

Excellency's directive of August 9, 1947 for the purpose of prepar- hereby submits its report as directed, together with the report of

District Commission, and the District Engineer of the Public Roads Administration, Federal Works Agency. Federal funds have participated in defraying the costs of the Master Plan study and its related traffic survey.

The Master Plan as developed for the Area, which includes 23 cities and towns in addition to Boston, is based upon the origin and destination traffic survey which was conducted by the Depart- ment of Public Works in co-operation with the Public Roads Administration, Federal Works Agency. A complete description of the survey, the analysis of the data, and its interpretation for

III

assignment to traffic routes are included in the consulting engi- neers' report.

The system of highways, proposed by the Joint Board as a ten-year construction program for the relief of traffic congestion in the Area, embodies as its backbone a network of expressways of latest modern design and of sufficient capacity to take care of the traffic needs of the Area for many years to come. The major expressways will be of limited access type, providing for swift, uninterrupted flow of traffic and with no entering or cross streets except at prescribed points of interchange where grades will be separated. The pattern of expressways, as indicated by maps ac- companying the consultants' report, takes the form of eight radial routes projecting in as many directions from an inner circumferential or belt highway around the City. All of the proposed routes and the belt highway are described in detail and shown by separate maps in the report.

Improvements to existing streets and highways will be neces- sary to supplement the major expressway system in order that efficient collection and distribution of traffic to and from the expressways may be effected. These proposed improvements vary in magnitude from major street widenings and grade sepa- rations to re-arrangement of one-way streets, channelization of traffic, and installation of traffic lights. The report calls attention to the importance of off-street parking as a means of getting the greatest use out of our highway systems, both present and pro- posed, and cites the advisability of conducting complete parking surveys as the basis for long range planning of parking facilities.

The report forcefully discusses the necessity for complete coordination between transit and highway planning and stresses the importance of integration of this Master Highway Plan with the transit development plans of the Metropolitan Transit Recess Commission and the Metropolitan Transit Authority.

The report presents estimates of costs which include con- struction at current prices and land damages at assessed values. The total cost of the Master Highway Plan, including improve-

ments to existing streets is estimated to be $322,000,000. A pro- gram of stage construction, based upon priority of need and indi- cating costs by construction periods is also included. This, how- ever, is a flexible arrangement and may be varied from time to time to suit changing traffic demands or fluctuating financial con- ditions. Considering the magnitude of the plan as proposed it is not surprising that the cost estimates reach into many millions of dollars.

As was pointed out by Your Excellency in the directive of August 9, the highway problems of the Commonwealth are not confined to the Metropolitan Area. In addition to those of this Area there exist throughout the remainder of the State many points of acute traffic congestion, many miles of inadequate high- ways, many bridges of insufficient width and strength. These problems are recognized in the current report of the Department of Public Works on State Highway Needs. To correct these con- ditions, many additional millions of dollars will be needed.

In attempting to produce a financing program for the Metro- politan Plan the needs of the remainder of the State must be kept in mind, and a fair balance maintained in order that an equitable expenditure of highway funds may result. Current gasoline tax incomes will undoubtedly prove inadequate to provide for under- writing the program on a "pay-as-you-go" basis. On the other hand, attempting to scale construction progress down to meet the tempo of normal highway fund income would prolong comple- tion of the Plan too far into the future. Means should be found that will provide for an accelerated ten-year construction pro- gram, and at the same time keep gasoline tax levies within rea- sonable bounds.

Your Joint Board, being firmly of the opinion that speed of accomplishment is the very essence of the proposed metropolitan highway system, urges that every reasonable step be taken to bring about its effectuation within the prescribed ten-year period. As previously pointed out, this cannot be accomplished under any "pay-as-you-go" policy, based upon present highway funds.

IV

While it is essential that the expressway system be completed in the shortest time possible, it should be remembered that the system is designed to tare tor our major highway needs for years into the future. It is only reasonable to expect that the future users of the system should share in its cost. It is recommended that beyond the amounts which may be appropriated from cur- rent revenues, the remainder of the costs be financed by long- term bond issues, using part of the proceeds of the Highway Fund for amortization. The projects proposed by the Master Plan represent a total cost approximately equal to that of the Department of Public Works program for the remainder of the State. It therefore seems reasonable to expect that one-half of the future funds available for new construction should be allocated toward the financing of this Plan. Upon that basis, studies by the Joint Board indicate that the proposed bond issues could be amortized within a 30-year period provided that there be imposed an additional State-wide gasoline tax of one cent per gallon, one- half of which should be earmarked for the Metropolitan Area.

The entire financing program could undoubtedly be greatly accelerated by the collection of tolls from users of the expressway system. The consultants' report under the chapter "Economic Justification," points out the savings in time and money inherent in the use of modern superhighways. The proposed expressways will afford their users such savings in time and such comfortable and pleasant travel conditions that it is doubtful if there would be any substantial opposition to the imposition of small tolls. The collection of nominal tolls would not only serve to speed up the construction program but would hasten the retirement of the bonds and permit the removal of the extra gasoline tax at the earliest possible date. Inasmuch as a decision to recommend a specific system of tolls would have to be based upon an exhaus- tive scientific study involving many complicated factors, the Board is unable to make such definite recommendations at this time. It is urged, however, that this be immediately made the subject of such a study.

A serious impediment to all major highway development in recent years, one which may well continue for some time, has been caused by the housing situation. Although every possible attempt is always made in laying out highways to avoid the tak- ing of residential property, it is impossible to locate new arterial routes in urban areas without affecting some homes. The natural reluctance on the part of highway officials to force people to va- cate their homes in these times of housing shortages, while under- standable, has nevertheless resulted in the postponement of essen- tial highway projects. On the other hand, the vigorous opposi- tion of persons whose homes are involved is also easily under- standable. Arguments that the few must suffer for the benefit of the many fail to impress the man who is told he will have to vacate his home to make way for a projected highway. In this day and age a more sympathetic approach to the problem is needed.

It should now be recognized that the relocation of tenants is an integral part of a highway project. If homes must be taken to clear the right of way, advance provision should be made to relocate the occupants in new living quarters equally as good as those they are required to leave. Admittedly not easy of accom- plishment under present housing conditions, the solution should be attempted in a realistic manner, as is being done in other cities such as New York, Chicago, and Los Angeles. When the structural condition of buildings permits, they should be moved to nearby vacant land. To assist tenants there should be set up an office of tenant relocation in conjunction with each major highway project. In congested areas, particularly those of sub- standard housing nature, consideration should be given to mass relocation of tenants in new housing projects. Sincere efforts along these suggested lines should go a long way toward facilitat- ing the acquisitions of rights of way and making possible an early start on actual construction.

Since the entire program will require at least ten years to complete, it can readily be seen that normal use and develop-

♦V

ment in the meantime of the land to be affected by right of way acquisition could result in such growth and expansion that values would reach prohibitive proportions. One way to protect the State's rights would be to make immediate takings of all prop- erties to be involved. Such a procedure would obviously be im- practicable since the necessary expenditures would unbalance the entire financial plan and upset the stage construction pro- gram. As an alternate, there could be established a policy of development control, similar to that of Ohio or Pennsylvania, whereby the State would immediately define the right of way lines but postpone actual takings until necessary for construc- tion. Under such an arrangement land would remain in private ownership, with the provision that its existing use may continue by the owners, but no change in use, nor improvement, nor sub- division be allowed without official approval.

This action would naturally raise the objection that undue hardship was being imposed upon property owners by restricting the free development of their holdings. This could be met by proper reimbursement to the owners for the limitation of use and occupancy.

Your Joint Board concludes its report with the following comments and recommendations:

For the first time the State now has a Master Highway Plan for the Boston Metropolitan Area based upon reliable factual data, data supplied by the people themselves. It might, there- fore, be paraphrased, not as the Joint Board's Plan, not as the Consultants' Plan, but as the People's Plan. If the industrial, social, and economic life of the Area is to be preserved, it must be freed from the transportation strangulation it now faces.

The Joint Board therefore recommends:

I. That the Plan be adopted as the Master Plan of High- ways for the Boston Metropolitan Area.

II. That its financing be implemented in part by a pro-

portionate share of a State-wide additional gasoline tax of one cent per gallon.

III. That its cost be paid insofar as practicable by long term general obligation bonds of the Commonwealth.

IV. That a complete study of the feasibility of toll collec- tion on the expressway system be instituted immedi- ately by the Joint Board.

V. That legislation providing for the relocation of ten- ants of properties affected be enacted.

VI. That legislation providing for the control of the de- velopment of land related to highway projects be enacted.

VII. That consideration be given to the desirability of con- ducting parking surveys in Boston and other munici- palities.

VIII. That the Joint Board be continued for the purpose of assisting in the preparation of legislation and in fur- ther development and effectuation of the Master Plan.

IX. That the policy of highway master planning as estab- lished by this report be expanded to cover the other metropolitan areas throughout the State, to be based upon origin and destination studies by the Depart- ment of Public Works, the same to be correlated with the ten-year program of the Department by joint ac- tion of the Department of Public Works and the State Planning Board.

X. That funds be appropriated to carry out the provi- sions of recommendations IV and IX above, recom- mendation IX to be on the basis of Federal funds participating.

VI

The members of your Joint Board have been proud to serve in this capacity. The origin and destination traffic survey conducted by the Department of Public Works in co-operation with the Public Roads Administration has been of immeasur- able value. It has been a pleasure to work with the consultants in the formulation of the Master Plan. Their diligent and intelligent approach to the problem has resulted in the splendid, comprehensive report appended hereto, prepared inde- pendently, with a free hand, and based solely upon factual data.

For the earnest and sympathetic consideration of Your Excellency, the General Court, municipal officials, civic and other interested agencies, and all of the people of the Commonwealth, this report is

Respectfully submitted,

wV-C-iuA.

uc« -»

4:€

William H. Buracker, Chairman Commissioner of Public Works

CjO&c/'o eJ?>-cfcSLc

<*m C>\

(Miss) Elisabeth M. Herlihy, Vice Chairman Chairman. State Planning Board

William T. Morrissey, Vice Chairman *

Commissioner, Metropolitan District Commission

♦VII

THE COMMONWEALTH OF MASSACHUSETTS

iu

MASTER HIGHWAY PLAN /» tu BOSTON METROPOLITAN AREA

prepared for the JOINT BOARD FOR THE METROPOLITAN MASTER HIGHWAY PLAN in cooperation with the PUBLIC ROADS ADMINISTRATION, FEDERAL WORKS AGENCY

by

1948

CHARLES A. MAGUIRE AND ASSOCIATES

Engineers

Boston. Massachusetts

J. E. GREINER COMPANY Baltimore

DeLEUW, CATHER & COMPANY ■ chicaco Consultants

TABLE OF CONTENTS . . .

List of Plates, Illustrations and Exhibits 2

Letter of Transmittal 4

Foreword 6

Introduction 7

Method of Approach 8

RECOMMENDED SOLUTION

A complete system of expressways to serve the entire area forms the backbone of the recommended solution to Metropol- itan Boston's complex traffic problems. So that there may be no confusion in the use of terms, it should be made clear that the word "expressway" as used in this report is synonomous with the terms "freeway" and "limited access highway." Expressways in this sense are channels for the uninterrupted movement of motor vehicles. They are connected with the adjoining street system through properly designed entrances and exits at reason- ably spaced intervals. Generally depressed below the level of the territory through which they pass, they occupy strips of generous width with properly landscaped side slopes, giving them a park- like appearance. They may be built as elevated structures, how- ever, in areas of high property values; where a depressed road- way would be below sea-level; or where existing underground structures, such as subways, make depressed roadways infeasible. In the outer portions of a metropolitan area where cross-streets are infrequent, it is often possible to build expressways conform- ing generally with existing ground contours over considerable distances. On a true expressway of any of these types, the inter-

8

ferences and accident potentials of pedestrians, cross-traffic, bus stops, parking maneuvers and other traffic hazards are eliminated by physical means. Expressways may be restricted to private automobiles or they may be opened to general highway traffic. The expressways discussed herein are intended for the use of all types of vehicles unless otherwise explicitly stated.

Functional plans have been prepared for surface improve- ments in downtown Boston which are deemed sufficient to make possible the collection and dispersion of expressway traffic. These recommended changes will also expedite the movement of traffic to and from the area on other major arteries, present and pro- posed.

A network of principal streets covering the entire metropol- itan area has been selected. It is recommended that the streets so designated be brought to maximum possible efficiency by the proper use of traffic signs, signals and markings; by the enact- ment of needed parking regulations and stringent enforcement thereof; by the installation of modern street lighting to bring the level of illumination on each artery to the standard recom-

mended by committees of impartial authorities specializing in this field; and, where appropriate, by more elaborate physical changes such as channelization, by-passes, or grade separation structures.

These plans for new highway facilities and for improvements in the use of those now existing will not be adequate unless other plans now under consideration, or their equivalent, are carried out successfully. Among these complementary plans are the pro- gram for extensions and betterments of the rapid transit system, the union truck terminals proposed by the Boston City Planning Board, plans for an improved and relocated market district, and plans for off-street parking facilities not only in downtown Boston but also in other parts of the metropolitan area.

It should be emphasized that no one can ride to work on plans for highways. This report must be implemented by proper legislative action, by a sound financial plan and by a vigorous construction program to assure these recommendations being transmuted into steel and concrete.

m

9

TRAFFIC STUDIES

L HIS MASTER HIGHWAY PLAN STUDY IS BASED ON THE

most comprehensive traffic data ever available in the Boston Metropolitan Area. The costliness and complexity of modern urban highway improvements require a sound foundation of factual data. For this reason, a technique of gathering and ana- lyzing complete information on the origins and destinations of trips by individuals in private or commercial motor vehicles and by mass transportation has been developed to a high degree of refinement during recent years. This type of information forms the background for this report.

The origin and destination study in Boston and vicinity is similar to those recently completed in 60 other American cities of all sizes. The study consists largely of travel data obtained through home interviews, supplemented by an external survey which involved roadside interviews and traffic counts. This sur- vey was undertaken by the Department of Public Works, Traffic Division, Commonwealth of Massachusetts, in cooperation with the Public Roads Administration, Federal Works Agency.

In rural areas, the pattern of vehicle movement can generally be determined satisfactorily by counting vehicles. If additional information is required, the vehicles may be stopped and such pertinent information as origins and destinations obtained. In urban areas, however, traffic congestion and the multiplicity of streets make roadside interviewing impractical. In addition to the movement of passenger cars, taxis and trucks, it is necessary to obtain data on the movements of individuals themselves, whether they travel by private vehicle, truck, taxi, street car, bus or otherwise, and it is especially important to obtain information concerning their origins and destinations. Further, it is impor- tant to know when, where, how and for what reason people travel.

DESCRIPTION OF ORIGIN AND

DESTINATION SURVEY Study Area

The Boston Metropolitan Traffic Study Area is comprised of approximately 380 square miles with an estimated population of 1,810,000. In addition to the City of Boston, the following cities and towns are included in the study area: Arlington, Belmont, Braintree, Brookline, Cambridge, Chelsea, Dedham, Everett, Lynn, Maiden, Medford, Melrose, Milton, Newton, Quincy, Revere, Saugus, Somerville, Waltham, Watertown, Weymouth, Winchester and Winthrop. The study area is served by three U. S. routes, namely, 1, 3, and 20, in addition to state numbered routes as shown on

Plate 1 — Regional Map Showing U. S. Routes,

Plate 2 — Important Roads, Cities and Towns Adjacent to Study Area.

Division of Study Area

In order to obtain complete information on traffic move- ments, each city and town within the study area was divided into zones and further subdivided into sectors, the latter consisting of two or three city blocks. The area was thus subdivided into 138 zones and 648 sectors of which 17 zones containing 177 sec- tors were located in downtown Boston. For analysis, the zone was used as the smallest subdivision except for special studies. However, all origins and destinations were coded by both zones and sectors, which will make possible the study of specific high- way locations as required. Plate 3 shows the subdivision of the study area into zones.

10

Sampling and Interviewing

A sampling technique similar to the method successfully employed in public opinion polls was used. The accuracy of this procedure has been proven by the Bureau of Census, and by the experience in other metropolitan areas in conducting similar surveys. Its success depends on the selection of a truly represen- tative sample and the proper training and supervision of inter- viewers.

The origin and destination study was divided into two

phases:

1. Internal survey, including

a. Selection of samples for homes,

trucks, and taxis

b. Home interviews

c. Truck interviews

d. Taxi interviews

2. External survey

a. Traffic counts

b. Roadside interviews

In selecting the sample for home interviews, Sanborn and zone maps were used. A five per cent sample was selected which produced 21,444 units, from which 22,512 interviews were ob- tained, and 22,409 were completed. (Some units contained two or more households.)

In the case of both taxicabs and trucks, a 10 per cent sample was used. A total sample of 194 taxis was selected which pro- duced 172 interviews. In the truck survey a sample of 2,873 trucks was selected which produced 2,381 interviews. The dif- ference between the total sample and total interviews is ac- counted for by the fact that some of the sample vehicles were out of operation.

Qualified interviewers, specially trained for the work, visited apartment houses, private homes, rooming houses, hotels, institu- tions, hospitals and colleges in each section of the study area. They questioned the occupants concerning trips made by each

member of the household on the preceding day, including travel by automobile, taxi, rapid transit, bus and train. At hotels, only permanent guests were interviewed, and at institutions only staff employees. The interviews were made on weekdays from Tues- days through Saturdays and the interviewers obtained informa- tion on travel on the day preceding the interview. Interviews were conducted for the selected sample only and no substitutes were permitted.

The external survey determined the travel habits of persons entering the study area. On all roads intersecting the boundary around the study area and carrying significant volumes of traffic, passenger car, taxi and truck drivers were stopped and ques- tioned as to their origins and destinations. Forty seven of the 105 roads that crossed the cordon carried 90 per cent of the daily traffic. Roadside interview stations were set up on these 47 high- ways and over 65 per cent of all vehicles that passed through these stations were stopped and interviewed on a typical weekday.

These two phases of study were carried on simultaneously from September 4, 1945 to December 15, 1945 for weekday travel only, Monday through Friday, and the data recorded at the road- side interview stations were correlated with the internal inter- view information.

Accuracy of Survey

A screen line was established to check the accuracy of the expanded interview data. The line selected started at the Sum- ner Tunnel, crossed the Charlestown district, the Warren and Prison Point Bridges, and then followed the Fitchburg Division of the Boston and Maine Railroad through Somerville, Cam- bridge and Belmont. Daily volume counts were made at each of the 21 roads crossing the screen line. These volumes were then compared with the probable traffic as derived from the ex- panded interview data. For the 16-hour period from 7:00 A.M. to 11:00 P.M. the interview accuracy was 91 per cent, which compares favorably with similar surveys in other cities.

11

Il

ANALYSIS OF DATA

The traffic data collected from the interviews make it pos- sible to learn where people go, the time pattern of travel, the trip purposes, and the modes of transportation. Analysis of this in- formation provides the basis for selecting route locations to best serve the traffic needs of the study area. Estimates can also be made of the traffic volumes which will use the various sections of the proposed routes as well as the use of proposed access facilities.

The traffic movement of vehicles and passengers is divided into four classes as follows:

- Movement of all types of motor vehicles from one roadside interview station to another without a stop within the area.

Movement of all types of motor vehicles between roadside interview stations and zones.

Class 1

Class 2

Class 3 — Movement of all types of motor vehicles between zones.

Class 4 — Mass transportation passenger movement between zones.

12

The following tabulation shows a recapitulation of these classes:

Total

Means of Travel MOTOR VEHICLE TRIPS BY:

Passenger Cars and Taxi . 7,715

Trucks 1,090

Total Motor Vehicle Trips . . 8,805

Station	Station	Zone
to	to	to
Station	Zone	Zone

154,883 467,148 629,746

21,960 158,257 181,307

176,843 625,405 811,053

MASS TRANSPORTATION

Boston Elevated Railway Company Vehicles* ....

Alone ....

In Combination Independent Buses .

Alone ....

In Combination Suburban Railroads

Alone ....

In Combination Total Mass Transportation

* Now operated by Metropolitan Transit Authority.

807,600

760,986 46,614

117,591 5,943

32,561 15,776

979,471 979,471

123,534

48,337

Desire Lines of Travel

From the data obtained on the various classes of traffic move- ment, desire lines of travel for all types of motor vehicles — passenger cars, taxis, and trucks — as well as Metropolitan Transit Authority and independent bus patrons, and suburban railroad passengers were prepared. A desire line can be defined as a straight line between the point of origin and the point of des- tination of a trip or group of similar trips, without regard to routes traveled, in other words the line of travel if a direct high- way existed. These lines were drawn between roadside interview

stations, between roadside interview stations and the geograph- ical center of zones, and between zones. In the preparation of charts showing desire lines of travel, the intra-zone trips are omitted because it is not feasible to show directional flow within a zone.

Major directional desire lines were prepared showing travel by all types of motor vehicles, by trucks only, by vehicles of the Metropolitan Transit Authority and by independent buses, and by suburban railroads. These major directional desire lines are shown on Plates 11, 12, 16 and 17, respectively. The bands do not show trip lengths, neither do they establish the exact location for traffic routes. They should not be confused with traffic flow charts which show actual or anticipated traffic on existing or pro- posed facilities. Each band is merely a grouping of the various desire lines having a like direction into a band showing that di- rectional desire. The major directional desire lines form a basis for selection of the general location of expressways, street im- provements, or rapid transit routes from the viewpoint of traffic service. The widths of the bands indicate the approximate vol- ume of vehicles or passengers each route would attract. The bands are relative only and represent such trips as fall within rather close limits along the direction of the major desire lines of travel.

Motor Vehicle Trips

Appendix 1 shows the number of daily trips by all types of motor vehicles passing thru the study area from cordon to cordon, identified by station of entry.

Appendix 2 shows by types of motor vehicles the number of daily trips with origin or destination within the study area that crossed the cordon line and the stations thru which they passed.

In order to present a complete picture of the movement of all types of motor vehicles between zones, Appendix 3 gives a recapitulation of these data. The totals in this tabulation are sums of the actual daily expanded trips segregated into total

inter and intra-zone trips, intra-zone trips and inter-zone trips for zones of the downtown area and all other zones.

Mass Transportation Passenger Movement Between Zones

The inter- and intra-zone travel by Boston El (now the Metropolitan Transit Authority) , independent bus and subur- ban railroad represents 979,471 daily trips, divided as follows: Boston Elevated Railway Company's Vehicles 807,600

Independent Buses 123,534

Suburban Railroad 48,337

Of these, 908,058, or 92.71 per cent, are inter-zone trips, while the remaining 71,413 or 7.29 per cent, are intra-zone trips. In order to show mass transportation passenger trips, which have origin or destination in zones of the downtown area separately from those that have origin and destination in other zones but must pass through the downtown area, these passenger trips have also been segregated into two groups, one showing the travel be- tween downtown area and zones and the other between zones exclusive of the downtown area. See Plates 13 and 14.

The intra-zone passenger trips are not shown on the plates portraying Metropolitan Transit Authority, independent bus or railroad passenger travel.

Actual fare collections are known to be greater than the above figures indicate, just as screen line volume counts of ve- hicles were greater than volumes as derived by analysis of the home interview surveys. The patterns of transit traffic movement as revealed by these data are proportionately correct, however, and can be expanded accordingly. A summary of the survey data will be found in Appendix 4 which also recapitulates vehicular data.

The following tabulation shows a recapitulation of the movement between zones of mass transportation passengers, either by Metropolitan Transit Authority, independent buses or suburban railroads. These data are shown as total inter- and intra-zone trips, intra-zone trips alone and inter-zone trips alone for zones of the downtown area and for all other zones.

13

Suburban Boston

Movement Railroad Bus El Total

Inter- and Intra-Zone Trips Between Downtown Area and Other Zones . 39,076 5,775 413,973 458,824

Inter- and Inira-Zone Trips Between Zones Exclusive of Downtown Area . 9,261 117,759 393,627 520,647

Total Inter- and Intra-Zone Trips . . 48.337 123,534 807,600 979,471

Intra-Zone Trips —

Downtown Area 1,407 1,407

Downtown Area

Other Zones 63 17,653 52,290 70,006

Total Intra-Zone Trips 63 17,653 53,697 71,413

Inter-Zone Trips — Downtown Area and Other Zones 38,971 5,775 391,797 436543

Inter-Zone Trips —

Downtown Area 105 20,769 20,874

Between Other Zones 9,198 100,106 341,337 450,641

Total Inter-Zone Trips 48,274 105.881 753,903 908,058

Intra-Area Trips — Downtown Area . 105 22,176 22,281

Origins and Destinations In order to ascertain the movement of traffic within the study area, it is important to know the origin and destination of trips made in private vehicles and also those by mass transportation. As a trip consists of a journey between an origin and a des- tination, the total number of origins and destinations within any area is twice the number of inter- and intra-zone trips plus the inter-area trips having either origin or destination within the area.

The total number of inter- and intra-zone trips for all types of motor vehicles within the study area was 625,405. This multi- plied by two gives 1,250,810 origins and destinations within the study area to which must be added 176,843 inter-study area trips which have either an origin or destination within the study area making a grand total of 1,427,653 origins and destinations. As through trips do not have either origins or destinations within the study area, they are not included.

For mass transportation, origins and destinations are shown only for the zone to zone movement within the study area be- cause it was not practicable to stop vehicles in this category at roadside interview stations for the purpose of interviewing passengers.

The total number of inter- and intra-zone daily Boston Elevated, independent bus and suburban railroad passenger trips within the study area was 979,471. This multiplied by two gives 1,958,942 origins and destinations within the study area.

Origins and destinations for all types of motor vehicles and for mass transportation by cities and towns will be found in Appendix 5 and Appendix 6, and graphically on Plates 18 and 19, respectively.

Traffic to the Downtown Area

Boston, like most other large cities, has serious traffic prob- lems in the downtown area. From the data collected by the origin and destination survey, the residents have revealed where they want to go. Construction of new facilities or improvement of existing streets in the locations indicated by correct interpre- tation of these data will aid in the collection and dispersion of downtown traffic.

14

Congestion on the downtown streets will also be reduced to the extent that they are now overburdened, with traffic which will be over-passed or by-passed on the proposed expressways. Potentialities for relief as a result of this expedient are not as great as in the case in most other large cities.

An analysis of the data from the recent survey shows that 25.47 per cent of all the traffic in and out of the study area either goes through, into or moves within the downtown area of Boston. This traffic is divided as follows: 18.24 per cent had origin or destination in the business district, 1.85 per cent went thru without stopping, and 5.38 per cent of all trips made in the sur- vey area had both origins and destinations in the downtown area. Only 16.9 per cent of the traffic entering downtown Boston could be by-passed.

The daily movement of all types of motor vehicles between zones of the entire study area plus the 47 roadside stations and zones of the downtown area is 147,925 daily trips, divided as follows: 117,984 daily trips between zones of the entire study area and the downtown area and 29,941 between roadside inter- view stations and the downtown area being 79.76 and 20.24 per cent, respectively, of the total daily trips.

In addition there are 43,666 daily trips made wholly within the downtown area and 15,002 trips pass thru the area without stopping. Therefore, a total of 206,593 motor vehicle trips had origin or destination within, or passed thru, the downtown area.

In order to portray graphically the movement between the downtown area and the various zones and roadside interview stations the entire study area was divided into seven areas radiat- ing from downtown Boston.

Plates 20 to 26, inclusive, show graphically the dispersion of daily traffic between the downtown area and the various areas and roadside interview stations. Detailed information for each area and for a composite of all areas is given in Appendix 7.

The intra-zone travel of 43,666 daily trips within the down- town area is not shown on the plates nor in Appendix 7, neither is the through movement of 15,002 trips, or travel between inter- view stations.

The greatest number of daily trips into the downtown area is from the west. The movement from this area is 42,127 daily trips or 28.48 per cent of the 147,925 daily trips. The least num- ber of daily trips into the downtown area is from South Boston or Area 7. The movement from this area is 8,095 daily trips or 5.47 per cent.

The greatest number of daily trips from points outside the study area alone to the downtown area is from the northwest, and the fewest from the north.

Supporting Data

The traffic information presented briefly in the foregoing presentation and accompanying exhibits is supported not only by the basic data prepared by the Department of Public Works, Commonwealth of Massachusetts, but also by 18 thick volumes of tables summarizing and analyzing these data which were pre- pared by the consultants. These volumes should be carefully preserved, as they will prove of constant value in the implement- ing of the recommendations contained herein and in the detailed studies of other traffic problems which will be made in the future.

15

PLATE 1

REGIONAL MAP

A map of the Boston Metropolitan Traffic Study Area with relation to the surrounding states showing U. S. numbered routes and the proposed interstate highway system.

16

HAMPSHIRE

PLATE 2

MAJOR HIGHWAY MAP

Cities and towns within twenty-five miles of the Origin and Destination Study Area showing impor- tant State highways.

17

PLATE 3

ZONE MAP

The Boston Metropolitan Traffic Study Area sub- divided into 138 zones.

The numbered zones on the map torm the basis for the origin and destination study procedure. Also shown and identified by number are the 47 roadside interview stations where trip information was obtained from motor vehicle drivers entering and leaving the study area.

p^n

18

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PLATE 4

DESIRE LINES

All Types of Motor Vehicles — Thru Trips

Desire lines of travel for all types of motor vehicles, in volumes of 100 trips or over per day, from one roadside interview station to another without stop- ping in the study area. Of a daily total of 8,805 such trips, 2,781 or 31.58 percent take place in groups of 100 or over and are therefore charted on the exhibit. The 8,805 thru trips across the study area from cor- don to cordon represent only 1.09 percent of the 811,053 daily trips made thru to, from or within the study area. Of these thru trips, 7,715 or 86.62 percent represent passenger cars or taxis while the balance are made by trucks.

19

PLATE 5

DESIRE LINES

All Types of Motor Vehicles — Between Stations and Zones

Desire lines of travel for all types of motor vehicles, in trip volumes of 100 and over per day, between roadside interview stations and zones. The bars represent 115,545 trips or 65.34 percent of the total 176,843 daily trips between roadside interview sta- tions and zones. These 176,843 trips are only 21.80 percent of a total of 81 1,053 trips made daily in the study area. A directional breakdown by types of vehicles follows:

Between AH Roadside Type of Vehicle Interview Stations and Zones

Volume Percent of ( )

All Types of Motor Vehicles . . 176,843 (1) 100.00 Passenger Cars and Taxis . . . 154,883 (2) 87.58 (1) Trucks 21,960 (3) 12.42 (1)

Between Northern Roadside Interview Stations and Zones

All Types of Motor Vehicles . . 89,092 50.37 (1)

Passenger Cars and Taxis . . . 78,268 50.53 (2)

Trucks 10,814 49.24 (3)

Between Western Roadside Interview Stations and Zones

All Types of Motor Vehicles . . 38,757 21.92 (1)

Passenger Cars and Taxis . . . 34,025 21.97 (2)

Trucks 4,732 21.55 (3)

Between Southern Roadside Interview Stations and Zones

All Types of Motor Vehicles . . 49,004 27.71 (1)

Passenger Cars and Taxis . . . 42,590 27.50 (2)

Trucks 6,414 2921 (3)

20

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PLATE 6

DESIRE LINES

Trucks — Between Stations and Zones

Desirk lines of travel for trucks, in volumes of 50 trips and over per day, between roadside interview stations and zones. The bars represent 6,977 trips or 31.77 percent of a daily total of 21,960 truck trips and 3.95 percent of the 176,843 daily trips between roadside interview stations and zones. The 21,960 truck trips represent 3.85 percent of 181,307 daily truck trips thru, into and within the study area.

ZZ'JLJlf"

21

PLATE 7

DESIRE LINES

All Types of Motor Vehicles Between Zones and Downtown

Desire lines of travel for all types of motor vehicles in volumes of 100 trips and over per day, for inter- zone trips between the downtown area and other zones. The lines represent 86,114 trips or 57.64 per- cent of 149,412 daily inter-zone trips between the downtown area and other zones. Not shown are 43,666 daily intra-area trips within the downtown area.

All inter- and intra-zone trips by all types of motor vehicles traveling within the study area rep- resent 625,405 daily trips or 77.11 percent of the total 811,053 daily motor vehicle trips. Of the 625,405 daily trips, 515,940 or 82.50 percent, are inter-zone trips, while the balance are intra-zone trips. The inter-zone trips represent the major por- tion of the traffic moving in the study area and it is this traffic that the proposed system of expressways is intended to serve.

The intra-zone trips are omitted from the plates showing the desire lines of travel for zone to zone movement because it was not feasible to show the directional How within a zone.

In order to show movements which have origin or destination in the zones of the downtown area separately from those which have origin or destina- tion in other zones but must pass through the down- town area, the desire lines of travel portraying the zone to zone movement have been divided into groups — one showing the travel between the down- town area and zones, and the other between zones exclusive of the downtown area.

22

COADON UNE

OTT OB TOWN UNt IONE Line

©ROADSIDE INTERVIEW STATIONS

PLATE 8

DESIRE LINES

All Types of Motor Vehicles

Between Zones

(Exclusive of Downtown)

Desire lines of travel for all types of motor vehicles, in trip volumes of 100 trips and over per day, for inter-zone trips between zones other than those in the downtown area. The lines represent 294,888 trips or 80.45 percent of 366,528 daily inter-zone trips between zones other than those in the down- town area. Not shown are 109,465 daily intra-zone trips within the study area, 12,238 of which were in the downtown area.

Of the 515,940 daily inter-zone trips within the entire study area 117,984, or 22.87 percent, were between the downtown area and other zones, 31,428, or 6.09 percent, were between zones of the down- town area, while the balance was between zones, exclusive of the downtown area. See Appendix 3.

23

PLATE 9

DESIRE LINES

Trucks Between Zones and Downtown

Desire lines of travel for trucks, in trip volumes of 50 trips and over per day, for inter-zone trips be- tween the downtown area and other zones. The lines represent 14,590 trips or 41.55 percent of the 35,112 daily inter-zone truck trips between the downtown area and other zones. Not shown are 22,450 daily intra-area truck trips within the down- town area.

All inter- and intra-zone trips by trucks traveling within the study area represent 158,257 trips or 25.30 percent of the total 625,405 daily trips. Of the 158,257 daily trips 114,707, or 72.48 percent, are inter-zone trips while the balance are intra-zone trips.

Of the 114,707 daily inter-zone trips 21,232, or 18.51 percent, were between zones of the downtown area and other zones, 13,880 or 12.10 percent were between zones of the downtown area while the re- maining 79,595 daily trips, or 69.39 percent, were between zones exclusive of the downtown area. Of the 43,550 intra-zone trips, 8,570 were in the down- town area.

24

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PLATE 1 0

DESIRE LINES

Trucks — Between Zones (Exclusive of Downtown)

Desire lines of travel for trucks, in volumes of 50 trips and over per day, for inter-zone trips between zones other than those in the downtown area. The lines represent 59,862 trips or 75.21 percent of the total 79,595 daily inter-zone truck trips between zones other than those in the downtown area. Not shown are 34,980 daily intra-zone truck trips within the study area.

25

PLATE 11

MAJOR DESIRE LINES

All Types of Motor Vehicles

Major directional desire lines of travel for all types of motor vehicle trips, internal and external. The volumes as shown by width of bands are relative only and represent such trips as fall within rather close limits of these directional lines. The 13 major desire lines shown represent 371,680 trips divided as

follows:

Between roadside interview stations . . 1.533

Between roadside interview stations and

zones 66,063

Inter-zone trips 304,084

Total 371,680

This volume represents 52.98 percent of 701,588 daily trips made through, into and within the study area, exclusive of intra-zone movement, for all types of motor vehicles.

These bands do not show trip lengths nor do they establish the most feasible location for traffic facil- ities. Each band is merely a grouping of the various desire lines along a like direction, into a band show- ing that directional desire.

— conooN un( ._ cm Of TOWN UNE

IONC UHC

26

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PLATE 12

MAJOR DESIRE LINES

Trucks

Major directional desire lines of travel for truck trips, both internal and external. The volumes as shown by width of bands are relative only and rep- resent such trips as fall within rather close limits of these directional lines. The eight major desire lines shown on the plate represent 98,041 trips divided as follows:

Between roadside interview stations . . 40

Between roadside interview stations and zones 6,554

Inter -zone trips 91,447

Total 98,041

This volume represents 71.17 percent of 137,757 daily truck trips made thru, into and within the study area, exclusive of intra-zone movement.

These bands do not show trip lengths nor do they establish the most feasible locations for traffic routes. As on Plate 1 1 each band is merely a group- ing of the various desire lines, along a like direc- tion, into a band showing that directional desire.

27

PLATE 13

DESIRE LINES

Mass Transportation Between Zones and Downtown

Desire lines of travel for Boston Elevated Railway Company (now Metropolitan Transit Authority) and independent bus passengers, in volumes of 100 trips and over per day, for inter-zone trips between the downtown area and other zones. The lines rep- resent 378,890 trips or 95.30 percent of 397,572 daily inter-zone Boston El and independent bus passenger trips between the downtown area and other zones. The pJate does not show the 22,176 daily intra-area Boston El passenger trips within the downtown area.

The following table classifies trips by public trans- portation, other than suburban railroads which ac- count for only 4.94 percent of the total:

Number and Percent of Transit Trips

Boston Independent Elevated Bus

Total (Including Railroad) 979,471 (1)

Inter- and Intra Zone . . . 807,600 (2) 123,534 (4)

82.45% of (1) 12.61 % of (1)

Inter-Zone 753,903 (3) 105,881 (5)

93.35% of (1) 85.71% of (4) Between Downtown and

other Zones 391,797 5,775

51.97% of (3) 5.45% of (5) Between Zones Exclusive of the Downtown .... 341,337 100,106

45.27% of (3) 94.55% of (5) Between Zones of Down- town Area 20,769

2.75% of (3)

Intra-Zone

Downtown Area .... 1,407 _...

Other 52,290 17,653

14.29% of (4)

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PLATE 14

DESIRE LINES

Moss Transportation Between Zones — Exclusive of Downtown

Desire lines ot travel for Boston Elevated and in- dependent bus passengers, in volumes of 100 trips and over per day, for inter-zone trips between zones other than those in the downtown area. The lines represent 403,328 passenger trips or 91.37 percent of 441,443 daily passenger inter-zone trips between zones other than in the downtown area. There are 69,943 daily passenger intra-zone trips within the study area which are not shown.

•mpk\^

29

PLATE 15

DESIRE LINES

Railroad Passengers

Desire lines of travel for railroad passengers, in volumes of 50 trips and over per day, for inter-zone trips. The lines represent 37,184 passenger trips or 77.03 percent of 48,274 daily inter-zone railroad passenger trips.

Of the 48,274 daily ■ inter-zone trips, 38,971 or 80.73 percent were between zones of the downtown area and other zones, 105 or 0.22 percent, were be- tween zones of the downtown area, while the re- maining 9,198 or 19.05 percent, were between zones exclusive of the downtown area. There were no intra-area trips within the downtown area.

All inter- and intra-zone trips by railroad pas- sengers represent 48,337 daily trips or 4.94 percent of the total 979,471 daily trips by mass transporta- tion. Of the 48,337 railroad passenger trips 48,274 or 99.87 percent, are inter-zone trips, while only 63 are intra-zone trips.

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PLATE 16

MAJOR DESIRE LINES

Mass Transportation

A composite map showing major directional desire lines of travel for Boston Elevated and independent bus passengers. The volumes as shown by width of bands are relative only and represent such pass- enger trips as fall within rather close limits of these directional lines. The 12 major desire lines shown on the plate represent 485,132 trips divided as fol- lows:

Boston Elevated 414,307

Independent Bus 70,825

Total 485,132

This volume represents 56.42 percent of the total 859,784 daily Boston Elevated and independent bus passenger trips made within the study area, exclu- sive of intra-zone movement.

These bands do not show trip lengths nor do they indicate exact locations of Boston Elevated or independent bus routes. Each band is merely a grouping of the various desire lines, along a like direction, into a band showing that directional desire.

31

PLATE 17

MAJOR DESIRE LINES

Railroad Passengers

A composite map showing major directional desire lines of travel for railroad passengers. The volumes as shown by width of bands are relative only and represent such passenger trips as fall within rather close limits along the direction of the major desire lines. The six major desire lines represent 41,995 daily inter-zone trips which is 86.99 percent of 48,274 daily railroad passenger trips made within the study area.

These bands do not show trip lengths nor do they establish the most feasible location for trans- portation routes. Each band is merely a grouping of the various desire lines, along a like direction, into a band showing that directional desire.

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32

PLATE 18

ORIGINS AND DESTINATIONS BY ZONES

All Types of Motor Vehicles

Presentation of the number of all types of motor vehicles that have origins and destinations in each zone.

The length of each bar represents to scale the total number of daily origins and destinations for all types of motor vehicles, the solid lower portion representing the number of daily truck trips with origins and destinations in each zone.

33

PLATE 19

ORIGINS AND DESTINATIONS BY ZONES

Mass Transportation

Graphic presentation of the number of Boston El- evated and independent bus and railroad passengers that have origins and destinations in each zone.

The length of each bar represents to scale the total number of daily origins and destinations for Boston Elevated, independent bus, and railroad passengers, while the solid lower portion of each bar represents the total daily origins and destina- tions by railroad passengers alone.

34

TRIPS PER 24 HOURS

PLATE 20

TRIPS BETWEEN DOWNTOWN BOSTON AND AREA 1

All Types oj Motor Vehicles

Dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and Weymouth, Braintree, Quincy, Milton, Dorchester, and Roxbury plus the trips between the downtown area and the 12 roadside interview sta- tions located at the boundary lines of these localities.

The greatest width of the band represents to scale 25,002 total daily trips. The smaller scaled tentacles indicate the dispersion of these daily trips to the zones of the downtown area.

The locations of the 12 roadside interview sta- tions and movement between these stations and the downtown area are as follows:

Station Number Location	Located at Boundary of Trips	Percent
35	Route 138	Milton 1,749	26.01
36	Route 128	Mil ton 90	1.34
37	Route 28	Quincy 1,588	23.61
38	North Street	Randolph 452	6.72
39	Route 37	Braintree 189	2.81
40	Route 18	Weymouth. 401	5.96
41	Union Street	Weymouth 239	3.55
42	Route 128	Weymouth 139	2.07
43	Route 3	Weymouth 502	7.47
44	High Street	Weymouth 56	0.83
45	Fort Hill Street	Hingham 85	1.26
46	Route 3 A	Weymouth 1,235	18.37

Total 6,725 100.00

35

PLATE 21

TRIPS BETWEEN DOWNTOWN BOSTON AND AREA 2

All Types of Motor Vehicles

Dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and Dedham, Jamaica Plain, West Roxbury, and Hyde Park, plus the trips between the down- town area and the six roadside interview stations located at the boundary lines of these localities.

The greatest width of the band represents to scale 19,453 total daily trips. The smaller scaled tentacles indicate the dispersion of these daily trips to the /ones ol the downtown area.

The locations of the six roadside interview sta- tions and movement between these stations and the downtown area is as follows:

Station Number Location	Located at Boundary of	Trips	Percent
29 Great Plain Ro;i<l	Need ha in	235	8.01
30 Route 135	Need ham	17	0.58
31 High Street, Route 109	Dedham	675	23.01
32 Washington Street, Route 1A	Dedham	639	21.78
33 Providence Pike, Route 1	Dedham	1,293	44.07
31 last Street	Dedham	75	2.55
	Total	2,934	100.00

36

TR.PS PER 2 4 HOURS

PLATE 2 2

TRIPS BETWEEN DOWNTOWN BOSTON AND AREA 3

All Types of Motor Vehicles

Dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and Allston, Brighton, Brookline, Newton, Waltham, and Watertown plus the trips between the downtown area and the eight roadside inter- view stations located at the boundary lines of these localities.

The greatest width of the band represents to scale 42,127 total daily trips. The smaller scaled tentacles indicate the dispersion of these daily trips to the zones of the downtown area.

The locations of the eight roadside interview sta- tions and movement between these stations and the downtown area is as follows:

Station Number Location	Located at Boundary of	Trips	Percent
21 Route 128	Waltham	68	0.90
22 Route 117	Waltham	208	2.76
23 Route 20	Waltham	587	7.80
24 Route 30	Newton	400	5.31
25 Washington Street	Newton	516	6.85
26 Route 9	Newton	4,792	63.62
27 Central Avenue	Needham	95	1.26
28 Route 128	Newton	866	11.50

Total 7,532 100.00

37

PLATE 23

TRIPS BETWEEN DOWNTOWN BOSTON AND AREA 4

All Types of Motor Vehicles

Dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and Arlington, Belmont, Cambridge, Medford, Somerville, and Winchester plus the trips between the downtown area and the nine roadside interview stations located at the boundary lines of these local- ities.

The greatest width of the band represents to scale 29,668 total daily trips. The smaller scaled tentacles indicate the dispersion of these daily trips to the zones of the downtown area.

The locations of the nine roadside interview sta- tions and movement between these stations and the downtown area is as follows:

Station Number Location	Located at Boundary of Trips	Percent
12	Woodland Road	Medford 136	1.78
13	Route 28	Medford 3,012	39.37
14	Marble Street	Stoneham 119	1.56
15	Washington Street	Winchester 105	1.37
16	Main Street, Route 38	Winchester 701	9.16
17	Cambridge Street, Route 3	Winchester 818	10.69
18	Summer Street, Route 2A	Arlington 108	1.41
19	Massachusetts Avenue	Arlington 336	4.39
20	Concord Pike, Route 2	Arlington 2,316	30.27

Total 7,651 100.00

38

10,000

avooo}.;V<-.-,j

TRIPS PER Z4 HOURS

e, ooo [■;■;.;.;.

il^ZiivVj

PLATE 24

TRIPS BETWEEN DOWNTOWN BOSTON AND AREA 5

All Types of Motor Vehicles

Dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and Charlestown, Everett, Maiden, and Mel- rose plus the trips between the downtown area and the three roadside interview stations located at the boundary lines of these localities.

The greatest width of the band represents to scale 9,999 total daily trips. The smaller scaled tentacles indicate the dispersion of these daily trips to the zones of the downtown area.

The locations of the three roadside interview sta- tions and movement between these stations and the downtown area is as follows:

Station Number Location	Located at Boundary of	Trips	Percent
9 Main Street	Melrose	558	37.23
10 Franklin Street	Melrose	32	2.13
1 1 Lynn Fells Parkway	Melrose	909	60.64

Total 1,499 100.00

TRIPS PER 24 HOURS

39

PLATE 25

TRIPS BETWEEN DOWNTOWN BOSTON AND AREA 6

All Types of Motor Vehicles

Dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and Chelsea, Lynn, Revere, Saugus, East Bos- ton, and Winthrop plus the trips between the down- town area and the nine roadside interview stations located at the boundary lines of these localities.

The greatest width of the band represents to scale 13,581 total daily trips. The smaller scaled tentacles indicate the dispersion of these daily trips to the zones of the downtown area.

The locations of the nine roadside interview sta- tions and movement between these stations and the downtown area is as follows:

Station	Located at
Number Location	Boundary of	Trips	Percent
1 Route 129	Lynn	487	13.53
2 Route 1A	Lynn	581	16.14
3 Essex Street	Lynn	65	1.81
4 Route 107	Lynn	461	12.81
5 Lynn Street	Pea body	138	3.83
6 Lynnfield Street	Lynn	17	0.47
7 Route 1	Saugus	1,654	45.94
8 Water Street, Route 129	Saugus	48	1.33
47 Nahant Road	Nahant	149	4.14

Total 3,600 100.00

40

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TRIPS PER 24 HOURS

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TRIPS PER 24 HOURS

PLATE 26

TRIPS BETWEEN DOWNTOWN BOSTON AND AREA 7

All Types of Motor Vehicles

Dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and South Boston. There were no roadside interview stations located in South Boston.

The greatest width of the band represents to scale 8,095 total daily trips. The smaller scaled tentacles indicate the dispersion of these daily trips to the zones of the downtown area.

41

PLATE 27

TRIPS WITH ORIGINS OR

DESTINATIONS IN EACH

SECTOR OF DOWNTOWN BOSTON

All Types of Motor Vehicles

Numbi r of daily trips by all types of motor vehicles that have origin or destination in each sector of the downtown area. The total trips shown are 191,591 and include movement from zones to the downtown area, roadside stations to the downtown area and the intra-downtown area movement.

42

3 _ BOO

tpOO»'

100 500 1000 *00C 10,000

.

THE EXPRESSWAY SYSTEM

L HE TRAFFIC ANALYSIS HAS SHOWN THAT A NUMBE

of well defined major desire lines of travel exist in the Boston Metropolitan Area. To serve the present and the future traffic along these travel lines a system of expressways has been de- veloped to form the backbone of the highway transportation net- work. The data collected from the origin and destination survey have been used in the analysis of the proposed system of express- ways to determine the location of the facilities which will meet the needs of the greatest number of motorists within and passing through the study areas. In selecting routes for analysis to deter- mine the amount of traffic and the service which would be rendered, eight radial routes closely conforming to the major directional lines of travel have been chosen, as shown on Page 50. Deviations from these direct lines of travel have been imposed in several instances, however, by such practical considerations as bays, hills, or highly developed communities.

GENERAL CONSIDERATIONS

In developing the system it was necessary to make a thor- ough study of existing highways in order to analyze these facil- ities as feeders or supplemental routes, thus minimizing the num- ber of expressways ultimately required to serve indicated traffic volumes. In this connection the expressways have generally been located where they will not parallel or compete with existing adequate highways. The system has been so located as to pro-

:1c for proper connections between the various routes and the existing and planned state and federal highways as the latter ap- proach and penetrate the Metropolitan Area. ~*

Four of the expressways will comprise parfs of the proposed forty thousand mile network of interstate highways to serve the entire United States. This system was originally proposed by the National Interregional Highway Committee and reported to the President of the United States in January 1944. It was approved by the several state highway departments and the Administrator of the Public Roads Administration, Federal Works Agency, on August 2, 1947. The recommended system is designed to fulfill the needs of interstate and intercity highway transportation nec- essary to the future economic welfare and defense of the nation. Under such a program the Boston area would be served by U. S. Route 1 to the south via Providence, U. S. Route 20 to the west, thru Springfield, U. S. Route 3 thru Lowell to the northwest, and by U. S. 1 to the north thru Newburyport. The present loca- tions of these four routes are shown on Plate 1. They must be improved and, in most cases, relocated before they will conform with interstate standards of design for capacity, sight distances, grades and, primarily, limitation of access.

Since these highways have generally been found to be in- adequate to carry heavy volumes of traffic, it is important that urban sections of the interstate system be developed first. There-

43

fore, Federal funds have been appropriated to aid in the con- struction of such urban portions of these routes. To qualify for these funds such highways must be designed and built to high standards as limited access highways or expressways.

In general the expressways will require rights-of-way from two hundred to three hundred feet wide. Locations have been selected, therefore where such takings of real estate will not entail prohibitive cost. Long sections of sparsely developed property have been found for this purpose. Where populated areas must be traversed, the routes have generally been located in neigh- borhoods where real estate values are now low and where they are still declining. The new service provided by the expressways should arrest the deterioration of such neighborhoods and aid in their rehabilitation. Further studies were made of new resi- dential and industrial developments and population trends with- in the areas traversed to determine the effect of these items upon the traffic potentialities and utility of each route. In laying out the system of expressways, special consideration has been given to the need for constructing each route in stages over a period of years. Under such a program each unit as constructed should serve as a needed and efficient traffic artery while the balance of the system is being completed.

A further consideration in locating the master expressway system involved a s<udy of other forms of transportation and plans for their improvement and extensions, in order to provide one integrated transportation system rather than competing or parallel systems.

The locations shown for the various expressways on the large folded map in the back of this report and on the plan and profile sheets appended hereto are the result of preliminary sur- veys only. Final studies of the individual routes required for design purposes may lead to deviations in alignments as great as several hundred feet from those shown herein. It is certain, however, that alignments in the general locations indicated can

be found for expressways conforming with all of the basic design standards.

DESIGN STANDARDS

Basic standards utilized in the location and design of the expressway system are in conformity with those proposed and adopted by Federal and State Governments for use on the inter- state highway system. While conformance with these standards is recommended by the interregional committee as a condition precedent to cooperation on the part of the Federal Government in the construction of any route forming a link in the system, nevertheless the committee has recognized that in certain in- stances, topography, property values, or other controlling fea- tures may prevent absolute adherence to the standards recom- mended. These standards, as applicable to both rural and urban expressway design, have been found to be necessary in their ap- plication because of the large volumes of high speed mixed traffic using these highways. Many of these design features are also necessary in order to reduce the high accident rates now prevalent on most of the main arterial highways in the Boston Metropolitan Area.

As previously explained, all sections of the expressway sys- tem have been selected on the basis of the limited access prin- ciple. Application of these basic standards and principles must be considered in classifying and designing expressways to accom- modate safely the traffic volumes which they must be expected to handle over a period of at least 20 years as determined by the traffic analysis. A study of these volumes has indicated the num- ber of traffic lanes required in the ultimate design.

Because almost the entire Metropolitan Area is rapidly de- veloping urban characteristics, it is recommended that all ex- pressways included herein be designed to urban standards. The established criterion requires that where traffic volumes are less than 20,000 vehicles daily, two lanes each 12 feet in width are

44

required in each direction, separated by a suitable median di- vider. Where volumes are in excess of 20,000 vehicles daily three traffic lanes in each direction are required.

In applying the limited access feature wherein right of access is confined to designated points or interchanges, a wide right-of- way is highly desirable. A width of three hundred feet should be maintained wherever feasible in order to provide ample room for pavement, shoulders, side slopes, service roads, landscaped areas, and interchange ramps. A typical cross section illustrating these features is shown herewith. The section contains six 12 foot traffic lanes separated by a median strip of varying width. Four-lane sections are of similar design. Flanking the pavements will be two 12-foot shoulders designed to accommodate heavy disabled vehicles. Surface drainage will be cared for in general by a storm water system, collecting water from curb inlets. To accommodate the heavy volume of mixed traffic, the designs in- corporate pavements of adequate strength on a specially prepared 12" sub-base. In most sections special consideration has been given to sub-surface drainage for the entire graded section, as well as for the pavement base.

The accepted standards for horizontal and vertical curva- tures and sight distances must be adhered to in order to provide a highway which will safely carry the volumes of traffic expected at a design speed of fifty miles per hour. The use of spiral tran- sitions on horizontal curves is mandatory.

Profiles are more or less fixed by the elevations of existing highways and railroads crossed by the expressways. However, where possible the fifty-fifty principle should be applied wherein the expressway grade is raised or lowered half the vertical separa- tion distance, and the intersecting highway the remaining dis- tance. In this manner deep cuts and high fills are minimized on the expressways proper. A maximum 3 percent grade has been established as one of the governing conditions in this study. Both vertical and horizontal clearances at all railroad and high-

way separation structures should conform to the minimum re- quirements for interstate highways. The use of collision walls at all piers and abutments is recommended. Special architectural treatment of these structures should be provided and where ex- posed concrete is present the surface should be protected with a stone facing. A typical overpass and underpass structure together with service roads is illustrated herein.

In many urban districts physical restrictions are such as to require the use of depressed sections, confined between retaining walls. A typical section showing this type of construction is illus- trated herewith.

On certain sections including the Central Artery portion of the expressway belt explained hereinafter an elevated highway design must be utilized. A typical section of elevated highway together with access ramps is shown on an accompanying drawing.

Ramp connections must be provided for egress and ingress at important intersecting highways. These ramps will connect to the expressway by means of long acceleration and deceleration transition lanes. The connection of ramps to existing streets must be channelized to provide safe turning movements at these points. At points where expressways intersect, directional inter- changes will be provided, designed for normal expressway speed and capacity.

A typical "Y" interchange between three expressways is shown on the delineation. Where four expressways intersect, a directional or "braided" type must be provided as shown on another accompanying delineation.

Because of the high speeds and large volumes of traffic on such expressways, auxiliary safety features must be furnished such as right-of-way fencing, guard rail, integral pavement markers, warning and directional signs, and roadway lighting. Large warning and directional signs must be placed well in ad- vance of the designated points because of the high speeds attained.

45

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EXPRESSWAY SYSTEM WITH RELATION TO MAJOR DESIRE LINES OF TRAVEL

On certain long sections of the expressway system it may be desirable ultimately to install such conveniences as gasoline sta- tions and rest rooms.

Landscaping of side slopes, medial dividers, and marginal strips will give the expressways a park-like appearance and absorb the hum of highway traffic. Adjacent property will be desirable for new buildings of all kinds, residential, industrial and institu- tional, because of the superior transportation facilities afforded and the attractive view provided. Special landscape treatment is recommended for the large areas at interchanges and access points to prevent erosion at these locations as well as for the aesthetic value.

SELECTION AND DESCRIPTION OF ROUTES

Based upon the above requirements and criteria, a complete system of multi-lane, limited access expressways has been devel- oped. The expressways are shown herewith in relation to the major desire lines of travel. A folded map in this report shows the entire expressway system.

There are 8 radial expressways included in the master plan, all of which will connect to a central belt route. Exhibits are appended which show plans and profiles for each of these routes. For purposes of easy reference these plans are designated and shown on the key map of the area, illusrated on Exhibit 1.

The flow map on Page 66 shows traffic volumes equiva- lent to those which would use the various routes at the traffic levels existing at the time of the origin and destination survey and also those at 1970 levels, which include allowances for in- creases due to induced traffic, population increases, growth in automobile ownership, and other factors. Traffic volumes on each section of the various routes together with the location and traffic movement at interchanges and the number of lanes re- quired to serve this traffic, are shown on Page 67. The method

of deriving the traffic expansion figures is described more fully in the section on Estimates of Future Traffic.

The type of design, location, and alignment of the various sections of the proposed expressways can best be understood by inspection of Exhibits 1 to 25 inclusive appended hereto. The need for the various bridges, underpasses, interchanges and other structures will be observed from a study of these plan and pro- file maps. Lengths of the various sections are shown under Esti- mate of Costs. Profile elevations refer to Mean Sea Level Datum, United States Coast and Geodetic Survey. For purposes of iden- tification the various expressways have been designated on these and other plates as "Southeast", "Southwest", et cetera. Each route will now be described in rotation starting at Quincy Bay and proceeding clockwise.

SOUTHEAST EXPRESSWAY

One of the most densely populated sections within the Metropolitan Area borders the bays and harbors from Boston to Quincy and the southeast. Two very heavy desire lines of travel are indicated within this area, one of which passes over Dorches- ter Bay and Old Harbor, and the other extends further to the west through Brookline. In order for one expressway to prop- erly serve both of these lines it is apparent that a desirable loca- tion should lie generally along the waterfront.

Traffic through this area is presently served by the Old Colony Parkway, a four-lane facility restricted to pleasure ve- hicles, and by Dorchester and Neponset Avenues both narrow inadequate arteries, serving truck traffic. Improvements or ex- pansion of these latter facilities has been difficult because of the thickly populated areas through which they pass. Congestion exists which is further aggravated by a special traffic condition which is not reflected by the results of the origin and destination survey which determined travel habits for a typical week day only. The large resort areas lying to the east and south of Quincy

51

generate heavy peak volumes of weekend traffic which now must pass through or around this city. The traffic volumes indicated, therefore, do not give a true picture of this special condition. Volume counts, however, at strategic locations to the west of Quincy indicate that these peak-hour loads are of sufficient size and number to warrant the construction of a combination by- pass route south of this city to accommodate this resort traffic and at the same time intercept several of the main traffic arteries leading to the heart of the city.

In selecting a route for the Southeast Expressway the utiliza- tion of the Old Colony Parkway for part of the distance has been considered and on the basis of stage construction it is recom- mended that those sections of this artery so designated should be adjusted to accommodate all classes of vehicles until such time as the completion of the entire expressway can be accomplished.

A number of possible locations were analyzed for this ex- pressway, the first being directly through the city of Quincy. It was found that due to the heavy concentration of built up areas such a location was not desirable from a cost and right-of-way standpoint and would not serve the by-passable traffic as well as other possible routes. Several locations were considered through the Dorchester section of Boston but were abandoned for the easterly location because of high right-of-way costs and the fact that most of this section will be served by the Southwest Express- way.

The Southeast Expressway is shown on Exhibits 2, 3 and 4. The northern end of the expressway connects with the central Belt Route via an interchange in the vicinity of Massachusetts Avenue and Southampton Street. From that point it proceeds in a southeasterly direction to a connection with the Old Colony Parkway just south of Columbia Circle. From that point it more or less parallels the New York, New Haven 8c Hartford Railroad to intersect with the Old Colony Parkway, Gallivan Boulevard and Hancock Street near the Neponset River. At that point a

complete interchange provides for access to these highways and other local streets. The main flow of traffic from Quincy would gain access to this section of the expressway, via Hancock Street thru this interchange.

The by-pass section of the Southeast Expressway begins at this interchange, crosses the Neponset River and passes through East Milton, West Quincy, Braintree and Weymouth to connect with the junction of state Routes 3 and 18 and future state Route 128.

Intermediate interchanges are located at the following inter- secting highways, providing access to the various communities through which this expressway passes:

Columbia Road Dorchester

Freeport Street Dorchester

Adams Street East Milton

Cross Street West Quincy

Furnace Brook Parkway West Quincy

Center Street Quincy

Independence Avenue Braintree

Union Street Braintree

As shown on the exhibits, parallel service roads are provided for access to abutting property and to intersecting highways cut off by the new expressway.

A movable bridge is required at the Neponset River crossing to provide for the small volume of navigation using this stream. From this river to the Belt Route the expressway is carried on embankments of varying height to keep the grade line well above the frequent high tides.

SOUTHWEST EXPRESSWAY

Two very heavy desire lines of travel begin at the business district of Boston and extend to the southwest thru the Roxbury, Dorchester and Hyde Park sections of Boston and thru the towns of Milton and Dedham. U. S. Route 1 from Providence, state

52

Route 138 from Taunton and Fall River and Route 28 from Brockton and New Bedford contribute considerable traffic to this area. Traffic volumes appear to be insufficient to require the development of two expressways and therefore the selection of a route was based upon finding a location which would lie gen- erally between these two desire lines, serve the entire southwest area and not parallel existing usable arteries.

Washington Street and Blue Hill Avenue serve the majority of truck, traffic through this area while a large portion of the pleasure car traffic uses the Veterans of Foreign Wars Parkway, U. S. Route 1. It was felt that a new location should be devel- oped between these highways to which existing thoroughfares could be connected to attract traffic to the new route. Because of the heavy concentration of population within the entire area traversed, selection of a suitable route was difficult. However, by studying a number of locations one was found where, by uti- lizing existing highways and vacant areas and, by traversing sections where property values were the lowest, it was possible to find a route which could be developed at a reasonable cost.

The location selected as shown on Exhibits 5 to 8 inclusive begins at the belt interchange with the Southeast Expressway in the vicinity of Massachusetts Avenue and Southampton Street. The alignment is east of and parallel with Blue Hill Avenue to its intersection with Seaver Street. At that point the expressway passes under Blue Hill Avenue and follows the eastern edge of Franklin Park to the American Legion Highway. This dual highway is utilized for the expressway as far as Cummins High- way. The southern half of this artery is utilized as a service road and the northern half as one half of the expressway.

From Cummins Highway the route follows Stony Brook, crosses the main line of the New York, New Haven and Hartford railroad, paralleling this railroad to West Street in Hyde Park. From this point it parallels the east side of Stony Brook Reserva- tion to a crossing of River Street. The route then generally follows undeveloped territory to cross over Milton Street, an

important feeder highway, and the Dedham branch of the New York, New Haven and Hartford railroad, to its southern term- inus connecting with U. S. Route 1 two and one half miles south of Dedham.

The route selected contains a number of curves, found nec- essary because of physical and other obstructions. However, the general alignment of the entire route varies only slightly from a straight line.

Intermediate interchanges are located at the following in- tersecting highways, providing access to the surface street system:

Massachusetts Avenue Roxbury

Seaver Street and Blue Hill Avenue . . Dorchester

Morton Street Dorchester

Cummins Highway Roslindale

Gordon Avenue Hyde Park

Milton Street (Route 135) Dedham

East Street Dedham

In order to relieve existing traffic congestion on Blue Hill Avenue and to connect with important traffic arteries to the south via state Route 138, an expressway connection is provided from a point near the Cummins Highway paralleling Hunting- ton Avenue to connect through a two-way interchange with the existing six-lane Neponset River Parkway at the Milton-Boston line. By connecting the Neponset Parkway with Blue Hill Avenue, an excellent facility is thus provided to the south.

The selected route should relieve the traffic congestion on Washington Street by diverting truck traffic from this artery destined for the center of the city and at the same time relieve traffic on Blue Hill Avenue. A large number of lateral feeders are available for draining traffic from the areas contiguous to this expressway. Several of these are included in the program for improvement of the existing street system.

WORCESTER TURNPIKE, STATE ROUTE 9

On the map of the Metropolitan Area folded in the back

53

of this report, the Worcester Turnpike is indicated by a pink line. This highway is the first radial route approaching the city north of the Southwest Expressway which is capable of handling large volumes of mixed traffic efficiently. Considerable thought was given to improvement of this highway to expressway stand- ards, but because of steep grades and right of way restrictions, this idea was discarded. Comparative cost estimates indicated that a more logical solution would be to provide an additional parallel facility further to the north to be designated as the in- terstate route to the west rather than to rebuild Route 9 as a limited access facility.

In order for this artery to continue to serve its portion of the metropolitan area efficiently, it will be necessary to immedi- ately improve a short section near the Belt Route on a basis simi- lar to that proposed by the Town of Brookline. Such a plan would entail the building of a 6-lane limited access facility from a point where Brookline Avenue intersects the Belt Route to a point just west of Warren Street and Sumner Road as shown on Exhibit 9.

The remainder of this route to the west will continue to serve as a normal divided highway. However, it should be widened at an early date to six full lanes with shoulders, as far as the Hammond Pond Parkway. The medial divider would be closed to prevent left turn movements. The construction of grade separation structures at Chestnut Hill Avenue and Ham- mond Street is recommended as well as provision for a service road on the north side as far as Chestnut Hill Avenue.

According to the traffic analysis, this improved route will be entirely adequate to serve traffic until the Western Expressway is completed and in use.

No detailed plans are presented for this latter portion of Route 9. However, the estimate of cost for this expressway in- cludes an item for these changes. Grade separation structures are now provided at the following street intersections:

Hammond Pond Parkway Newton

Parker Street Newton

Needham Street (Route 128) .... Newton

WESTERN EXPRESSWAY

The heaviest desire line of travel in the Metropolitan Area is in the western section. This area includes Brookline, Brighton, Watertown, Newton and Waltham. Traffic in this area is pres- ently served by the Worcester Turnpike, Beacon Street, Com- monwealth Avenue, Washington Street, North Beacon Street in Brighton, Arsenal Street and Western Avenue. While several of these arteries are multi-lane facilities, they cannot be improved to expressway standards except at tremendous cost for rights-of- way. As previously explained, an alternate solution was adopted involving the construction of a new expressway thru this area to supplement state Route 9 and to connect with U. S. Route 20 and state Route 30. It is recommended that this expressway be considered as the new limited access interstate highway via Worcester to the west. In this manner two parallel expressways should efficiently serve the heavy desire of travel from east to west.

The selected route utilizes, for a great portion of its length, undeveloped areas along the Charles River, as shown on Exhibits 10 and 11. Beginning at the Belt Route near the River Street Bridge in Cambridge, a new structure will carry this artery over the Charles River, and then after paralleling Western Avenue and Soldier's Field Road it recrosses the Charles River. Thence continuing along this river it crosses Arsenal Street to connect with North Beacon Street. The alignment then par- allels the Boston and Albany Railroad as far as Watertown. From Watertown the highway follows the southern bank of the Charles River to Bridge Street in Newton. At this point the highway crosses to the northern bank of the Charles River for a short distance and then returns to the southern side. It then continues in a southwesterly direction through the northern sec-

54

tion of Newton, crossing River and Lexington Streets and ter- minates at Commonwealth Avenue, Route 30, in the vicinity of Norumbega Park. A suitable location is provided near this western terminus for the future construction of an interchange with a recommended extension of this expressway to connect with either existing U. S. Route 20 or Route 9, whichever may be designated as the interstate highway to the west.

Interchanges along this route are located at the following points:

River Street Cambridge

North Harvard Street Boston

Arsenal Street Watertown

North Beacon Street Boston

Galen Street Watertown

Route 128 — Waltham Street .... Newton

River Street and Rumford Avenue . Newton

Route 30 — Commonwealth Avenue . Newton

While construction costs due to the number of bridges on this location are somewhat higher than on alternate alignments, large savings in right-of-way costs are effected by passing through undeveloped areas along the river bank. In this connection it should be noted that existing park drives border both banks of this river and in all cases where one bank is used for the express- way, an existing park drive remains on the opposite side.

By connecting to the Belt Route as shown, movements to all parts of the Metropolitan Area from the western section can be facilitated.

The utility of an expressway in this location is apparent when it is considered that population statistics indicate increased expansion for all sections of the Metropolitan Area to the west which would be served by this new artery.

NORTHWEST EXPRESSWAY

The travel desire lines as shown on Plate 1 1 indicate a very heavy travel trend to the northwest through Somerville and Arl-

ington to the Concord Turnpike, and to the north via Medford, Winchester and Woburn. This section of the Metropolitan Area is very heavily populated, and at the present time is not ade- quately served by any highways connecting directly with down- town Boston. Present traffic from the northwest follows the Alewife Brook Parkway and Boulevards bordering the Charles River, in order to gain access to the business section via con- gested routes such as Commonwealth, Beacon and others. This condition further congests these surface streets already crowded with traffic from the western section of the area. It is therefore mandatory to provide a direct expressway connection between downtown Boston and the cities and towns to the northwest in order to remedy this situation. In developing this expressway, many alternate studies were made to find the best location which would coincide with the desire lines of travel and, at the same time, serve traffic approaching the Metropolitan Area from the north and northwest via the Concord Turnpike, U. S. Route 3 and Route 38. The route as proposed and shown on the Exhibits 12 to 15 inclusive, accomplishes this purpose in the most eco- nomical manner while at the same time serving the various urban areas through which it passes.

Special consideration was given to a connection with a future location for U. S. Route 3 the interstate highway via Lowell to the northwest. It was first planned to bring this highway in via the Concord Turnpike instead of via Winchester as shown. Studies indicated however that it would not be practical to im- prove the Concord Turnpike to interstate standards as a limited access highway but that it would be more desirable to construct an entirely new route through Medford, Winchester and Woburn in order to provide these towns with a high speed lim- ited access facility and a connection to Route 38. Thus, this sec- tion of the expressway through Somerville will serve two areas, one contiguous to the Concord Turnpike through Arlington and Belmont and the other to the north via Medford, Winchester and Woburn.

55

This expressway begins at the belt route in Somerville near Washington Street and the alignment then parallels the Boston and Maine Railroad as far as Sherman Street and Rindge Avenue. At this point a short connection is made with the Con- cord Turnpike. The main route continues in a northerly direc- tion and crosses the Alewife Brook Parkway and Massachusetts Avenue. From this point it follows the east banks of the Mystic Lakes thru Med ford and Winchester. Many studies were made to determine the most feasible location that could be utilized in passing through Winchester. The one selected involves a min- imum of property taking while at the same time efficiently serv- ing the business section of this town. Continuing over Wedge Pond on a filled causeway, the route bears to the northwest to terminate at existing I). S. Route 3 near Bedford road. From this point it will be possible to further develop U. S. Route 3 to the northwest either along the existing alignment or via the Middle- sex Turnpike.

A branch connection by-passing Woburn to the west leaves the expressway at Horn Pond and terminates at existing Route 38 near Alfred Street, approximately one mile north of Central Square. At this point ample space is available for a future inter- change connection with the proposed circumferential Route 128.

By paralleling the railroad through Somerville and Cam- bridge the location utilizes areas in which property values are generally declining while at the same time providing the most direct connection to the center of downtown Boston. By follow- ing the Mystic Lakes for a portion of its distance a minimum of property taking is required. The existing Mystic Valley Park- way can remain by extending the lake shore lines where neces- sary tor the proposed expressway. In passing through Winchester it is proposed to use a cut and cover tunnel for the few short blocks traversed by the expressway, to preserve the desirable residential area through which it passes. Both sections of the expressway further to the north pass through open territory, in which no problems other than terrain are involved. Along this

expressway, ramp connections to important surface streets are

provided as follows:

Washington Street Somerville

Porter Square Cambridge

Massachusetts Avenue and Alewife Cambridge and

Brook Parkway Arlington

Route 60 — High Street Medford

Bacon Street . Winchester

Palmer Street Winchester

Pond Street Winchester

Pleasant Street Woburn

NORTHERN EXPRESSWAY

Traffic from north to south through the north central sec- tion of the Metropolitan Area is generally served by five routes, namely, the Northern Artery, the Fellsway west and east, Main Street in Maiden and Broadway in Everett. The Northern Artery, an existing six lane undivided road through Somerville connects the Fellsway routes to downtown Boston via the Charles River Dam. This highway presently carries the heaviest concen- tration of traffic in the entire Metropolitan Area amounting to an average of 50,000 vehicles daily. The west Fellsway is a fairly adequate four lane divided highway designated as Route 28. However, its utility is limited by the fact that portions of the route are restricted to pleasure car operation. The east Fells- way which connects with U. S. Route 1, the Newburyport Turn- pike, is two lanes wide and limited entirely to pleasure vehicles. Both Main Street and Broadway are very narrow congested thoroughfares which pass through the business and residential areas of Maiden and Everett. It would not be feasible to im- prove either street to increase its traffic capacity. Traffic from both of these arteries now moves via the Alford Street bridge, congested Sullivan Square and Rutherford Avenue enroute to downtown Boston. A location for an expressway in the north central area has therefore been selected, which coincides very closely with the desire line passing through the Maiden, Everett,

56

Melrose area. Traffic on the western edge of tfiis desire band can use the existing Fellsway and traffic to the east would use the Northeast expressway described hereinafter.

Developing a location for this route involved a study for further improvements to surface streets via Sullivan Square and Rutherford Avenue as supplemental facilities to serve traffic from the southern portion of the Maiden, Everett area. The traffic analysis indicates a large flow of traffic via Route 28 which con- nects with important industrial cities in northern Massachusetts and major highways to Maine and New Hampshire. This route is subject to very heavy week end peak loads during the greater part of the year, particularly during the racing season in New Hampshire.

Because this expressway is expected to handle one of the largest volumes of traffic in the entire system, it is recommended that it be led into the central area of Boston on an independent route and that no connection be made with the inner belt and Central Artery, in order to facilitate the distribution of traffic at its southern terminus. The existing Northern Artery because of its great width has been selected as being adequate for this purpose. Openings of the Charles River Dam Bridge should be restricted during rush hours because of the heavy flow of traffic on this artery. Surface improvements along its entire length re- quiring only minor land takings would bring it up to express- way standards. These changes will represent a less costly under- taking than the building of an expressway in a new location through Somerville.

The complete northern expressway from the Charles River to its northern terminus is shown on Exhibits 16, 17, 18 and 19. The Northern Artery, the Charles River Dam to the Revere Beach Parkway should be the first section of this artery to be im- proved. The Fellsway from this point to the town of Stoneham can be utilized as the Northern Expressway in its existing condi- tion for a number of years until further traffic increases require the completion of the balance of this route.

The new section of this expressway begins at the Revere Beach traffic circle and parallels the Boston and Maine Railroad through Everett and Maiden to the Melrose city line. At this point a short connection is provided with Main Street to accom- modate the Melrose and Wakefield traffic. From this point the alignment passes to the northwest to by-pass Stoneham and Read- ing to the east prior to connecting with Route 28.

A short connection between the Fellsway at Spot Pond and the new expressway will facilitate stage construction should it be decided that the Stoneham-Reading by-pass be constructed first. At its northern terminus a desirable location is available for a future interchange connection with Route 128. Service ioads will be provided along the Northern Artery to effectively serve as points of egress and ingress to this improved facility. There follows a list of main intersecting highways where access to this highway is provided:

Prison Point Bridge Cambridge

Intersection with Belt Route (west

bound only) Cambridge

Washington Street Somerville

Broadway Somerville

Mystic Avenue Somerville

Revere Beach Parkway Medford

Medford Street Maiden

Pleasant Street Maiden

Main Street Melrose

Wyoming Avenue Stoneham

Franklin Street Stoneham

Albion Street Wakefield

Prospect Street Wakefield

Route 128 (Proposed) Wakefield

John Street Reading

NORTHEAST EXPRESSWAY

Traffic flow in the Northeast section is divided between a route thru Everett and the North Shore route thru Chelsea,

57

Revere and Lynn. This traffic is presently served by Rutherford Avenue via Sullivan Square, Broadway in Everett, Chelsea Street thru Charlestown, Broadway thru Chelsea and Revere, U. S. Route 1, the Newburyport Turnpike, Routes 107 and 1A.

In considering the need for an expressway to the northeast it was found that one expressway between these two routes could serve this entire area. This location coincides with that now being developed for the new six lane high level Mystic River Bridge between Charlestown and Chelsea. By connecting this facility with the inner belt route and to highways to the north- east, a complete expressway is thus provided. At present a con- siderable amount of traffic which would otherwise use this pro- posed route travels via Route 1A and the Sumner Tunnel due to the congestion encountered in passing through Charlestown and Chelsea via the Chelsea Bridge. The desire lines show that when a new northeast expressway is completed a large portion of this traffic will be diverted from the Sumner Tunnel because of the more direct route provided. Thus the new northeast ex- pressway will furnish needed relief to the Sumner Tunnel.

In order for this facility to properly service the northeast section, connections must be made to existing U. S. Route 1, an interstate highway, and to Routes 107 and 1 A connecting with the city of Lynn and resort areas along the North Shore. This is accomplished by the use of interchange connections to U. S. Route 1 via the Cutler Highway and by a branch connection with Route 107 at the Revere traffic circle, and a further con- nection with Route 1A. Plans for the Northeast Expressway are shown in detail on Exhibit 20.

Route 107, a four-lane divided highway will serve as an ex- pressway connection for all classes of traffic to the city of Lynn. By continuing from the Revere traffic circle to Route 1 A, express- way traffic can thus reach the beach recreational areas and other North Shore points. As shown on Exhibit 24, the south end of the Mystic River Bridge Project included herein as a part of the Northeast Expressway, will connect to the Belt Route via a high

level elevated highway over City Square. The estimates of cost include an item for revisions to the Mystic River Bridge ap- proaches as now planned.

An examination of existing U. S. Route 1 from the new expressway to Route 128 indicates that, while this highway is adequate insofar as lane capacity is concerned, further improve- ments are necessary if it is to continue as a safe, efficient artery for the large volumes of high speed mixed traffic using this interstate route. Studies of various locations and comparisons of cost estimates have led to the conclusion that in this instance it would be more economical and expeditious to improve the exist- ing highway to interstate standards as a limited access facility than to construct a new modern highway in a new location re- quiring the taking of expensive rights-of-way. This can be ac- complished by acquiring the necessary property on one side of the existing highway sufficient in width to provide for service roads and other features necessary in the development of a lim- ited access facility. In so doing additional interchange connec- tions would be required at Lynn Fells Parkway and Broadway.

Access points on the new expressway are provided in the vicinity of City Square for connections with the Charlestown Bridge, the business section of Charlestown, Rutherford Avenue and the Prison Point Bridge.

Additional ramp connections are as follows:

Everett Avenue . Chelsea

Fifth Street Chelsea

Washington Avenue Chelsea

Revere Beach Parkway Revere

Park Avenue Revere

Squire Road (International Highway)

and Route CI, Cutler Highway . . . Revere Broadway (Route 107) , Squire Road

(International Highway) .... Revere

North Shore Road (Route 1A) . . . Revere

In assigning traffic to this route, predictions are based upon

58

the completion of all expressways in the recommended system. Volumes have not been adjusted to the possible effects of differ- ent rates of toll or lack of toll on competing facilities.

EAST BOSTON EXPRESSWAY

Two major desire lines of vehicular traffic terminates in the East Boston-Revere area. The volumes indicated are much lighter than on any other expressway section of the Metropolitan Area. It is also noted that movements are relatively short be- tween termini. Presently, this traffic is served by the existing two lane Sumner Tunnel, connecting through inadequate routes with the Logan Airport and Route 1A to the northeast. This facility is now overtaxed primarily because it is being used by traffic: detoured from other less desirable routes, as previously explained. Present plans however contemplate the immediate improvement ol connections from the existing tunnel to the Logan Airport and the northeast. This improved facility known as the East Boston Elevated Highway and shown on Exhibit 21 is so designed that it will connect the Sumner Tunnel with the airport and provide a high speed expressway through East Boston to connect with the existing four-lane semi-expressway to the North Shore.

While assignment of traffic to this route solely on the basis of the 1945 Origin and Destination Survey reveals that the traffic load on the existing tunnel will be relieved upon completion of the Mystic River Bridge, it is clearly apparent from study of plans for the expansion of both passenger and freight business and attendant facilities at the Logan Airport within the next few years, that there will be increased traffic demands on the Sumner Tunnel. Because of this expansion, the normal increase in motor travel, and a substantial increase in industrial employ- ment predicted for East Boston, such additional traffic volumes are indicated as to make the construction of a second tube neces- sary. This second tube should be in service as soon as possible after the airport expansion program is completed in order to ac-

commodate the volumes of traffic anticipated. Traffic flow pre- dicted for the year 1970, based upon a completed expressway sys- tem and the above factors, will be adequately served by a four- lane facility made up of two 2-lane tunnels operating as a pair of one-way arteries between downtown Boston and East Boston.

The second tube of the Sumner Tunnel should be reason- ably close to the present tunnel to simplify the problem of ven- tilation, supervision and other operating functions. The two portals in downtown Boston should be as widely separated as feasible, however, to avoid conflict between vehicles entering one tube and those leaving the other. Furthermore, the combined load of traffic to and from the two tubes should be as widely distributed as possible, so that the traffic flow in the tunnels will not be retarded by the capacity of a few narrow streets.

A location for the portal of the second tube has been se- lected along the east side of Atlantic Avenue opposite Clinton Street with a branch on the west side of Atlantic Avenue along Richmond Street. The east approach to this portal will be ac- cessible to trucks from South Boston or from the South Station and vicinity via Atlantic Avenue without conflict with traffic to and from the Central Artery. The other approach to the portal will be used chiefly by traffic from the downtown area north of the Common and the Central Artery.

This proposed location for the portal of the second tube will make it desirable, although not compulsory, to collect tolls at the East Boston end of this tunnel. This will have other ad- vantages, such as concentrating toll collections in one area to simplify supervision, and also make possible a toll plaza of more generous proportions than could economically be provided in downtown Boston. Minor changes in the design of the East Boston Expressway will have to be made to conform with final details of these toll collection facilities.

The connections between the twin tunnels and the Central Artery have been so planned that the existing tunnel can con- tinue to be used for two-way traffic if the Central Artery is com-

59

pleted before the second lube is built. After completion of the second tunnel, either tube can be used for two-way traffic in an emergency, the proposed layout of ramps and surface streets being so designed. In addition, the portals and expressway ramps are separated by a cushion of surface streets, and escape routes are provided to give maximum flexibility during surges in traffic, accidents, icy weather or other abnormal conditions.

In addition to the Central Artery connection, an adequate interchange is provided for direc t flow to the Logan Airport and a connection is made at its northern terminus with the existing McClellan Highway.

BELT ROUTE

INCLUDING CENTRAL ARTERY

An analysis of all charts portraying traffic movements, shows a large concentration of desire lines tangential to the borders of the downtown Boston area. One group of desire lines runs from east to west, parallel to and north of the Charles River. Another runs from north to south in a location near the Cottage Farm Bridge. The logical shape for an expressway to serve the heavy volumes of traffic indicated by the desire lines takes the form of a Belt Route circling the downtown area. This route as shown on Exhibits 22, 23, 24 and 25, will serve as a terminus for seven of the eight radial expressways. These radial routes are fairly well distributed around this entire Belt. In this manner the Belt will serve a double function in that crosstown movements can be accommodated as well as local movements. Traffic destined for the downtown section can be distributed adequately from the Belt at points where it intersects important arterial highways and city streets. The Belt will serve as a by-pass of the central area for traffic east to west, and north to south, which now must pass through the city's most congested streets. Thus there would be removed from the streets of downtown Boston a large portion of the 15,000 thru trips which now add to the confusion in this area.

In selecting a location for the Belt Route, a study of prop- erty values, access to important downtown points of origin and destination, and connections to existing important traffic arteries were prime considerations. Supplementing this route with an adequate system of surface streets described hereinafter, will facilitate the distribution of traffic from this Belt Route through- out the central area.

The selected route begins at the interchange between the Southeast and Southwest Expressways near Massachusetts Avenue and Southampton Street and extends in a westerly direction via Roxbury Crossing to connect with Huntington Avenue, the Jamaicaway and Brookline Avenue. From this point it extends in a northerly direction to cross Beacon Street and Common- wealth Avenue paralleling the Cottage Farm Bridge across the Charles River to connect with the Western Expressway. From this point the Belt Route passes through Cambridge in a north- easterly direction to Somerville to make an interchange connec- tion with the Northwest Expressway in the vicinity of Washing- ton Street. From this interchange it travels in an easterly direc- tion paralleling the Boston and Maine Railroad, crossing its main yards to an elevated interchange just west of City Square, where it connects with the Northeast Expressway. The route proceeds in a southerly direction through the downtown business section to the point of beginning. This latter section of the route, termed the Central Artery, is described more fully under the section of this report on Downtown Boston Improvements. The Central Artery will connect with the Sumner Tunnel and im- portant downtown streets. It is designed as an elevated highway, a cross section of which is shown on a delineation included here- in. Ramps of adequate capacity, in locations strategically placed for the prompt and efficient dispersal of traffic will be possible on the recommended alignment. A number of alternate loca- tions for the Central Artery were studied but were abandoned because of high real estate values, inadequate terminal facilities, and low traffic potentialities, in favor of the selected route.

60

CAMBRIDGE INTERCHANGE

61

In order to distribute traffic to and from the Belt Route, eleven intermediate access points, in addition to those on the Central Artery, are provided connecting with the major arterial highways intersected by this route. The location of these inter- mediate interchanges is shown on both the Belt Route exhibits and the plate which depicts traffic volumes and number of lanes on the expressways. In this manner traffic can travel around the circumferential route to reach its destination rather than pass through the area on existing congested thoroughfares. In all cases interchanges between the Belt Route and the radial express- ways will provide for directional How of traffic at standard design speeds and volumes. These large interchanges have been located in all cases in undeveloped areas so that the value of right-of-way takings is held to a minimum.

Interchange ramps connecting to important distributing traffic arteries are so designed and located that traffic can be dis- persed without the danger of congestion on the expressway belt itself. The Central Artery, designated as a six-lane divided facil- ity, is provided with a number of ramp connections to distribute the large volumes of traffic destined to the downtown area. An extra lane, in addition to the three lanes in each direction, is contemplated as an essentially continuous acceleration or decel- eration lane in all sections except where the cost of right-of-way for this feature would be prohibitive. The cost estimates for both right-of-way and construction are on this basis. The provision of this extra lane will ease the handling of the heavy volumes of traffic estimated for certain sections of the Central Artery, and particularly the heavy movements on and off the various ramps.

A study of the 1970 traffic volumes indicates that daily two- way traffic on this belt varies from 41,050 vehicles near Memorial Drive to 88,700 vehicles near the Sumner Tunnel. While this Belt Route is somewhat larger than has been found necessary in other cities where comparable studies have been undertaken, it must be considered that an unusual number of radial routes are involved, that extensive areas of water are encompassed, and that

several distinct business centers rather than the usual single center, are served. As previously explained the eighth express- way, the Northern Artery, will not feed into the Belt Route, but will connect to the downtown section via Charles River Dam, Charles Street and Embankment Road and improved surface streets thru downtown Boston. In this manner, traffic volumes on the Central Artery can be held down to a practical maximum.

EMBANKMENT ROAD EXTENSION

The traffic analysis indicates a very heavy desire line parallel- ing the Charles River Basin. Much of this traffic is predomi- nantly local in character, and is now using Commonwealth Ave- nue and Beacon Street. There is considerable cross conflict on these streets which delays the major stream of traffic moving east and west. To improve this situation the Metropolitan District Commission has proposed the construction of a new facility, a six-lane divided highway of modified limited access design for the use of passenger automobiles. This plan includes the extension of the existing Embankment Road along the Charles River as far as Bay State Road near the Cottage Farm Bridge. This proj- ect, in supplementing the Belt Route, will serve a useful function in moving traffic between downtown Boston and areas which cannot otherwise be served by existing highways or the express- ways proposed and it is recommended that it be included as an essential part of the Master Highway Plan. Estimates of cost for this improvement included herein are based upon figures prepared by the Metropolitan District Commission.

ROUTE 1 28 — CIRCUMFERENTIAL HIGHWAY

The perimeter of the study area on which lie the outer termini of the radial expressways is approximately on the loca- tion of Route 128, a circumferential highway extending from the South Shore around the Metropolitan Area to the North

62

Shore. This highway is a project of the State Department of Public Works. Several sections have been completed as a four- lane limited access facility. Most of the route, however, follows existing narrow suburban roads at present. Plans of the Depart- ment include a new location for the remainder of this route to- gether with a program lor its ultimate completion. The total length of this highway from its beginning at Hull on the South Shore to Gloucester is over 80 miles. The location proposed is shown by a pink line on the folded map of the Metropolitan Area in the back of this report. Most of the route is in suburban areas beyond the limits of congested developments. The new lo- cation is such that right-of-way takings will be held to a mini- mum and the highway can be developed prior to further expan- sion of population outward from the Metropolitan Area. This

highway should serve a useful purpose in connecting the various radial expressways and other important arterial highways, as well as a by-pass and outer distribution route. It will provide ready access to the North and South Shore recreational and residential areas for traffic from the Metropolitan Area and the western sec- tion of the state.

Available traffic data is not sufficient for the assignment of traffic to this route, therefore studies to determine the priority which should be assigned to its construction have not been in- cluded. This highway has been shown and described herein be- cause of its relation to the over all plan. However, estimates of cost have been included in the companion report on state high- way projects beyond the limits of the Boston Metropolitan Area prepared by the State Department of Public Works.

63

ESTIMATES OF FUTURE TRAFFIC

T,

HE VOLUME OF TRAFFIC ON THE PROPOSED EXPRESSWAY

system will increase during the life of the structures over that estimated on the basis of the 1945 Origin and Destination survey. It is important to know the character of this trend to preclude the possibility that the highways will be either over-designed or under-designed. Projections of future traffic have been carried to the year 1970.

The most important factors to take into consideration are population changes including the possible redistribution of pop- ulation, increases in vehicle ownership and increases in use of the average vehicle. A factor has also been applied to correct for the difference between traffic volumes as determined by the inter- view survey and volumes as determined at the screen lines by actual count.

The population of the Boston Metropolitan Area as a whole appears to be relatively stabilized. Population changes in the sections served by the individual expressway routes may deviate widely from the average, however. The 1970 population of each city and town in the metropolitan area and of each major sub- division of the City of Boston has been carefully predicted by the staff of the State Planning Board on the basis of availability of building sites, present trends, known plans for industrial ex- pansion and other pertinent factors. This study has been in-

valuable to the consultants in their efforts to assign future traffic to each of the various expressway routes.

Other influences on future traffic volume, such as the Logan International Airport, have also been taken into consideration in arriving at expansion factors.

Total vehicle registration has been increasing steadily ever since the advent of the automobile. The factor of "population per private automobile", which takes cognizance of population as well as vehicle registration, has been declining steadily and can be expected to go still lower as improvements in traffic facilities make automobile ownership more attractive. Trends in this direction have been extended to 1970 with the aid of forecasts by the Massachusetts Department of Public Works, Highway Planning Survey.

The tendency throughout the country is for the average vehicle to be driven more miles per year as both the vehicles and the highways on which they operate are improved. The ex- tent of increases in mileage per vehicle per year in the Boston Metropolitan Area will depend primarily on the rapidity with which the recommendations of this report are carried out.

It was determined from screen line counts that the home interviews revealed approximately 91 per cent of the daily ve-

64

hicular trips. Traffic volumes as determined for 1945 from the Origin and Destination survey have been expanded in the ratio of 100 to 91 therefore, before applying other expansion factors to estimate traffic volumes for 1970. All of these factors have been combined in the accompanying table to arrive at indices which, applied to 1945 traffic volumes, indicate the predictable expressway traffic in the year 1970 for each route.

In assigning traffic to the different sections of the expressway it was assumed that the proposed routes would be used whenever time would be saved in doing so, even though the distance was somewhat longer. At the same time consideration was given to the continued use of existing good roads, and the use of other

surface roads recommended for improvement or as new construc- tion.

The accompanying flow map shows estimated volumes of traffic which would use the complete system of expressways at 1945 traffic levels and also as estimated for 1970.

Another drawing shows the estimated 1970 two-way vol- umes of traffic on each section of the expressway system and on each pair of access ramps. This drawing also shows the recom- mended number of lanes in each section of the expressway system.

Following these two drawings is a list designating by num- ber and location the various interchanges and access points.

65

64,150

6,200

0

4.000

7300

'00

■ MO.

15,900 l=J

16,000—lj- 6.450

23,550 - • - 12.450 H

! i ®

i-x

o

1

23.750 — g

38,300

21.050

7.500

. 4,100

a

25.150

41,300

0E 23,300

m

35.350-

§_? ,8.600

♦ID 19.500

,100

4,400

33,150 -] ', •- 18,700

40.650

12.100

,2300 1 35.000 Ug) «J00

22.950

63.S0C

a '^Bv ;W9''50

» t-J36.650^ JO ^

^ [- 19.600 0^°VS

m

a

a ™°fo m

.'350

a

. 26350 IS - -27,000

27,400

9.60C 4.J?

B

B 4,900 B ® 2.000

17.050 :'- 12,100 WESTERN

26,550 41,400

41.800

50,650 EXPRESSWAY

FOR BELT ROUTE

8 EMBANKMENT ROAO

SEE INSERT

4*

15.850 33.400

[13

m

BSE

9.200:, 400

,10,500

HO"

23.500

23.650

17,600 T6 •

2«5Oj0-

ffl

30.450 50

a

ufe3

10,950

a

14350 -,

IS i/ - 22,9

- 20,150 ^O

5.750 V-24.300

66

5,950 a
- 26.500
O a t -A 21,900-- "; - 10.200
a 20.100 — \<sr 9,35° "V \ a - 6.500 14.050 ■^""§>ft&.
€.050 a 13.050
	a 11.400 m

36.200

57.850 41.000

42,900 4 1,500

32,400 2 7.400

WESTERN EXPRESSWAY

46.60C

57500 S5 18,300 m

25.950

27900 -

BE

' 10,450 23,100

' 72l75o"0(i!!lr0 ft? E4.850 l±JJ 15000

7,400ffB ,\6?750' 8.650 !™ ■'; 13,150 ' £9 • - 81.250 gj

6 750™, V 68-700 •

88,500 15,700

15.200 li'°°-1

38.200

(7JI5.800

76030 73.550

17.100

50,000

'3.250 m

_-21.250

H

i 49.450

""W.600

-12.000

76,700

- 48,800 0 4 3.450

,B w m

24,500 „

a -;

29000

66,050

60,

60,000

31.580

34350 30.450

'0

13i950 51,000

a 49.000

iocT

a

4£50

48,550

28.750

ENLARGED DETAIL OF BELT ROUTE

LESENO 1945

rz~\ INTERCHANGES I 5 I (SEE TABLE)

- -;

60,000 TRIPS PER

24 HOURS

1970 ESTIMATE I

1945 ORIGIN AND DESTINATION SURVEY

ADJUSTED TO 100 PERCENT

AND ESTIMATED 1970 TRAFFIC VOLUMES

7,600-4 LANES RT. 3

17,900-4 LANES 91,700-8 LANES 38,400-6 LANES

57,850-6 LANES-

19,450-4 LANES - 72,750-6 LANES -

_y

-46,100-6 LANES 28,850-6 LANES

NORTHERN ^ARTERY

__ 64,850-6 LANES

53,300 6 LANES

MEOFORD ST.

73,800-6 LANES y 26,650-6 LANES -^

5,860 13,150-S LANES

7 840 -* RIVER ST- BRIDGE

12 500-4 LANES--' 73,550-6 LANES

zTzSO-BLANES - -'.2e-«0-* >-*NES 15.700 ~_

41,050-6 LANES 6 LANES

"••|AL DRIVE

45,000 MASS. aV|6° SOlforeRS FIELD 2500

16,740 RD.x 48,600 — -y ' \_

6,950

21,250-6 LANES 43,250-6 LANES 18,500-6 LANES ._

2,750 ~

AVE. 3,450'

49,450-6 LANES —

3,930-

BEACON ST.

74o 41,051

MEMORI,

--12,000-4 LANES

£7, I 00-6 LANES

14,900-4 LANES

^:'52, 850-6 LANES

67 750- 6 LANES

"'SiSjSEWAY ST, - -81,250-6 LANES 17,510 -33,400-2 LANES

14,940 SUMNER TUNNEL

22,390 88,700

2.550 ~^6 LANES

3,940 13,600 ,r"6 LANES

48,800-6 LANES -

BROOKUNE AVE 10,420- 23,500-6 LANES

" 1 1.750 10,430 38,880 - ARLINGTON 8,050 ST. Jl~ -ASS '.975 12,000-6 LANES

RD CHARLESGATE

21,900-4 LANES 10060

60,950-6 LANES n 3,950 ,43,450-6 LANES

MiJtington7v%.

'4««n HAMPDEN ST.-. "■"°. 55,950-6 LANES j'j 1.280-^16,270' / ' , '

51,400- 6 LANES - ,

COLUMBUS AVE 4,050^ 2,140 WASHINGTON ST.

51.900-6 LANES ''750

6,050 -

V

/

-10,630" NORTHERN AVE

^DlV^i64NES

29,080

— 76,700-6 LANES

8,740

OOVER ST.

86,050-6 LANES

32,250- 4 LANES 51,000-6 LANES

20,300-4 LANES'

31,900-4 LANES . 52,200-6 LANES MASS, AVE.

53,950-6 LANES

ENLARGED DETAIL OF BELT ROUTE

ESTIMATED 1970 TR A FFI C VOLU MES

AND

NUMBER OF LANES REQUIRED

FOR

EXPRESSWAYS AND ACCESS RAMPS

67

EXPRESSWAY ACCESS POINTS

Number 1.

2. 4. 5. 6. 7. 8. 9.

Number

0. 1A.

2.

3.

3A. 5. 6.

7.

Number

2. 3. 4. 5. 6.

SOUTHEAST EXPRESSWAY

Name Town or City

Main Street Weymouth

Union Street Braintree

Independence Avenue Braintree

Furnace Brook Parkway Quincy

Adams Street Milton

Gallivan Boulevard Boston

Freeport Street Boston

Columbia Road Boston

SOUTHWEST EXPRESSWAY

Name Town or City

Route No. 1 Westwood

East Street Dedham

Route No. 135 Dedham

Gordon Avenue Boston

Neponset River Parkway Milton

Cummins Highway Boston

Morton Street Boston

Blue Hill Avenue Boston

ROUTE No. 9

Name Town or City

Route No. 128 Newton

Parker Street Newton

Hammond Park Parkway Newton

Chestnut Hill Avenue Brookline

Brookline Village Brookline

Number

1. 24. 2. 3. 5. 6. 7. 8.

Number

16. 17.

1.

2.

2A.

3.

4.

4A.

5.

6.

Number 1.

3. 4.

WESTERN EXPRESSWAY Name Town or City

Route No. 20 Weston

Route No. 30 Newton

Rumford Avenue — River Street Newton

Route No. 128 Newton

Galen Street Watertown

North Beacon Street Boston

Arsenal Street . Watertown

North Harvard Street Boston

NORTHWEST EXPRESSWAY

Name Town or City

Route No. 38 Woburn

Route No. 3 Woburn

Pond Street Winchester

Lake Street Winchester

Bacon Street Winchester

Route No. 60 Medford

Massachusetts Avenue Arlington & Cambridge

Route No. 2 Arlington

Rindge Avenue Cambridge

Porter Square Cambridge

NORTHERN EXPRESSWAY

Name Town or City

Franklin Street Stoneham

Wyoming Street Stoneham

Main Street Melrose

68

NOR! HERN EXPRESSWAY— continued

Number Name Town or City

5. Pleasant Street Maiden

6. Medford Street Maiden

7. Routes No. 1 and 28 Medford

8. Broadway Somerville

9. Washington Street Somerville

NORTHEAST EXPRESSWAY

Number Name Town or City

0. North Shore Road Revere

1A. Routes No. 60 and 107 Revere

1 . Squire Road Revere

3. Park Avenue Revere

4. Revere Beach Parkway Chelsea

5. Washington Avenue Chelsea

5A. Everett Avenue Chelsea

6. Henley Street Boston

EAST BOSTON EXPRESSWAY

Number Name Town or City

2. Neptune Road Boston

3. Airport Connection Boston

4. Porter Street Boston

BELT ROUTE AND EMBANKMENT ROAD

Number Name Town or City

2. Union Park Street Boston

3. Dover Street Boston

4. Dewey Square Boston

5. Northern Avenue Boston

6. Sumner Tunnel Boston

7. Causeway Street Boston

8. Henley Street Boston

9. Belt over Northern Artery Cambridge

9A. Medford Street at Northern Artery Cambridge

9B. Northern Artery under Belt Cambridge

10. Washington Street Somerville

10A. Medford Street at Belt Cambridge

11. Massachusetts Avenue Cambridge

12. Soldiers Field Road Boston

13. Memorial Drive Cambridge

14. Embankment Road Boston

15. Commonwealth Avenue Boston

16. Beacon Street Brookline

17. Brookline Avenue Boston

18. Huntington Avenue Boston

19. Columbus Avenue Boston

22. Soldiers Field Road Boston

23. Bay State Road Boston

24. Charlesgate Boston

25. Arlington Street Boston

26. Longfellow Bridge Boston

27. Nashua Street Boston

69

Route Expansion Factors

ROUTE

FROM

TO

1970 Basic Factor	Population Factor for Tributary Area	Route Factor
1.77	1.2146	2.15
1.77	1 .0000	1.77
1.77	1.2503	2.22
1.77	1.0000	1.77
1.77	1.3263	2.35
1.77	1.0000	1.77
1.77	1.1406	2.02
1.77	1.0000	1.77
1.77	1.0696	1.90
1.77	1.0000	1.77
1.77	1.0321	1.83
1.77	1.0000	1.77
1.77	1.1000*	1.95
1.77	1.0438	1.85
1.77	1.0000	1.77
1.77	1.0000	1.77

Southeast Expressway

Southeast Expressway .

Southwest Expressway .

Worcester Turnpike . .

West Expressway . . .

Northwest Expressway .

North Expressway . .

East Boston Expressway . Northeast Expressway

Belt Route

Embankment Road

• The East Boston

. Main Street, Weymouth . . . Gallivan Boulevard

. Gallivan Boulevard Belt

. Route 1 Cummins Highway

. Cummins Highway Belt

. Newton-Weston Line .... Hammond Pond Parkway

. Hammond Pond Parkway . . . Belt

. Route 30 Galen Street

. Galen Street Belt

. Routes 3 and 38 ' . Route 60 including Spur

. Route 60 Belt

. Franklin Street Main Street, Melrose, Spur 1.77

. Main Street, Melrose, Spur . . Belt

. McClellan Highway Belt 1.77

• Squire Road Mystic River Bridge, including Spur . .

.All

area population factor of 0.8748 is increased to 1. 10 because of Logan Airport expansion and anticipated industrial growth.

70

Computation of Factor for Expanding 1945 Origin and Destination Traffic Data to 1970

Year

Population

of

Massachusetts

Vehicle Registrations

(Vehicles Operating)

In Massachusetts

Autos Total

Population Per

Registered

Auto

Cations of Gasoline

Per Total Motor Vehicle

Massachusetts Cas

Consumption

Road Vehicles

Only

Expansion Factor Based on Gasoline Consumption

For 1946 Traffic

For 1945 Survey Period

(add 000) See Note See Note

1930	4,249,614	730,892	843,988	5.81	627	529,427
1935	4,350,910	680,537	785,672	6.39	745	585,035
1940	4,316,721	790,102	903,423	5.46	793	716,216
1945	4,493,281	744,364	861,252	6.04	619	533,480
1946	4,475,000*	835,428	972,281	5.35	741	720,395	1.000	1.118
1950	4,540,000	950,000	1,067,000	4.78	833	888,000	1.233	1.378
1960	4,655,000	1,052,000	1,188,000	4.43	873	1,038,000	1.441	1.611
1970	4,700,000	1,119,000	1,269,000	4.20	902	1,143,000	1.586	1.773

• Estimated or derived. All figures for 1950 and later are estimated.

NOTE: Gasoline rationing was removed August 24, 1945, just prior to the survey period. Therefore, 1946, the first ration-free postwar year, was used as the base for expanding Gasoline Consumption. Based on Sumner Tunnel Traffic the ratio of the 1946 traffic to the traffic during the survey period was:

Average Week 1946

162,168

Average Week of 1945 Survey Period 145,039

= 1.118

71

IMPROVEMENTS IN DOWNTOWN BOSTON

l\\ ELEVATED HIGHWAY ACROSS DOWNTOWN BOSTON

has been discussed for more than two decades. Various align- ments have been proposed for this highway, which has been pop- ularly called the Central Artery. The consultants reviewed all of these previous studies and then made a number of their own before selecting the route recommended herewith. The differ- ences in this route from those previously proposed by other agencies are largely explained by the need for proper connections to the radiating expressways, many of which this report locates definitely for the first time.

CENTRAL ARTERY

The recommended route for the Central Artery crosses the Charles River just above the present Warren Bridge. See the folded map of Downtown Boston in the pocket in the back of this report. The traffic on the expressway at this point will be that from the Northwestern and Northeastern Expressways. The Central Artery will not have sufficient capacity, however, to permit traffic from the Northern Expressway to use the Cen- tral Artery for downtown distribution.

The route of the elevated highway will cross Washington Street at Haymarket Square, follow Cross Street past the portal of the Sumner Tunnel and swing into an alignment parallel to Atlantic Avenue. It will pass Northern Avenue, then absorb the

block between Purchase Street and Atlantic Avenue as far as Dewey Square. The route will thread between the larger build- ings of the leather district beyond South Station, will cross the northwest corner of the Boston Terminal Company yards and thence continue south in the block between Hudson and Albany Streets.

The route will cross to the east side of Albany at Troy Street and continue parallel to Albany to the vicinity of Massa- chusetts Avenue where it will join the Belt Route. The Central Artery will provide connections, via the Belt Route, with exist- ing surface arteries and with the expressway routes.

The most difficult problem on such a facility is to provide ramps sufficient in number and in the proper locations. Par- ticularly in Boston, it is necessary that traffic to and from the Central Artery be well distributed over all available downtown streets. Even so, these streets will not be equal to the task, and it will be necessary therefore, to make several important surface street widenings and other major changes, as listed on Page 77.

This need for maximum collection and dispersion potential is one factor making it infeasible to use any route for a down- town expressway along the edge of the area, such as an align- ment over the present piers extending into the harbor from Atlantic Avenue.

72

The recommended route for the Central Artery would pro- vide ramps as follows:

ON Northbound Dwight Street North of Broadway Dewey Square

Northern Avenue and

Oliver Street Commercial and

Sumner Tunnel Hanover Street

ON Southbound Causeway Street Sumner Tunnel Clinton Street Broad and High Streets Congress Street South of Kneeland Dwight Street

OFF Southbound Haymarket Square Hanover Street and

Sumner Tunnel Oliver Essex

Oak Street Dwight Street

OFF Northbound Union Park Street Atlantic at East Street Congress Street Broad and High Streets State Street and

Sumner Tunnel Causeway

The average ON ramp in the downtown area will have to serve approximately 700 vehicles in the maximum P.M. hour by 1970, according to estimates of the consultants. The number of vehicles using the Central Artery and thus relieving the existing thorofares will be governed in large measure by the ability of the surface streets to deliver this many vehicles to each of the ramps. This means that traffic movement on tributary surface streets will have to be raised to a high level of efficiency.

STREET WIDENINGS Street Under Central Artery

A surface street under or alongside the Central Artery will extend the full length of that elevated expressway. This street will have a central mall or its equivalent throughout, as well as other types of channelization to expedite the movement of traffic, as indicated in the Exhibit. There will be a minimum of three lanes of moving traffic in each direction with additional lanes for stopping of vehicles at the curb where appropriate.

This street will provide direct surface connections between

the North and South Stations. Traffic between these two points now accounts for a large portion of the intra-area movement in downtown Boston. The street will also provide for surface traffic from these and other starting points to the produce and meat markets, the leather center, the wool district, the Haymarket Square area and other important commercial and retail sections along the route.

In addition, this surface improvement will collect traffic from the other downtown streets and lead it to the expressway ramps. In the reverse direction, the wide roadway will cushion the impact on the narrow surface streets of traffic leaving the expressway.

Portland Street

It is recommended that Nashua Street be extended as a wide thorofare to Sudbury Street. This will be accomplished by widening Portland Street on the southwest side from Causeway to Sudbury. The Portland Street widening will provide good facilities from the City Hall Area to the North Station and via Charles River Dam to Cambridge and beyond.

Sudbury Street

The recommended widening of Sudbury Street from Cam- bridge Street and Scollay Square to Haymarket Square will com- plete a route from the Charlestown Bridge via Washington, Hay- market Square, Sudbury Street and Scollay Square to Tremont Street and thence to the Back Bay area. Also, with the Portland Street widening, traffic entering downtown Boston via Charles River Dam will be able to follow Sudbury to Scollay Square and thence to Tremont Street.

Connections to Back Bay

The Central Artery along Albany Street, south of Broadway, will be separated from the active Back Bay area by a district one half mile in width which now has no streets suitable for heavy volumes of traffic. It is proposed that this difficulty be overcome

73

CENTRAL ARTERY IN THE VICINITY OF THE SUMNER TUNNEL

74

LONGFELLOW BRIDGE INTERCHANGE

75

by extending four presently adequate streets in the Back Bay area to Albany Street and the new expressway by three separate street widening projects. The widening and improvement of Castle, Motte and Way Streets from Tremont to Albany will pro- vide a connection with Arlington Street under this plan. This will make a direct route for traffic from the vicinity of the Public Garden not only to the expressway, but also to the Broadway Bridge and to three important north-south streets between Tre- mont and Albany, namely Shawmut, Washington and Harrison.

The widening and extension of Dwight Street between Tre- mont and Albany will extend Clarendon and Berkeley as a pair of one-way streets. Under this proposal, Dover Street, with its street cars and truck traffic from South Boston, will not be used for the distribution of expressway traffic. The Dwight Street improvement will be used as a two-way artery.

The fourth of the Back Bay one-way streets, Dartmouth, will be connected to the Central Artery by way of Montgomery Street and widened Union Park Street.

EMBANKMENT ROAD EXTENSION

The place of Embankment Road in the overall system of expressways has been discussed in an earlier section of this report. The distribution of its traffic in the downtown area of Boston, however, is a subject to be covered at this point.

Embankment Road will lie along the Charles River Espla- nade and will connect with existing Embankment Road in the vicinity of Arlington Street extended. It is recommended that traffic entering and leaving the downtown area on the new road be connected with the previously mentioned four one-way streets through the Back Bay area.

The following pattern of access facilities is proposed in order to interchange traffic without unnecessary conflicts or hazards:

From northbound Dartmouth Street to westbound Embankment Road.

From eastbound Embankment Road to southbound Clarendon

Street. From northbound Berkeley Street to westbound Embankment

Road. From northbound Berkeley Street to northbound Embankment

Road. From southbound Embankment Road to southbound Arlington

Street.

These proposed connections are clearly shown on the folded map of the downtown area in the back of this report.

GRADE SEPARATIONS

The extension of Embankment Road will greatly increase the volume of traffic on the existing Embankment Road-Charles Street-Nashua Street artery. It will become necessary, therefore, to provide new roadways and structures at the inner ends of both the Longfellow Bridge and the Charles River Dam in order not to block these heavily used river crossings. The map indicates expansion of the facilities at the end of the Longfellow Bridge to provide a complete traffic interchange, incorporating both grade separations and rotary control. See delineation.

The problem at the Charles River Dam is less complicated. Adequate treatment at this location will involve, principally, a four-lane, two-way underpass between Charles and Nashua Streets.

WARREN BRIDGE

The new Central Artery Bridge over the Charles River will carry much of the traffic now using the Warren and Charlestown Bridges. The Warren Bridge is worn out and due for replace- ment or removal. The proposed six-lane expressway bridge, to- gether with the existing Charlestown Bridge, will furnish all the needed capacity for river crossings in this vicinity and the Warren Bridge will be needed no longer.

76

ONE-WAY STREETS

Boston was one of the earliest and most successful exponents •of the principle of one-way operation on narrow streets. There is no need, therefore, to expound on the merits of the one-way street system in downtown Boston. A limited number of changes and additions to this long-established system will be desirable, however, upon completion of the recommended street widenings and construction of the Central Artery.

The proposed one-way streets and direction of movement are shown on the folded map of downtown Boston in the back of this report. It will be seen that most of the differences between the recommended system and the one now in use have been oc- casioned by the need to expedite traffic to and from the widened streets, the new Embankment Road, and the ramps of the Central Artery.

The primary example of this principle is the proposed one- way movement southbound on Tremont Street. Much of the advantage of the proposed widenings of Portland and Sudbury Streets will be lost if traffic using these thorofares hits a bottle- neck at Scollay Square. The logical continuation of these streets is via Tremont as a one-way artery to give superior accessibility to the retail shopping area.

DOWNTOWN BOSTON

Proposed Improvements to Existing Street System

Portland Street — Sudbury Street to Causeway Street

Sudbury Street -i- Haymarket Square to Scollay Square

Scollay Square — Sudbury Street to Court Street

Cambridge Street — Scollay Square to Charles Street

Castle Street — Arlington Square to Central Artery

Dwight Street — Warren Street to Central Artery

Union Park — Montgomery Street to Central Artery

Adams Square — Dock Square to Washington Street

Street under Central Artery

Longfellow Bridge and Embankment Road

Commercial Street — Washington Street to Charlestown Bridge

Beacon Street and Charles Street

Boylston Street and Charles Street

Dewey Square

Miscellaneous Traffic Signals (approximately 25 intersections)

Dartmouth Street at Boylston Street

Dartmouth Street at Huntington Avenue

Dartmouth Street at Stuart Street

Dartmouth Street at Tremont Street

Berkeley Street at Tremont Street

77

MAJOR STREET SYSTEM

Otreets and highways have been selected to cover the entire metropolitan area with a network of high-type surface facilities. With minor exceptions, these roads now exist and can be brought to a reasonably high level of efficiency without ex- tensive takings of right-of-way or heavy construction. Thus, this network can be made to serve during the period that will be re- quired to finance and construct the comprehensive system of expressways recommended.

NETWORK OF ARTERIALS

Even after all of the expressways have been built, the recom- mended system of major streets will continue to fill an important place in the overall traffic pattern. These streets will collect traffic in the countless business centers and residential neighbor- hoods and carry that traffic to the nearest point of access on the expressway system. In the reverse direction the major street sys- tem will distribute the expressway traffic to the local destinations of the individual vehicles.

A large number of vehicular trips made in the Boston metro- politan area will not be served by the expressway system. The major street system will supplement the expressways, therefore, in providing facilities for short trips as well as for both cross-

town and radial movements in areas where the total volume of traffic is too light to justify the construction of a limited access highway.

Standard Cross-sections

Suggested standard cross-sections for the arterial streets have been prepared and are illustrated on Page 91. These standards should guide the building of center malls in wide streets upon the removal of street car tracks. This type of improvement will affect many miles of streets during the next few years. These recommendations should also be followed in acquiring rights-of- way for street widening projects so that lanes, center malls, and marginal strips will all be of ample width without being ex- cessive.

Many of the rights-of-way needed to meet these standards can be acquired most economically by establishing legal set-backs for future buildings. Property can then be purchased gradually as funds become available, alterations to existing buildings will be held to a minimum, and the capacity of the arterial street system will grow with the inevitable increases in traffic volumes.

There is no implication that these standards should be fol- lowed blindly. Variations and modifications may be employed, within limits, as dictated by conditions. A painted center line

78

may be substituted for a center mall, for example, if the specified width of roadways can be obtained in no other practical way. Safety and efficiency will be sacrificed in so doing, however. Lane widths can be narrowed only with a loss in convenience, safety and capacity; reduction in width of marginal strips will affect appearance; narrow malls will not provide the shadowing effect for turning vehicles. Such compromises are suggested only to meet such practical problems as cost, land use and stage develop- ment.

It is proposed that the designated major streets be made attractive to motorists and safe to use by preferential treatment. The pavement on these arteries should be maintained in first- class condition, crowns should be kept low, and radii of curb returns at cross streets increased. Traffic signs, signals and mark- ings in conformance with the national Uniform Manual for Traffic Control Devices should be applied to the degree found necessary by competent engineering studies to assure the safe and expeditious movement of traffic and the protection of pedes- trians.

Modern street lighting has proven effective in reducing the toll of traffic accidents. It is just as true, but less often empha- sized, that good lighting results in time savings for motorists and increases the capacity of streets. Standards have been established by the Illuminating Engineering Society for the lighting of ar- terial streets under various conditions of traffic volumes, type of pavement and other factors. All of the streets designated herein as part of the network of arterial streets should have modern street lighting in keeping with the Illuminating Engineering Society standards.

The major streets will continue to intersect, as they have for 300 years, in the numerous squares for which cities and towns in New England are noted. The consultants have made studies of many of these locations where serious traffic congestion is known to occur.

Competent plans prepared by accredited agencies have been found for the correction of many of these problems. Construc- tion has been held in abeyance, in most cases, pending an oppor- tunity to review the proposals in relation to the Master Highway Plan and other major programs. This has been a wise policy, since many spots which are now scenes of serious congestion each day will be vastly improved by the construction of expressways or by other contemplated changes. For example, most of the traffic now plaguing City Square, Charlestown, will be lifted above surface congestion and carried on the recommended ex- pressways from the Central Artery to the north via the Mystic River Bridge or to the west through Cambridge. On the other hand, the present traffic problem at Sullivan Square will not be sufficiently alleviated by the expressway system to justify post- ponement of consideration for major corrective measures at this location.

The modernization program now moving forward under the guidance of the Metropolitan Transit Authority also will elimi- nate many street traffic problems. In some cases the correction will come through the substitution of rubber-tired vehicles for present street cars while in others the extension of rapid transit facilities can be expected to reduce the load of traffic on streets paralleling the new rail facilities.

The re-location of the market district, the construction of a union truck terminal and the provision of off-street parking facil- ities will all have their beneficial effect.

All of these factors were considered in selecting the loca- tions, indicated by numbers on the area-wide folded map and listed herein, requiring such major treatment as channelization, provision for rotary movement, grade separations, or by-passes. In many instances it has been possible to make only general rec- ommendations, while in others sufficient traffic data were avail- able to justify the making of rather specific proposals.

79

LOCATIONS OF PROPOSED IMPROVEMENTS TO EXISTING HIGHWAYS

No.

Location

City, Town or District

No.

Location

City, Town or District

1 Southern Artery at Washington Street

2 Southern Artery at Coddington Street

3 Quincy Square

4 Southern Artery at Hancock Street

5 Granite Avenue and Adams Street

6 Cummins Highway at Mattapan Square

7 Blue Hill Avenue at Morton Street

8 Roslindale Square at Washington Street

Quincy

Milton

Mattapan

Dorchester

Roxbury

9 Morton Street and Washington Street (Forest Hills

Station) Jamaica Plain

10 Columbia Road — Uphams Corner Dorchester

1 1 Andrew Square South Boston

12 Dover Street at Dorchester Avenue South Boston

13 Broadway at Dorchester Avenue South Boston

14 Egleston Square Roxbury

15 Jackson Square Roxbury

16 Roxbury Crossing Roxbury

17 Brigham Circle Roxbury

18 Audubon Road, Riverway and Brookline Avenue Back Bay

19 Commonwealth Avenue at Cottage Farm Bridge Brighton

20 Commonwealth Avenue and Brighton Avenue Brighton

21 Commonwealth Avenue and Harvard Avenue Brighton

22 Coolidge Corner Brookline

23 Village Square Brookline

24 Cleveland Circle Brighton

25 Commonwealth Avenue and Chestnut Hill Avenue Brighton

26 Beacon Street and Centre Street Newton Centre

27 Newton Corner Newton

28 Union Square Brighton

29 Cushing Square Belmont

30 Harvard Square Cambridge

31 Central Square Cambridge

32 River Road and Lechmere Canal Cambridge

33 Union Square

34 City Square

35 Sullivan Square

36 Arlington Square

37 West Medford Square to Bennett Delta

38 Main Street and Washington Street

39 Broadway and Revere Beach Parkway

40 Maiden Square

41 Broadway and Beach Street

42 Central Square

43 D Street

Somerville

Charlestown

Arlington

Medford

Winchester

Everett

Maiden

Revere

Lynn

South Boston

44 Jamaicaway from Huntington Avenue to Arborway

Jamaica Plain

45 Cottage Street Widening — Lee Street to

Jamaicaway Brookline to Roxbury

46 Commonwealth Avenue Improvements Brighton to Newton

47 Market Street — Coolidge Avenue Bridge

Watertown and Cambridge

48 Cambridge Truck Route Cambridge

49 Route 60, Waltham through Belmont to Arlington

50 New Prison Point Bridge Cambridge-Charlestown

51 Rutherford Avenue Widening Charlestown

52 Harvard Street Extension Medford

53 Mystic Avenue from Northern Artery to High Street, Medford Somerville- Med ford

54 Gravelly Creek Bypass of Medford Square Medford

55 Revere Beach Parkway Bridge — over West Division B.M.R.R. Medford

56 Revere Beach Parkway Bridge over Mystic River

Medford-Everett

57 Revere Beach Parkway Bridge over South Branch

B.M.R.R. Everett

58 Second Avenue Extension Chelsea

59 Meridian Street Bridge Chelsea-East Boston

60 Market Street By-pass Lynn

61 Westerly By-pass Saugus-Lynn

80

Those locations which were most frequently nominated by interested agencies tor the attention of the consultants, and which study revealed to be more or less of a permanent character, are indicated by the numbered dots on the map of the Master Highway Plan. There are many more locations which were studied by the consultants but were thought to be temporary in view of the contemplated programs of highway and transit im- provements.

Plans for all of the locations shown could not be prepared in the absence of detailed information on traffic and on existing physical conditions. The work of the consultants did not include the gathering of such information. Most of the troublesome spots have been the subject of intensive study by qualified agencies, and these studies have been carefully reviewed. A number of them are illustrated herewith giving credit to the originating group.

The discussions of specific locations which follow are in- tended primarily to illustrate the range and variety of treatment which will be found appropriate to deal with the various inter- sections indicated on the map as the bottlenecks on the present and future arterial street system.

Mattapan Square (6)

An inexpensive plan for improvement of Mattapan Square is shown on Page 84. This plan includes elimination of angle parking, channelization of the intersection and installation of properly timed traffic control signals. The use of such expedients can effect remarkable results when skillfully applied.

Morton Street and Blue Hill Avenue (7)

Preliminary studies have been made for an overpass on Blue Hill Avenue at Morton Street. This improvement would cost approximately $500,000 and might also result in consequen- tial damages to property in its vicinity. It is recommended that a much simpler treatment be tried at this location before giving further consideration to elaborate structures. The suggested

plan, illustrated on Page 85, contemplates simple channelization and the operation of existing traffic signals by any one of the several types of automatically or manually reset timers which adjust the signals to favor the predominant movements at various times of the day. Such timers also make special provision for the peculiarities of Saturday and Sunday traffic. Rigid parking con- trol is also an essential feature of the proposal.

The Southwest Expressway will eventually relieve this inter- section of a large portion of its traffic, but turning movements will always be heavy.

Arborway and Washington Street (?)

It is recommended that this location be given intensive study by an appropriate agency in coordination with the Metro- politan Transit Authority which is preparing long-range plans affecting traffic conditions at this point. During the period that will be required to carry out these plans, traffic signals operated by a flexible timer should handle traffic in a satisfactory manner. Even with traffic signals, police officer protection will be required in rush hours because of the heavy pedestrian movements.

Roxbury Crossing (16)

This intersection will be called upon to handle more traffic, rather than less, by the building of the proposed expressway con- stituting the Belt Route. It is proposed, therefore, that the changes which will be necessary at that time to accommodate the additional traffic be made immediately so that surface traffic can have the benefits of the improvement at once. The plan consists basically of rotary control using existing streets primarily but also including a street extension which will ultimately be needed as a part of the expressway program.

Park Drive-Brookline Avenue (18)

A plan has been proposed by the Boston Park Commission for the treatment of the multiple intersections created by the

81

confluence of Park Drive, Brookline Avenue, Boylston Street, Fenway, Pilgrim Road and Riverway. A portion of Muddy River has been put in conduit toward the construction of this project. The plan consists primarily of two large traffic circles connected by two roadways bordering Muddy River. It appears that this treatment is adequate and well suited for the problem at hand.

Cottage Farm Bridge and Commonwealth Avenue (19)

This location will be relieved of a great part of its traffic by the construction of the Belt Expressway. It is recommended that vehicle-actuated traffic control signals be installed at the intersec- tion, in the meantime, to expedite the widely fluctuating flow of traffic characteristics of this location.

Such signals will supplement the commendably efficient traffic officer regularly on duty at this intersection. Thus freed from the mechanical aspects of traffic control, he can give all necessary attention to turning vehicles and to pedestrians.

Union Square— Somerville (33)

It is the opinion of the consultants that this intersection can be competently treated by the construction of islands to channel- ize traffic and the installation of traffic control signals as shown herewith. Elimination of angle parking is fundamental to any plan for relief of congestion at this point.

The Belt Expressway will later draw a portion of the through traffic from Union Square.

City Square— Charlestown (34)

This neighborhood is presently the subject of intensive study by engineers for the Mystic River Bridge Authority. It is antic- ipated that coordinated plans between this agency and other bodies at interest will be prepared. The solution must take into account the widening of Rutherford Avenue and the re- building of Prison Point Bridge as well as the construction of approaches to the new Mystic River Bridge.

Sullivan Square (35)

Studies are now being conducted by the City Planning Board in cooperation with the State Department of Public Works for a vehicular underpass at Sullivan Square. Final recommendations must await the completion of comprehensive traffic surveys, but one of the tentative solutions for this complicated problem is shown on Page 89. This improvement illustrates the type of work on the local street system which will not be made obsolete by the construction of expressways.

Revere Beach Parkway, Broadway and Main Street— Everett (39)

Various agencies have studied the problem created by the intersection of Revere Beach Parkway with Main Street and Broadway in Everett. An artist's conception of a preferred treat- ment incorporating an overpass is shown herewith. The impor- tance of Revere Beach Parkway as a major traffic artery and the present congestion suffered at this location justifies the rather costly solution shown. The usefulness of all of the traffic arteries involved will be materially increased by the improvement.

Roslindale Square

A plan has been prepared for correction of traffic conditions in the Roslindale Square business district. This incorporates parking control, provision of off-street parking facilities, traffic signals, one-way streets and a short extension of one street. This inexpensive and readily available solution is suggested as an al- ternate to a more expensive plan for the taking of right-of-way and the extension of Belgrade Avenue as a new thorofare between South Street and Washington. This latter plan was suggested by the Roslindale Board of Trade. The proposed Southwest Express- way will change the traffic pattern in this vicinity in that traffic now moving from Belgrade Avenue to Washington will then be primarily interested in getting from Belgrade to Cummins High- way.

82

The off-street parking facilities shown in the accompanying exhibit are those proposed by the Roslindale Board of Trade.

Extension of Market Street— Lynn

The City Engineer of Lynn has prepared preliminary plans for the extension of Market Street. These plans have been modi- fied by the consultants to conform to the recommended stand- ards for the major street system. In addition, channelization has been shown on the accompanying plan at each end of the im- provement. This work will make a major contribution to the relief of traffic along the most congested portion of Washington Street in Lynn.

A by-pass route west of Lynn has been located as a result of reconnaissance surveys and is recommended as a part of the ar-

terial street system. This general purpose highway would be on a new right-of-way through an area largely undeveloped at pres- ent. Through traffic would be removed from the congested streets of downtown Lynn to the benefit of all.

Cambridge Truck Route

A truck route in the City of Cambridge has been proposed by the Cambridge Planning Board. This would consist principally of existing suitable streets, but would also involve street exten- sions or widenings requiring additional right-of-way in five loca- tions and a separation of grades with an existing railroad track.

The consultants endorse this proposal and show it on the Master Highway Map as an improvement to be made as a part of the proposed arterial street system.

83

84

PROPOSED TRAFFIC IMPROVEMENTS

MATTAPAN SQUARE

PROPOSED IMPROVEMENTS FOR INTERSECTION OF BLUE HILL AVENUE AND MORTON STREET

BOSTON, MASSACHUSETTS

STREET

LEGEND

NEW CURB LINES PRESENT CURB LINES BUILDING LINES TRAFFIC SIGNALS

NOTE NO MAKING PERMITTED WITHIN ONE MUNORED FEET OF THE INTERSECTION ON EITHER SIDE OF THE STREET

85

86

PROPOSED TRAFFIC IMPROVEMENT AT

ROXBURY CROSSING

PROPOSED IMPROVEMENT

BROOKLINE AVE. a PARK DRIVE

87

PROPOSED TRAFFIC IMPROVEMENT

SOMERVILLE AVE. ft WASHINGTON ST. UNION SQUARE - SOMERVILLE

88

TENTATIVE PLAN FOR TRAFFIC CIRCLE AND UNDERPASS

SULLIVAN SQUARE- CHARLESTOWN

BASIC DESIGN BY BOSTON PLANNING BOARD

89

REVERE BEACH PARKWAY OVER-PASS

90

MAJOR STREETS WITH SIX LANES FOR MOVING TRAFFIC

15'

7'

13'

ll'

i "'.I.

20'

ll'

II'

13'

7'

15'

r

67'

to

"i* i

6 7'

to

;

134' fz)

VJ1

DESIRABLE STANDARD PARKING PERMITTED

MINIMUM STANDARD PARKING PERMITTED

*xye

44 134

k

(3l

■ i i. i . i • i

88 (68

44 (34

DESIRABLE STANDARD NO STOPPING IN RUSH HOURS NO PARKING AT OTHER TIMES

MINIMUM STANDARD NO STOPPING IN RUSH HOURS NO PARKING AT OTHER TIMES

CIRCLED NUMBERS INDICATE CORRESPONDING WIDTHS FOR FOUR-LANE STREETS

91

MARKET ST.

PROPOSED EXTENSION OF MARKET STREET

LYNN, MASSACHUSETTS

A MODIFICATION OF A PLAN BY FRANK E. GOWDY, CITY ENGINEER

92

TRUCK ROUTES

SPECIAL consideration was given to truck movements throughout the metropolitan area in the analysis of the origin and destination data as shown by Plates 6, 9, 10 and 12 in the traffic section of this report. The needs of commercial vehicles have influenced the selection of expressway routes as well as the development of a system of arterial streets. Provisions have been made in locating access ramps on the expressways, and in the development of other plans, for the movement of trucks to and from present and proposed truck terminals, market areas, freight terminals and piers.

It is recommended that trucks be permitted to operate on every section of the proposed system of expressways. In estab- lishing priorities for the construction of these expressways, a high rating was assigned to the Southwest Expressway because of the totally inadequate highway facilities which are now available to commercial vehicles traveling in this general direc- tion.

Many suggestions were made to the consultants for their consideration in planning better facilities for the heavy flow of truck traffic across Charles Street between Longfellow Bridge and Park Square. Most of these ideas involved relatively costly construction. It is felt, however, that the comprehensive pro- gram of other improvements recommended herein for the downtown area will make it unnecessary to perform extensive work in the vicinity of Charles Street itself.

The extension of Embankment Road and its connection with the four. one-way streets previously described should at- tract almost two-thirds of the automobiles now using Charles Street, according to traffic analyses. Similarly, at least one-half of the trucks now using Charles Street will prefer to use the Central Artery, other sections of the Belt Route, or the widened surface streets after those projects are completed.

In the meantime, Charles Street should remain a two-way artery for mixed traffic. Parking should continue to