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Massachusetts Bay Transportation Authority

Green Line Extension (GLX) Project

Equivalent Facilitation Request

Pursuant to the requirements of 49 CFR 37.9(d), the following information is submitted in support of a request for concurrence on equivalent facilitation measures being provided as part of the MBTA’s Green Line Extension (GLX) project.

Contact Information Contact information for the requesting party is as follows:

Name: Massachusetts Bay Transportation Authority (MBTA) Address: 100 Summer Street, Suite 250, Boston, MA 02110 Contact: Mary R. Ainsley, Senior Director of Design & Construction for GLX Phone: 617-996-0771 ext. 216

Note that, although the primary point of contact is Ms. Ainsley, this request is submitted in coordination with Laura P. Brelsford, MBTA Assistant General Manager for System-Wide Accessibility.

Applicable Accessibility Provisions Concurrence is sought for the following provisions of 36 CFR, Part 1191 at a limited number of specific project locations where project improvements meet existing conditions. • 36 CFR 1191 Appendix D, paragraph 403.3 – Slope • 36 CFR 1191 Appendix D, paragraph 505.10 – Handrail Extensions • 36 CFR 1191 Appendix B, paragraph 206.3 – Location (as modified for transportation facilities) • 36 CFR 1191 Appendix D, paragraph 504.2 – Treads and Risers. Specific locations where concurrence is sought are identified in the sections below.

Method of Providing Equivalent Facilitation This request for equivalent facilitation is made within the context of a larger Green Line Extension (GLX) project, which is being undertaken to provide vastly improved transportation opportunities to all MBTA riders, including persons with disabilities. General background on the project is provided below. Followed by a summary of the limited number of discrete locations where FTA concurrence is sought for variances from ADA, primarily due to existing geography of the dense urban community surrounding the GLX stations.

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Project Background The Green Line Extension (GLX) project is an initiative of the Massachusetts Department of Transportation and the Massachusetts Bay Transportation Authority (MBTA). The project will extend existing MBTA Green Line light rail service from a relocated Lechmere Station through the densely settled communities of Cambridge, Somerville, and Medford northwest of Boston.

Project Goals The goal of the GLX project is to improve transit service, mobility and regional access for residents and visitors in Cambridge, Somerville and Medford. Bringing MBTA light rail service to these densely populated cities will address longstanding transportation inequities, result in fewer automobiles on local roads, and help to combat greenhouse gas emissions and other components of air pollution. The GLX project will also support municipal plans for local economic growth and provide residents of environmental justice and disabled populations with faster rides to jobs, schools, health care and other destinations.

Project Context The GLX project begins at the intersection of Land Boulevard and Monsignor O’Brien Highway in Cambridge at the existing Green Line Viaduct north of Science Park Station. The new Green Line alignment will stay on the northeast side of the Monsignor O’Brien Highway, where the new relocated Lechmere Station will be. North of Lechmere the extension splits into two branches. The Union Square branch follows the Fitchburg Commuter Rail Line for approximately one mile northwest into Union Square, terminating at the new Union Square Station. After the split from the Union Square Branch, the Medford Branch follows the New Hampshire Commuter Rail Line north for 3.2 miles through Somerville and terminates in Medford at the College Avenue Station (a total of 3.8 miles of Medford Branch from Land Boulevard intersection to College Avenue Station). There are five (5) new stations on the Medford Branch. Figure 1 on the following page shows the project in its regional context.

Project Elements Principal elements of the project include the following: • Reconstruction/Rehabilitation of three (3) rail bridges and five (5) roadway bridges • Widening of the existing railroad corridor & relocation of 4 miles of commuter rail • Seven (7) fully accessible stations • New Green Line Vehicle Maintenance and Storage Facility • 3.8 miles Medford Branch Line • 0.9 miles Union Square Branch Line • An accessible multi-use extension of the Somerville Community Path

General Approach The proposed Green Line Extension stations have been designed to comply with the applicable requirements of the Federal Americans with Disabilities Act (ADA), regulations of the Massachusetts Architectural Access Board (MAAB) and MBTA guidelines and best practices, including the provisions of the Boston Center for Independent Living (BCIL) agreement.

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Figure 1 - Green Line Extension -- Regional Context

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The station designs were conceived, from the start, as completely accessible facilities with the primary path and the accessible path being one and the same. Universal design principles have been applied to all areas of passage and circulation. In general this includes the following station elements: 1. The design of each station is intended to provide visual clues to enhance public wayfinding.

Accessibility elements like elevators and ramps have been designed to be prominent features of the primary path of travel. Use of transparent materials for key station exterior and interior elements allows for reassuringly direct visual connection to and through the station environment in order to promote a greater sense of personal safety for all station users.

2. Design work to date regarding ADA compliance from the site approaches is discussed in more

detail under each of the station summaries presented in this report; however, in station situations where the adjacent bridge approaches exceed 5%, a two level station design has been provided to address this situation with an upper and lower entry allowing access from both the high and low sides of the station. Union Square, Gilman Square, and Ball Square stations utilize this approach. All of the other stations, with the exception of Lechmere (which is an elevated station) utilize plaza connections from “The Ride” paratransit drop off area directly to the station entry. All paving surfaces leading to the station are brush or sandblasted finished concrete with saw cut control joints to minimize jolts and vibration. Approaches to the station from “The Ride” drop off areas have been designed to be essentially flat surfaces.

3. Station entry doors generally are paired units with each “leaf” 40 inches wide. Hardware types

and mounting heights are identified per ADA guidelines. All public doors include an accessible power operating mechanism.

4. Lobby and platform floors are trowel finished concrete with saw cut joints to minimize jolts and

vibration. 5. MBTA directional signage is generally perpendicular to the path of travel. Fixed and LED signage

complies with ADA location, size and contrast standards. Auditory announcements are duplicated with Variable Message Sign (VMS) equipment at platforms and lobby areas. The MBTA is currently revising their system wide signage standards which address the specifics of the review criteria for accessibility.

6. Public address systems have been specified to react to ambient noise levels and adjust volume

levels accordingly. Speakers have been closely spaced to allow for greater sound clarity at reduced volumes.

7. At least one Customer Assistance Area (CAA) is provided on each station platform. Per MBTA

guidelines, each CAA is identifiable by tactile strips embedded in the platform and by increased lighting levels. Each CAA also includes a call box, a bench, and informational signage.

8. In addition, Emergency Call Boxes (ECB) have been provided at all circulation and decision

points (e.g., elevators, tickets, maps and at platform intervals) and have been located at ADA required heights.

9. Each station has been designed to provide at least one ADA-sized toilet facility within the Station.

The toilets serve both MBTA employees and the traveling public. The toilets are locked rooms

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located within the “paid” boundaries of the station. Access to these facilities is available to MBTA customers, but restrooms are intended to be locked. Therefore, such access must be requested from the station’s “Customer Service Representative”.

10. All Elevators are redundant per the requirements of the BCIL agreement and prominently placed

on the primary path of travel. When geometrically feasible, the elevators have been designed with a “pass through” circulation pattern. This allows users to enter and exit facing in one direction, eliminating the need for people to back out of the elevator. Elevator controls are based on the ADA, MAAB and BCIL requirements for size, location, material and height. All elevators are backed up with emergency power from an onsite generator. Per the requirements of the BCIL agreement, the elevator cabs and enclosures are as transparent as possible for issues of security and enhanced wayfinding. Areas of refuge are provided at elevators and stairway locations.

11. Stairs and railings have been designed per the Massachusetts State Building Code, ADA and

MAAB requirements. 12. Platforms for all stations have been designed as “center platforms,” located between the

outbound and inbound tracks. Platform elevations have been set to be 8 inches above the top of rail for initial construction and operation with current carsets. Once the current carsets are replaced by more modern, low-floor vehicles, the MBTA intends to raise the platforms an additional 6 inches to a height of 14 inches above top of rail. This raising of the platform will allow level boarding of passengers from the platform to the newer subway cars. Elevators, escalators and stairs in all stations have been designed to accommodate the eventual raising of the platforms to 14” above top of rail in a way that will not require the vertical circulation elements to be disrupted. Two-foot wide tactile warning edges, LED signage, public announcement systems, emergency call boxes, and accessible sheltered enclosures are provided at all platforms. Platform walking surfaces are smooth precast concrete. Additional information regarding level-boarding considerations is available as part of the Level Boarding/Station and Site Accessibility memorandum dated September 27, 2013. This memorandum was provided to FTA on September 30, 2013.

13. Emergency egress proposed at all stations is in compliance with the requirements of the National

Fire Protection Association (NFPA) 130. At Union Square, Lowell Street, Ball Square and Washington Street stations secondary emergency egress is shown as crossing the tracks at grade. Secondary emergency egress at Gilman Square and College Avenue stations is provided by covered ramps, whereas Lechmere Station is designed with a stair tower and headhouse at each end of the platform.

14. Each fare line, in each station, has been designed to include a minimum of two ADA sized

automated fare collection (AFC) machines. More than two are provided in locations where space is available. The size of these AFC machines is based on the current MBTA standard.

Station-by-Station Summary As outlined above, design efforts at all stations have centered on providing accessibility. In all cases (except for one of the elevator locations at Gilman Square Station described in detail below) the station buildings meet or exceed all regulations and guidelines for accessibility. In general, access from the surrounding neighborhood sidewalks also meets accessibility requirements. However, there

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are a limited number of discrete locations where the topography of the surrounding streets and proximity of existing buildings has made it practically impossible to meet the letter of the regulations and guidelines. The following text briefly describes features and conditions specific to each individual station. In some cases, existing topography has caused the project to request FTA concurrence on variances in a limited number of isolated locations. Situations requiring variances and concurrence are overwhelmingly due to the need to locate stations along an existing rail corridor, where is only readily available from the roadway bridges that span the corridor, and where the roadway approaches to these bridges often have grades in excess 5%.Those situations are described in the narrative and accompanying graphics associated with each station.

Lechmere Station

Lechmere Station location and accessible circulation The new Lechmere Station will be located on the northeast side of Monsignor O’Brien Highway across from the existing Lechmere Station. The station location is adjacent to and will soon be surrounded by millions of square feet of high rise commercial and residential development. The figure below shows the location of the proposed Lechmere Station and indicates primary routes of access from the surrounding neighborhoods.

Figure 2- Lechmere Station – Neighborhood Context and Access

For reference, a station site plan is found on the following page.

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Figure 3 - Lechmere Station Site Accessibility Plan

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The station is a two level station with an additional basement level that houses mechanical equipment and is not open to the public. The first floor level is the entry level with entrances located below the proposed Green Line viaduct on the north side of Monsignor O’Brien Highway. The platforms are elevated above the entry level corresponding to the track level of the elevated viaduct. Lechmere Station has two separate headhouses – one located at each end of the platform. An area of refuge is located at the top of the stairs on both the north and south ends of the platforms. Primary Headhouse – The primary headhouse (also known as the North Headhouse) is at the north end of the platform and will serve as the primary headhouse; it has two ground level entrances and two fare lines. The north side entrance of the primary headhouse allows passengers coming from the relocated Lechmere busway (including “The Ride”) and from Water Street to directly access the station. The south side entrance to the primary headhouse accommodates passengers coming from North First Street, Monsignor O’Brien Highway, and the NorthPoint Development. Both fare lines will have a minimum of two accessible fare gates. The main headhouse has two elevators, one escalator and one set of stairs leading to the 2nd floor platform level. Northeast of the station is an MBTA interim parking lot with accessible parking spaces located closest to the station’s entrance. North of the station is a bus loop off of Water Street that is directly adjacent and accessible to the primary headhouse. Secondary Headhouse – The secondary headhouse (also referred to as the South Headhouse) is located at the south end of the platform. Due to its smaller size, it contains one accessible fare array, one elevator, and one stair leading to the platform. The secondary headhouse will serve the southern portions of the NorthPoint Development and traffic from the nearby Galleria Mall.

Accessible path issues at Lechmere No accessible pathway issues are expected at Lechmere Station. Pathways to the station are located within an area substantially controlled by abutting developers, and will incorporate access from O’Brien Highway and the plazas and sidewalks used for access to the private development. Due to the gently sloping topography of the site and the extensive redevelopment of the areas surrounding the station, the GLX project does not expect to need to request any variances for Lechmere Station.

Washington Street Station

Station location and accessible circulation Washington Street Station is located on the south side of Washington Street. It is adjacent to a densely developed residential neighborhood to the northeast and commercial and industrial properties on all other sides. The City of Somerville is currently working on plans to introduce dense mixed-use development on both sides of the station corridor. The figure below shows the location of the proposed Washington Street Station and indicates primary routes of access from the surrounding neighborhoods.

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There are two entrances to the station on the south side of Washington Street; one is under the bridge along the west side of Washington Street bridge abutment; the second is on the east side at surface level near the pick up / drop off. The platform is one level above these entrances at track level.

Figure 4 - Washington Street Station – Neighborhood Context and Access

A site plan for Washington Street Station is shown on the following page. The station entrance level includes an indoor walkway under the Washington Street rail bridge to connect the two entrances. The east entrance connects to patrons coming from the east side neighborhoods and is in close proximity to “The Ride” drop-off area, which is connected by an accessible sidewalk. The west entrance connects to patrons coming from the west side neighborhoods and the proposed Somerville Community Path. Vertical circulation that connects the sidewalk entrance level to the platforms contains two elevators, one escalator and two sets of stairs going up to track and platform level. Vertical circulation elements are contained within the limits of the railroad embankment south of the bridge abutment. Sidewalks beneath the bridge cover existing utilities that cannot be disturbed, so design grades are constrained. An accessibility diagram for Washington Street Station is shown on the following page. Insert Washington Street accessibility diagram here.

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Figure 5 -- Washington Street Station Site Accessibility Plan

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Accessible path issues at Washington Street Station Only one existing roadway grade condition has been identified as an issue for Washington Street.

Washington Street Variance #1 Due to the existing slopes of the roadways at the intersection of Knowlton, Tufts, and Washington Streets, which are not being reconstructed, the slope of the crosswalk at Tufts Street exceeds 2%. More detailed graphics illustrating this situation are shown below. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and concurrence from FTA with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 6 - Washington Street Station – Variance #1 – Enlarged Plan

Figure 7 - Washington Street Station – Variance #1 – Rendering

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Union Square Station

Union Square Station location and accessible circulation Union Square Station is located adjacent to the Prospect Street Bridge within a densely developed commercial area. The figure below shows the location of the proposed Union Square Station and indicates primary routes of access from the surrounding neighborhoods.

Figure 8 - Union Square Station – Neighborhood Context and Access

A site accessibility diagram for Union Square Station is shown on the following page.

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Figure 9 -- Union Square Station Site Accessibility Plan

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The location of the Union Square Station headhouse is the result of discussions with the City of Somerville regarding the future plans to modify Prospect Street Bridge. The station design features two entrances – one from Bennett Street at the lower level, which will provide access for “The Ride” and one from the bridge sidewalk at the upper level. The design of the station anticipates the future replacement and widening of the Prospect Street Bridge and future relocation of “The Ride” drop off to the bridge level eliminating the lower Bennett Street drop off. These future modifications will allow the accessible drop off to be relocated directly in front of the headhouse entry, and will permit the lower Bennett Street site to be incorporated into a development parcel to the north of the station. It is the stated intent of the City to revise the traffic patterns and improve pedestrian access around the station at the time of the Prospect Bridge replacement. Improvements to pedestrian circulation would include sidewalk improvements and accessible connections between bus stop locations and Union Square Station. The upper level entrance to Union Square (from the Prospect Street Bridge) contains a minimum of two accessible fare gates, two sets of stairs, one escalator, and two elevators down to the platform level where there is an accessible center platform. The lower entrance (from Bennett Street) has a separate fare collection line, also with a minimum of two accessible fare gates.

Accessible path issues at Union Square Union Square Station is located adjacent to the Prospect Street Bridge since this bridge provides the only reasonable direct access to the rail corridor from the neighborhoods surrounding to the Union Square. The alignment of the Prospect Street Bridge slopes in each direction to allow minimum vertical clearance for the roadway above the rail corridor. This in turn creates existing roadway slopes that cannot readily be altered without impacting access to residences and businesses for blocks in either direction. As a result, the GLX project is seeking state variances and FTA concurrence for five localized conditions as follows:

Union Square Variance #1 The existing roadway running slope in this area is about 5.5%; and it gets steeper as it continues toward the proposed upper station entrance. Creating a compliant crosswalk in this location will not be feasible. The running slope of the crosswalk at intersection of Prospect and Bennett Streets exceeds 5% to match the existing slope of Prospect Street. The GLX project is therefore requesting a state variance from 521 CMR 20.00: Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

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Figure 10 - Union Square Station – Variance #1 – Enlarged plan

Figure 11 - Union Square Station – Variance #1 – Photo overlay

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Union Square Variance #2 The proposed reconstructed sidewalk segment along Prospect St. will be 7%, which is the existing average slope along the same segment of existing sidewalk. Prospect Street and Bennett Street sidewalk running slope exceeds 5% in order to match existing roadway slopes. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


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Figure 13 - Union Square Station – Variance #2 – Photo overlay on Prospect Street

Figure 14 - Union Square Station – Variance #2 – Photo overlay on from Bennett Street level

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Union Square Variance #3 The proposed plaza is perpendicular to a crowned existing road and sidewalk profile, which has a 3.5% longitudinal slope along the plaza segment. The entry plaza warps to meet the sidewalk slope. Since the entry plaza cross slope unavoidably exceeds 2%, the GLX project is requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


Figure 16 - Union Square Station – Variance #3 – Rendering

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Union Square Variance #4 Creating fully accessible crosswalks and traffic island in this location is not feasible due to existing road slopes and impact to adjacent properties. Since the sidewalk and traffic island at the intersection of Prospect and Webster streets cannot be compliant in order to match existing conditions, the GLX project is requesting a state variance from 521 CMR 20.00: Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


Figure 18 - Union Square Station – Variance #4 – Photo overlay looking west on Prospect Street

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Gilman Square Station

Gilman Station location and accessible circulation Gilman Square station is located in Somerville on Medford Street and will serve the concentration of civic buildings (City Hall, Somerville High School & the public library) just to the west of the station. The figure below illustrates the topographical conditions looking toward Boston along the GLX corridor at the Medford Street Bridge. In the figure the high school buildings are visible at the top of the adjacent hill.

Figure 19 - Gilman Square Station Area – Looking along the rail corridor toward Boston

The figure below shows the location of the proposed Gilman Square Station and indicates primary routes of access from the surrounding neighborhoods.

Figure 20 - Gilman Square Station – Neighborhood Context and Access

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Gilman Square Station has three entrances. Two of these entrances, a lower and an upper, are in the main station headhouse located along Medford Street. The lower entry is at grade adjacent to the Pearl Street intersection; the upper entry is on the Medford street bridge approach. A third entrance provides access from the Somerville Community Path on the west side of the station concourse; this third entrance provides access to the station from Medford Street and School Street. The figure on the following page provides an accessibility plan of Gilman Square Station Main Headhouse – The station headhouse has two levels: an upper entrance accessible off the Medford Street Bridge and a lower entrance accessible to the Medford Street neighborhoods. The roadway and sidewalk between the upper and lower entrance follows the existing roadway topography and exceed an 8% slope. The upper and lower entrances provide accessible entrances from the surrounding neighborhoods without having to use the sloped sidewalk. The upper and lower entrances are connected by two elevators and one set of stairs. Space has been left for a future escalator as well, if and when ridership levels entering from the lower Pearl Street level grow sufficiently. Entrance from Community Path – Secondary station access and fare collection is on the west side of the right-of-way in the corridor between Medford Street and School Street. The accessible Community Path connects Medford and School Streets parallel to the right-of-way and allows patrons to access the secondary station access to enter the station, without having to go over the Medford or School Street Bridges. Both bridges have steep approaches to get over the MBTA right-of-way. The west and east entrances allow for maximum flexibility and multiple accessible paths to access the station. After entering the station from any direction, patrons pass through accessible fare gates into a paid area within the right-of-way. Patrons would access down to the station platform via two sets of stair, one escalator and two elevators.

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Figure 21 - Gilman Square Station Site Accessibility Plan

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Accessible path issues at Gilman Square Station

Gilman Square Variance #1 Medford Street from the new bridge to the Pearl St. intersection currently slopes at about 5.4% to 7.2%. Both sidewalks along this segment match the roadway slope. The design of the station mitigates this condition by providing an alternative elevator access through the unpaid lobby, to connect the lower and upper entry plazas that are both accessible from sidewalk level. Since the Medford Street sidewalk running slope exceeds 5% in two locations to match existing roadway slopes. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 22 - Gilman Square – Variance #1 – Enlarged Plan

Figure 23 - Gilman Square – Variance #1 – View looking west on Medford Street

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Gilman Square Variance #2 The new School Street Bridge meets existing road and sidewalk grades at each end, which results with running slopes of over 5% on the bridge sidewalks. Since the School Street sidewalk running slope exceeds 5% on both sides of the new bridge to match existing roadway slopes. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


Figure 25 - Gilman Square – Variance #2 – Photo overlay looking east on School Street

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Gilman Square Variance #3 While the Community Path leading to the station has compliant cross slopes of about 1%, at its juncture with School Street the existing sidewalk slopes are about 8.7%. Due to the continuous steep slopes along School Street, creating a level landing on the sidewalk at the community path interface is not feasible. Therefore a transitional zone is necessary where the path slope will gradually increase from 1% to 8.7% in order to meet the sidewalk slope. Since the Community Path cross slopes exceed 2% at its School Street entrance (east side), to match existing running slopes at the street sidewalk. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


Figure 27 - Gilman Square – Variance #3 – Rendering looking west on School Street

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Gilman Square Variance #4 Due to the continuous running slopes of about 8.5% along School Street, creating a level landing at the sidewalk where the future community path meets the sidewalk, will not be feasible. Therefore a transitional zone is necessary where the path slope will gradually increase from less than 2% to approx. 8.5% in order to meet the existing sidewalk slope. Since the Community Path cross slopes exceed 2% at its School Street entrance (west side), to match existing running slopes at the street sidewalk. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.



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Gilman Square Variance #5 Due to the existing School Street running slopes of approximately 8.5%, creating a level (<2% cross slope) crosswalk at this location will not be feasible. Since the Crosswalk on School Street exceeds 2% cross slope, to match existing roadway slopes The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 - Slope.



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Gilman Square Variance #6 Elevators in the concourse are set 22’-6” off the common circulation path due to proximity of the School Street and Medford Street bridges and the narrow space available between the Green Line tracks. Additional configurations were studied, including locating the elevators on the other side of the station bridge, which was not recommended because: (1) it would create a 6’-6” bottle neck in the main path of travel; (2) the required length of the platform will impact the School Street Bridge; and (3) the emergency egress ramp will have to move down 75 feet. These constrains are illustrated below. Since the public elevators not in the direct circulation path due to site constraints, the GLX project seeks FTA concurrence with respect to 36 CFR 1191 Appendix B, paragraph 206.3 – Location.

Figure 32 - Gilman Square Variance #6 – Station plan at concourse elevators

Figure 33 - Gilman Square Variance #6 – Unavoidable conflicts for elevator placement

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Lowell Street Station

Lowell Street Station location and accessible circulation Lowell Street Station is located in a densely developed residential neighborhood. The figure below shows the location of the proposed Lowell Street Station and indicates primary routes of access from the surrounding neighborhoods.

Figure 34 - Lowell Street Station – Neighborhood Context and Access

Access to Lowell Street Station is from the Lowell Street Bridge, which will be rebuilt to match the existing roadway profiles as part of this project. There is an accessible drop off area directly in front of the station along Lowell Street. The station entrance is accessible from both sides of the bridge along Lowell Street. A site accessibility plan for Lowell Street Station is provided on the following page. The station entrance and headhouse are at the bridge plaza level. The headhouse contains a minimum of two accessible fare gates, two sets of stairs, one escalator, two elevators and two accessible restrooms. Stairs, elevators and the escalator bring you down to track level where there is an accessible center platform.

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Figure 35 -- Lowell Street Station Site Accessibility Plan

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Accessible path issues at Lowell Street Station Issues at Lowell Street are all a result of the roadway profile for the existing pair of bridges (the bridge over the railroad corridor as well as the nearby bridge over the Somerville Community Path) as well as the proximity of neighboring houses and their entrances.

Lowell Street Variance #1 Revising the existing slopes along the abutter’s frontage would expose the foundation wall of the house. Since the Lowell Street sidewalk running slope exceeds 5% in one location to match existing grades along an abutter’s frontage. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 36 - Lowell Street – Variance #1 – Enlarged Plan

Figure 37 - Lowell Street – Variance #1 – Rendering looking west on Lowell Street

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Lowell Street Variance #2 The design was successful in creating and accessible plaza while abutting a crowned vehicular bridge. The area requiring the variance is a small transitional zone between the accessible plaza and the bridge curb, and is away from the direct accessible route. A small portion of the plaza space currently exceeds 2 % to match the sloping curb grades of the entry drive. Paving will be modified to provide clarity of primary accessible route. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


Figure 39 - Lowell Street – Variance #2 – Rendering looking north at station plaza

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Lowell Street Variance #3 A handrail has been added to the stepped plaza per previous discussion with SWA. Due to space constraints, the extension of this handrail would protrude into the circulation zone. Handrail extension at stepped plaza has been removed due to the safety hazard of projecting into circulation zones. The GLX project is therefore requesting a state variance from 521 CMR 27 – Handrail Extensions and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 505.10 – Handrail Extensions.


Figure 41 - Lowell Street – Variance #3 – Rendering looking north at plaza ramp

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Lowell Street Variance #4 Revising the existing running slopes on Lowell Street east of the station is approximately 2.6% at the location of the proposed crosswalk at Vernon Street. Adjustments to the street grade (and hence the cross slope of the crosswalk) would impact entrance of the immediately adjacent home. Since the cross slope of the crosswalk would exceed 2% to avoid impacts to the abutter’s property, the GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


Figure 43 - Lowell Street – Variance #4 – Photo overlay looking west on Lowell Street

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Ball Square Station

Ball Square Station location and accessible circulation Ball Square Station is located within a densely developed commercial and residential area on the border of Somerville and Medford. The figure below shows the location of the proposed Ball Square Station and indicates primary routes of access from the surrounding neighborhoods. A station accessibility plan is shown on the following page.

Figure 44 - Ball Square Station – Neighborhood Context and Access

The figure below shows a view of the Ball Square Station location looking south along Broadway and provides some sense of the existing grade conditions at this location.

Figure 45 - Ball Square Station – Broadway at Boston Avenue looking south along Broadway

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Figure 46 -- Ball Square Station Site Accessibility Plan

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Ball Square Station has one headhouse with two entrances. The lower entrance allows access from Boston Avenue and from the Broadway Street/Boston Avenue intersection. The upper entrance provides access from the Broadway Bridge. Due to the natural grades coming off the bridge, the sidewalk adjacent to the station on Broadway exceeds a 5% slope. The upper and lower entrances allow access to the station without traversing the inaccessible sidewalk. The lower and upper entrances are connected by two elevators, two sets of stairs and one escalator. Fare collection is adjacent to the upper entrance. This level is connected down to the center platform via two elevators, one stair and one escalator.

Accessible path issues at Ball Square Station Issues at Ball Square primarily relate to the steeply slope profile of Broadway as it passes over the railroad corridor.

Ball Square Variance #1 The sidewalk from “The Ride” dropoff to the plaza entry slopes at 6.6%, to match the existing slope of Broadway. Design of the station headhouse mitigates this condition by providing elevator access through the station’s unpaid lobby. Since the Broadway sidewalk running slope exceeds 5% to match existing roadway slopes, the GLX project is requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 47 - Ball Square – Variance #1 – Enlarged Plan

Figure 48 - Ball Square – Variance #1 – Photo overlay looking south on Broadway

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Ball Square Variance #2 The Ride pull-over space slopes at 4% along the roadway gutter line to match the road grades. The slope at the sidewalk / dropoff landing meets the accessibility requirements. The design team will study adding seating arrangements next to the RIDE as per FTA recommendation. Since the cross slope of the drop off parking stall for “The Ride” exceeds 2% to match existing roadway slopes. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.


Figure 50 - Ball Square – Variance #2 – Rendering looking north at Broadway entrance

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Ball Square Variance #3 Stair handrail extensions have been removed due to the safety hazard of projecting into circulation zones. The GLX project is therefore requesting a state variance from 521 CMR 27.4 – Handrails and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 505.10 – Handrail Extensions.


Figure 52 – Ball Square – Variance #3 – Rendering looking north on Boston Avenue

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Ball Square Variance #4 The bottom riser of the proposed stairs adjoins a sloping sidewalk, and therefore providing a bottom tread of uniform height is not feasible. Although permitted in 780 CMR 1009.3.1 - Dimensional Uniformity, this may need to be reviewed/approved. Stair riser height of bottom tread varies, to meet grade along the adjacent sloped walk. The GLX project is therefore requesting a state variance from 521 CMR 27.2 – Treads and Risers and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 504.2 – Treads and Risers.


Figure 54 - Ball Square – Variance #4 – Rendering looking north on Boston Avenue

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Ball Square Variance #5 The project is reconstructing the crosswalks and island on the south side of Broadway, but the existing running slopes of the roadways in all directions make it impossible to bring the slopes below 5%. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 55 - Ball Square – Variance #5 – Enlarged plan

Figure 56 - Ball Square – Variance #5 – Photo overlay looking south on west side of Broadway

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College Avenue Station

College Avenue Station location and accessible circulation College Avenue Station the final Green Line Station on the Medford Branch. It is located between the east and west sides of the Tufts University Campus and also will be designed to have a direct path of access from the densely settled Burget Avenue residential neighborhood northeast of the station. The figure below shows the location of the proposed College Avenue Station and indicates primary routes of access from the surrounding neighborhoods.

Figure 57 - College Avenue Station – Neighborhood Context and Access

What may not be immediately apparent from the figure above is that the station area topography slopes steeply from the upper (west) side of the Tufts Campus to the lower (east) side. In fact, this site historically is known as “Medford Hillside”. The figure below gives some indication of the topography along the upper (west) side of the station area. It shows a view looking north on Boston Avenue with the College Avenue Bridge in the right center. A site accessibility plan for Collge Avenue Station is shown on the next page.

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Figure 58 - College Avenue Station – Looking north on Boston Avenue at “Medford Hillside”

Access to the station is from a large plaza that connects to Boston Avenue and a new dedicated right-turn-only bridge from westbound College Avenue to Boston Avenue. The right-turn-only bridge will be newly constructed by the project. The existing College Avenue Bridge will remain in place, as will the utility bridge between the College Avenue Bridge and the right-turn-only bridge. The plaza connects to the sidewalk along Boston Avenue and the Burget Avenue pedestrian neighborhood path connection. The station entrance and headhouse is at the bridge plaza level. The headhouse contains a minimum of two accessible fare gates, two sets of stairs, one escalator, and two elevators. Stairs, elevators and the escalator bring you down to track level where there is an accessible center platform. Direct access from the Burget Avenue neighborhood is provided by an accessible walkway along the edge of eastern edge of the rail corridor. As the walkway nears the station, it is elevated on a bridge structure to meet the sidewalk elevation east of the station.

Accessible path issues at College Avenue Station As at the other stations, issues at College Avenue primarily center on the difficult topography of the existing roadways. Consideration also must be made for the large volume of pedestrians who already utilize the existing bridge en route between the east and west sides of the Tufts University Campus.

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Ely Figure 59 -- College Avenue Station Site Accessibility Plan

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College Avenue Variance #1 Accessible running slope along the College Avenue road widening (“Right Turn Lane”) is not feasible due to meeting existing grades as well as clearance requirements between bridge and the commuter rail tracks below. The College Avenue right-turn-only bridge exceeds 5% grade in order to match existing roadway slopes along the sidewalk segment that is being replaced. The slope of the sidewalk is 7.3% to match existing. GLX is requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 60 - College Avenue – Variance #1 – Enlarged plan

Figure 61 - College Avenue – Variance #1 – Rendering of east end of existing bridge

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College Avenue Variance #2 While the right-turn-only lane sidewalk is designed to be a compliant 1.5%, it must meet the existing apron to the Tufts University facilities complex just east of the bridge. The apron slopes at 8% and the running slope of the roadway into the Tufts complex quickly reaches an 11% grade. Therefore a transitional zone is needed where the sidewalk cross slope warps from 1.5% to match the 8% cross slope at the Tufts driveway. Since the proposed sidewalk cross slope would exceed 2%, the GLX project is requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 62 - College Avenue – Variance #2 – Enlarged Plan

Figure 63 - College Avenue - Variance #2 - Rendering at east end of bridge

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College Avenue Variance #3 The location of the proposed crosswalk parallel to College Avenue across the entrance to the Tufts University facilities complex matches the location of the existing crosswalk. Since no roadway modifications can be made at this location and still maintain access to the Tufts complex, the newly striped crosswalk will need to match the existing longitudinal slope, which is approximately 8%. The GLX project is therefore requesting a state variance from 521 CMR 20.00 - Accessible Route and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 403.3 – Slope.

Figure 64 - College Avenue – Variance #3 – Enlarged Plan

Figure 65 - College Avenue – Variance #3 – Rendering at east end of bridge

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College Avenue Variance #4 The plaza handrail extensions have been removed due to the safety hazard of projecting into circulation zones. The GLX project is therefore requesting a state variance from 521 CMR 27.4 – Handrails and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 505.10 – Handrail Extensions.

Figure 66 - College Avenue – Variance #4– Enlarged plan

Figure 67 - College Avenue – Variance #4– Rendering looking northwest at plaza

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College Avenue Variance #5 The proposed stairs are perpendicular to a sloped sidewalk. Providing a bottom tread of uniform height is not feasible. Although permitted in 780 CMR 1009.3.1 - Dimensional Uniformity, this may need to be reviewed/approved. Stair riser height of bottom tread reduced to meet grade along sloped walks. The GLX project is therefore requesting a state variance from 521 CMR 27.2 – Treads and Risers and FTA concurrence with respect to 36 CFR 1191 Appendix D, paragraph 504.2 – Treads and Risers.

Figure 68 - College Avenue – Variance #5 – Enlarged plan

Figure 69 - College Avenue – Variance #5 – Rendering looking northwest at plaza

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Prior Public Participation The GLX Project Team has maintained a robust public outreach process for the project including dozens of workshops and public meetings in Cambridge, Somerville and Medford. Outreach has included meetings with the municipalities, major developers of properties adjacent to the corridor, community groups, and individual abutters to discuss project progress. Since the accessibility of the system is a critical issue, it has been and continues to be discussed in all of public meetings. The table on the following page lists key public presentations and presentations to members of the accessibility community that have been made for the project.

Presentation Subject

Meeting Participants

Date

GLX Accessibility

Staff of Cities of Cambridge, Somerville and Medford, including Accessibility Staff

November 29, 2011

Gilman Square and Lowell Street Station Design Meeting

Public March 7, 2012

Ball Square and College Avenue Station Design Meeting

Public March 21, 2012

GLX Accessibility Access Advisory Committee to the MBTA (and Public)

July 25, 2012

Ball Square Station Design Update

Public June 3, 2013

Gilman Square and Lowell Street Station Design Update

Public June 4, 2013

Washington Street and Union Square Station Design Update

Public June 11, 2013

Page-turn Review of October 2012 Accessibility Report

MBTA System-Wide Accessibility (SWA)

August 6, 2013

GLX Accessibility Design Review & Update

FTA and MBTA SWA

January 9, 2014

GLX Accessibility Follow-up Meeting

FTA and MBTA SWA

January 24, 2014

GLX Accessibility Review

MBTA SWA

April 2, 2014

massachusetts bay transportation authority green...

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