mbta working group's study of the route 66 bus line

8/14/2019 MBTA Working Group's study of the route 66 bus line

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Table of Contents

Executive Summary 1

A. Introduction 3

B Background 4C Funding 6

D Best Practices 6D1 Dedicated Bus Lanes 6D2 Transit Signal Priority (TSP) 7D3 Off Board Fare Collection 8D4 Queue Jumping 9D5 Stop Streamlining 9

D6 Bus Stop Location Optimization 10D7 Bus Shelters 11D8 Curb Extensions 13D9 Bus Boxes 13D10 Pavement Differentiation 14

F Existing Conditions 15

F1 Outbound Stops 17F1-a Pearl Street 17F1-b Kent Street 18F1-c Linden Street 18F1-d Aspinwall Avenue 19F1-e Opposite Auburn Street 19F1-f Opposite Vernon Street 20F1-g Beacon Street 20F1-h Babcock Street 21F1-i Beals Street 21F1-k Coolidge Street 22F1-k Opposite Verndale Street 22

F2 Inbound Stops 22

F2-a Verndale Street 23F2-b Coolidge Street 23F2-c Williams Street 24F2-d Opposite Babcock Street 24F2-e Beacon Street 24F2-f Marion Street 25F2-g Harris Street 25F2-h School Street 26F2-i Pierce Street 26F2-k Opposite Kent Street 27F2-k Walnut Street 27

G CTPS (State) Recommendations 28

G1 Outbound 29G1-a Pearl Street 29G1-b Kent Street 29G1-c Linden Street 29G1-d Aspinwall Avenue 29G1-e Opposite Auburn Street 29

G1-f Opposite Vernon Street 29G1-g Sewall Avenue/Stearns Road 29G1-h Beacon Street 30G1-i Babcock Street 31G1-j Opposite Shailer Street 31G1-k Beals Street 31G1-l Coolidge Street 31G1-m Opposite Verndale Street 31

G2 Inbound 31G2-a Verndale Street 31G2-b Coolidge Street 31G2-c Williams Street 32G2-d Shailer Street 32G2-f Opposite Babcock Street 32G2-g Beacon Street 32G2-h Marion Street 33G2-i Foster Street 33G2-j Harris Street 33G2-k School Street 33

G2-l Pierce Street 33G2-m Opposite Kent Street 33G2-n Walnut Street 33

H Working Group Recommendations 34H1 Outbound 35

H1-a Pearl Street 35H1-b Kent Street 35H1-c Linden Street 36H1-d Aspinwall Avenue 37H1-e Opposite Auburn Street 38H1-f Opposite Vernon Street 38H1-g Opposite Marion Street 38

H1-h Beacon Street 39H1-i Babcock Street 40H1-j Stedman Street 40H1-k Coolidge Street 40H1-l Opposite Verndale Street 41

H2 Inbound 41H2-a Verndale Street 41H2-b Coolidge Street 42H2-c Williams Street 42H2-d Opposite Babcock Street 43H2-e Beacon Street 43H2-f Marion Street 45H2-g Harris Street 45

H2-h School Street 45H2-i Pierce Street 46H2-j Opposite Kent Street 46H2-k Walnut Street 46

I Conclusions & Next Steps 47End Notes 48Image Credits 51


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Brookline MBTA Working Group Route 66 Report Page 1

Executive SummaryThe Route 66 is the second busiest MBTA bus route and the method of travel for thousands of

people who live, work, and shop in Brookline every day. While the MBTA owns and operates

the buses, where the buses stop and how they move through Brookline is largely controlled bythe Town. Congestion in some parts of our community is a detriment to economic activity, and

damaging to our quality of life. We cannot build more streets, and we must not deter people

from coming to our Town. An effective way to mitigate congestion is to encourage more people

to use alternative means of transportation such as bicycles, light rail, and buses.

The Commonwealth has presented a unique opportunity to Brookline and all municipalities that

host key bus routes by making stimulus funding available to improve bus service. In order to

improve bus service is the Town of Brookline MBTA Working Group makes the following

suggestions for implementation by the Town, MassDOT and MBTA.

In General:

Increased enforcement of $100 fines for illegal parking/standing in bus stops.

Better marking of bus stop areas.

Placement of a full array of CharlieCard machines at the Coolidge Corner Green Linestations to serve both Green Line and bus customers.

Increased protection and comfort for waiting passengers at each stop.

Improved and properly maintained schedule information/maps at each stop.Outbound (northbound, to Harvard)

Consideraton to bus needs in the Gateway East/Village Green design with specificattention to the Pearl Street bus stop.

Transit signal priority (TSP) treatment at intersection of Washington Street, BoylstonStreet and High Street.

TSP treatment at the intersection of Kent, Washington, and Harvard Streets in BrooklineVillage.

A bench at the Kent Street stop.

Elimination of the Linden Street bus stop.

TSP treatment for the intersection of Harvard Street, School Street, and AspinwallAvenue.

Permission and signage to allow buses to use the right hand lane between Homer Streetand Aspinwall Avenue during the PM peak when no parking is permitted.

A bus shelter at the Aspinwall Avenue stop.

Elimination of the stop opposite Auburn Street in front of the gas station.


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TSP treatment for the intersection of Harvard Street and the entrance to the Stop & Shopsupermarket parking lot.

A bus shelter at the stop opposite Vernon Street (supermarket).

A new stop opposite Marion Street in front of the medical building at 209 Harvard Street.

Relocation of the Coolidge Corner bus stop from the south side of Beacon Street to the

north side of Beacon Street to where the taxi stand used to be located. Elimination of the Babcock Street stop.

Relocation of the Beals Street stop to a new location on the same block, on the north sideof Stedman Street.

A bus shelter at the new stop at Stedman Street.

TSP treatment for the intersection of Harvard, Stedman, and Williams Streets.

TSP treatment for the intersection of Harvard and Fuller Streets.

A bench at the Coolidge Street stop.

Relocation of the stop opposite Verndale Street from the south side of the entrance to theTJ Maxx parking lot to the north side.

TSP treatment for the intersection of Harvard Street, Verndale Street and the TJ Maxxparking lot.

Inbound (southbound, to Dudley)

TSP treatment for the intersection of Harvard Street, Verndale Street and the TJ Maxxparking lot.

Relocation of the Verndale Street stop from the near (north) side to the far (south) side ofthe intersection.

A bus shelter at the Verndale Street stop.

TSP treatment for the intersection of Harvard and Fuller Streets,

TSP treatment for the intersection of Harvard, Stedman, and Williams Streets.

Relocation of the Williams Street stop from the near (north) side of the intersection to thefar (south) side of Williams Street.

A bus shelter at the Williams Street stop.

Elimination of the Babcock Street stop.

The switching of places of the Beacon Street bus stop and the Beacon Street taxi stand.

Creation of a dedicated bus lane beginning at the Green Street crosswalk up to therelocated taxi stand.

TSP treatment for the intersection of Harvard Street and the entrance to the Stop & Shopsupermarket parking lot.

A bench at the Harris Street stop.

TSP treatment for the intersection of Harvard Street, School Street, and AspinwallAvenue.

Relocation of the School Street stop from the near (north) side to the far (south) side ofthe intersection.

A bus shelter at the new School Street stop.

Elimination of the Pierce Street stop.

A bench at the stop opposite Kent Street


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TSP treatment at the intersection of Kent, Washington, and Harvard Streets in BrooklineVillage.

Transit signal priority (TSP) treatment at intersection of Washington Street, BoylstonStreet and High Street.

Consideration to bus needs in the Gateway East/Village Green design with specific

attention to the Walnut Street bus stop.

The impact on the metered parking supply of Harvard Street is positive, with a possible increase

up to 3 metered spaces under these scenarios. The impact on parking in Coolidge Corner is net

0, meaning no metered spaces will be gained or lost. Passenger comfort will increased by the

addition of several shelters, and average bus speeds will also increase through TSP and stop

streamlining. The goal, however, of these changes is not to increase speed, but rather improve

service predictability and reliability.

A. Introduction:Public transit in general, and the route 66 in

particular, are key components of Brooklines

economic and environmental health, and our

way of life. The 2000 census shows that 31%

of Brookline residents (approximately 17,600

citizens) commute to work via public transit

each workday - the 25th highest percentage of

any municipality in the United States.1

Thousands of these Brookliners use the Green

Line, but thousands also take one of nine

MBTA bus routes that service our town -

including the 66.2 MBTA composite data

shows that each weekday about 2,721 people board and 2,787 people alight from a 66 bus at a

Brookline bus stop.3

These are people who travel to and from their Brookline homes, jobs, and

retail destinations without the use of a car.

Organized, scheduled public transit has operated along parts of Harvard Street since 1889 or

earlier.4

The Route 66 bus is a tested, resilient technology that thousands of citizens choose

each day as their preferred means of travel. We have already built it, and they have already

Figure 1: MBTA Route 66 Map


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come. But, we can do better. The purpose of this initiative is to seek changes to things

Brookline controls to improve predictability, reliability, and passenger comfort in a coordinated

effort to encourage more commuters, shoppers, students, employees, and visitors to leave their

cars elsewhere and take the T in Brookline.

B. Background:The 66 is the second busiest MBTA bus route, carrying 14,676

people each weekday, 7,602 on Saturdays, and 4,745 on

Sundays.5 Weekday ridership has grown over 32% in the last

four years, from just over 11,000 in 2006 to just below 14,700 in

2010.6 The MBTA uses a fleet of modern forty-foot buses

accessible to persons with disabilities, equipped with automatic

stop announcement and automated vehicle locater technologies,

and designed to hold 57 passengers.7

These buses run on either

compressed natural gas (CNG) or ultra-low sulfur diesel (ULSD)

fuel. A 2007 report by consultants Booz Allen Hamilton and MJ

Bradley & Associates found no significant difference in emissions between these fuel types.8

The 66 operates every day of the year, with weekday service operating from 4:45AM to 1:05

AM. The schedule effective December 26, 2009 lists over 200 scheduled trips each weekday.

This route connects Dudley Square with Harvard Square via Roxbury Crossing, Brigham Circle,

Mission Hill, Brookline Village, Coolidge Corner, JFK Crossing, Lower Allston, Union Square

Allston, North Allston and the area around Harvard Stadium/Harvard Business School.

Transfers are possible with the orange and red lines, all branches of the green line, and bus routes

1, 8, 14, 15, 19, 22, 23, 25, 28, 29, 41, 42, 44, 45, 47, 57, 60, 64, 65, 68, 69, 70, 70A, 71, 72, 73,

74, 75, 77, 78, 86, 96, 170, and 171. Like the 66, routes 1, 15, 22, 23, 28, 39, 57, 71 and 73 are

also designated key routes. Outbound (northbound, towards Harvard) the 66 enters Brookline at

the Muddy River where Huntington Avenue turns into Washington Street/Route 9. Inbound(southbound, towards Dudley) it enters Brookline where Harvard Avenue becomes Harvard

Street, near TJ Maxx.

The impetus for this initiative is a decision by the Patrick Administration and MassDOT to invest

$10 million in ARRA (stimulus) funds in MBTA key bus routes. While all key routes are

Figure 2: Brookline border (red),

with 66s route through town

(yellow).


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eligible for some share of this $10 million, it is clear that the 66 is targeted for major investment.

The 66 is not only a key route and the second busiest in the MBTA, it is a crucial circumferential

connector of major employment areas in Boston, Brookline, and Cambridge. Because the

Commonwealth seeks improvement for the 66, Brookline has organized to ensure that local

needs, conditions, circumstances, and desires may be expressed the State. The Town seeks

collaboration, partnership and engagement with both MassDOT, and the MBTA on this mutually

beneficial endeavor. While the State/MBTA controls the buses, municipalities control bus stops

and traffic signals. In Brookline the Transportation Board administers parking, the public ways,

traffic signals and other segments of transportation policy. Created by Legislation in 1974, and

appointed be the Board of Selectmen, the Transportation Board has broad powers over parking

policy, bus stop locations, lane configurations, signage, traffic signal timings, and other roadway

infrastructure regulation. To prepare for the key routes initiative, the Transportation Board

established an ad hoc group to advise it. This Working Group, in turn, invited any resident to

join the discussion. 20 citizens, including several elected Town Meeting Members participated

in this consideration of ways that Brooklines infrastructure can improve Route 66 operations.

MassDOT also has its own parallel process ongoing to seek improvements to the 66 in Boston,

Brookline and Cambridge. It contracted with the Central Transportation Planning Staff (CTPS)

to seek initial recommendations to municipal infrastructure. The CTPS recommendations for

Brookline are detailed in section G.

The Working Group met 4 times in compliance with open meeting laws to craft this report. It is

hoped that these recommendations will be accepted as Brooklines preferred local option for

improvements to the Route 66. The Working Groups recommendations are detailed in section

H. Ultimate responsibility rests with the Board of Selectmen to speak for Brookline. The

Working Group considered each bus stop, intersection, and other factors while holding to these

guiding principles:

Examine international best practices to see what could work in Brookline (section D)

Be open, transparent, and public.

Be data driven and make decisions based on facts

Balance local conditions and needs with regional ones.


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The Working Group thanks MassDOTs Greg Strangeways, and the MBTAs Erik Sheier for

their participation and attendance at meetings. Gratitude is also expressed to the MBTAs Jim

Folk, Melissa Dullea, Jeff Gonniville, and Mary Ainsley for sharing any and all information and

data requested. Paul Regan, Executive Director of the MBTA Advisory Board, deserves special

appreciation for his support in this attempt to improve ways municipalities and the MBTA

interface. Special thanks also to Todd Kirrane, Brooklines Transportation Administrator, for

countless hours of assistance. Tommy Vitolos assistance in editing, encouraging, and

examining is and was outstanding.

C. FundingNone of the recommendations contained in this report should cost the Town any capital or

unique operating funds. The Commonwealths key routes initiative has already paid for some

improvements such as increased service, new maps, more inspectors, etc. These are changes that

the MBTA had authority to make unilaterally. The next phase, encompassing changes to

physical conditions, municipal property, and capital infrastructure, requires the input and consent

of municipalities. The funds available for these initiatives are finite, and must be shared across

the greater Boston region. Brookline is well positioned to receive a respectable proportion of

such funding because it has organized this process to articulate its wants and needs.

D. Best PracticesInternational best practices offer examples of simple changes

cities and towns can make to improve transit. The Working

Group considered a number of treatments and their feasibility for

Brookline, including: dedicated bus lanes, transit signal priority

(TSP), off-board fare transactions, queue jumping, stop

streamlining, stop location optimization, bus shelters, curb

extensions, bus boxes, and pavement differentiation

D1: Dedicated Bus Lanes:Bus lanes are used in many places to give public transit vehicles a dedicated lane of free-flowing

traffic, separate from interference from private vehicles. A bus stop can be thought of as a very

short bus lane. Given the narrowness of Harvard Street, the introduction of long bus lanes in

Brookline would result in the elimination of dozens of parking spaces. The Working Group


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Figure 4

could not find an application for any long bus lane for Route

66 in Brookline. However, the group does support some

strategically placed short bus lanes in certain instances as a

means to mitigate the impact of congestion on public transit.

Better enforcement of bus stops as bus-only areas is a

practice the group endorses all of the time.

D2: Transit Signal Priority (TSP)TSP gives buses priority at traffic signals over private vehicles. Using GPS technology, and

sensors tied into traffic signals, TSP can extend green time when it senses a transit vehicle

approach, or reduce red time when one joins the queue stopped at a red light. Its goal is to move

public transit vehicles through intersections faster, and more efficiently. TSP can also improve

schedule reliability by giving priority only to buses that are behind schedule. The treatment

works best when bus stops are located on the far side of intersections because this allows

automatic signal controllers more time to predict a buss arrival. For this reason the Working

Group recommends relocating several stops from the near side to the far side of intersections.TSP is set off when an approaching bus triggers a series of calculations between a traffic light,

server, receiver, and on-board GPS. The traffic signal recognizes the approach of a bus,

performs a series of calculations, and may trigger a longer green light for the street the bus is on,

resulting in a longer red light for cross street. Route 66 buses can use the MBTAs existing

Figure 3: A Boston bus lane


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computer aided dispatch/automatic vehicle location (CAD/AVL) radio-system to communicate

with traffic signals.

A substantial contribution to bus bunching is caused by dumb traffic signals. Contrary to

common misconception, the MBTA does not dispatch two or more bused along a route at the

same time. If, however, a bus encounters several red lights in a row, it begins to fall behind

schedule. As a result more time elapses between the prior bus and its own arrival at each stop

along the route, resulting in more time spent as bus stops because more people arrived at the stop

since the prior bus passed. Engineers refer to this phenomenon as positive feedback: as the bus

falls farther behind, the number of additional passengers waiting at stops grows, increasing the

time that bus must spend at the stop processing passengers, and pushing the bus still farther

behind. Conversely, the bus after the delayed bus has fewer passengers waiting because it is

running on time. Fewer passengers waiting allows this bus to process passengers more quickly.

As the first bus falls farther behind, the second bus accelerates until the bunch together,

destroying schedule adherence, and frustrating many riders. TSP can help ameliorate bus

bunching by turning dumb signals into smart signals. While detailed traffic engineering is

required, the Working Group believes that some form of TSP is readily applicable to many

Brookline traffic signals.

D3: Off-board fare transactionsAnother leading cause of bus bunching is dwell time, which

is the time spent by buses processing passengers.

Passengers purchasing their fare on board buses, toping up

CharlieCards, or paying with CharlieTickets instead of

CharlieCards can increase dwell time and cause delays. The

MBTA has plans to make using the CharlieCard easier,

which should help ameliorate some causes of dwell time.

The Working Group believes that one simple way to reduce

dwell time is to make more full-service Charlie machines

available along the 66s route. While it is not feasible to have machines at every stop, stops like

Coolidge Corner should have them. Not only is Coolidge Corner the busiest Green Line surface

Figure 5: Charlie Cars Machines


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stop9, it is also the 5th busiest Route 66 bus stop.10 Charlie machines at this location would serve

Green Line and bus customers and help reduce dwell time on both modes.

D4: Queue Jumping

A queue jump system allows a bus to bypass cars stopped at a traffic signal, move to the front of

the queue, and be the first to reach the far side of the intersection once the light turns green.

Queue jumps can be used in conjunction with TSP, or without it. Like bus lanes, they require

strict enforcement and can be interfered with by turning cars. The queue jump scenario

advocated by the State for the 66 envisions bus stops located on the near side of an intersection

where buses enter a short bus lane, process passengers at a bus stop, and move to the front of the

queue where sensors trigger a green for the bus lane first, giving the bus a brief head start over

other traffic.11

Figure 6: Visualization of queue jump lane.

The Working Group does not believe this is applicable anywhere in Brookline, because to

function properly, the queue jump lane must be several hundred feet long, decimating parking

along parts of Harvard Street. Instead, the Group favors far-side bus stops with TSP treatment.

D5: Stop StreamliningWhile it is unclear when the current Harvard

Street bus stop locations were chosen, it is

known that the first electrified passenger car in

New England ran along Harvard Street between

Commonwealth Avenue and Coolidge Corner

on January 1, 1889.12 Traffic patterns and

congestion have changed substantially over

these 121 years. Spacing of stops represents a

tradeoff for passengers between walking furtherFigure 7: A Brookline bus stop.


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to reach the closest stop, and riding longer because stops are too frequent. In general, bus stops

are much further apart in northern Europe than in the United States. The consensus among

American scholars on the tradeoffs involved in stop-spacing suggests an optimal spacing of

about 0.20 miles (1,056 feet, 322 meters, or 352 yards),13 but with stop locations further apart

near terminals, and closer together mid-route when bus loads are greatest. The States

consultants to the 66 initiative also suggest one-fifth-of-a-mile between stops.14 The average

distance between Route 66 bus stops in Brookline is 0.146 miles (771 feet, 235 meters, 257

yards),15 suggesting some benefit to riders by lengthening this distance to reduce time spent

idling at bus stops. The MBTA does not have any official policy or preference on the distance

between bus stops. The Working Group endorses 0.20 mile spacing as a good target, but

because local factors, conditions, and demand must also be accounted for, set a range of 0.160

0.240 miles (845 feet, 257 meters, 282 yards 1267 feet, 286 meters, 422 yards) as its preferred

goal for the distance between stop in Brookline.

A 2005 study of Portland Tri-Met operations indicates the value of consolidation on improving

bus performance. This most recent of many studies suggests that stop consolidation succeeds in

reducing the time lost from slowing down, loading and unloading passengers, and speeding back

up. Importantly, it also demonstrates that all this happens without the loss of many passengers.

It seems that instead of getting into cars, passengers usually walk to the next stop.16

D6: Bus Stop Location OptimizationIN making recommendations for relocating bus stops, the Working Group considered not only

spacing, but other factors such as general traffic flow, parking loss, and safe pedestrian crossings.

In general, the Groups preference is to locate stops on the far-side of intersections. Buses

making near-side stops run the risk of entering the stop just as the light turns green, loading and

unloading during the entire green cycle, only to be ready to move once the light turns red again.

The same holds true for crosswalks. If a stop is located before a crosswalk, the bus may have to

wait for passengers to cross in front of it before it can move off again. It is often preferable for

bus stops to be located beyond crosswalks and signalized intersections. Locating a bus stop on

the far side of an intersection also makes it easier for a bus to pull all the way to the curb, making

it safer and more comfortable for all passengers to board and alight. In addition, the Working

Group endeavored to minimize the impact on parking wherever possible, and move bus stops


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away from local congestion hot spots. In its deliberations, the group considered many points of

view, and was sensitive to local needs, conditions, and circumstances while also balancing the

needs of the routes 14,700 daily riders. The Working Group recommends some stop

streamlining to improve predictability, reliability, and passenger comfort.

D7: Bus SheltersBus riders have just as much of a desire to shelter from the rain, snow, sleet, hail and blazing sun

as do train riders. Yet, whereas nearly each Green Line stop in Brookline has some sort of a

shelter, almost no bus stops do. This is unfair and uncomfortable for bus passengers, and a

hindrance to attracting new riders. The Working Group feels strongly that bus shelters should be

placed at bus stops wherever feasable. Feasibility, in this case, requires wide sidewalks and

sufficient boardings. Sidewalks must be wide enough to host a shelter and allow adequate room

for wheelchairs, snow removal equipment, and pedestrians to pass between it and adjoining

property or walls. Where sidewalks are not wide enough the Commonwealth needs innovative

thinking and design for a non-standard shelter to maximize passenger comfort.

Brooklines Department of Public Works (DPW) uses a snow plow with a 4-foot blade on some

Harvard Street sidewalks. Standard shelters are 8 feet long, 4 feet wide and 9 feet tall, are set

back 2 feet from the curb line, and require a 3 foot underground foundation.17 This suggests that

any sidewalk hosting a shelter must be at least 11-12 feet wide. In addition, the minimumnumber of boardings sufficient to merit a shelter is about 100 per weekday. 18

Shelters require maintenance including the removal of taped up notices, graffiti abatement, snow

shoveling, trash emptying, repairs, and other forms of cleaning and upkeep. Three options for

shelter maintenance were discussed: private contractor (maintenance in return for advertising),

local sponsorship, and Brookline DPW management.

The MBTA has worked with Cemusa Boston, LLC to provide bus shelter maintenance in many

municipalities outside of Boston, including in Brookline at some Green Line C branch stops. In

return for building and maintaining shelters, Cemusa is allowed to sell advertising on them. The

MBTAs contract stipulates that each shelter may contain 2 advertising panels, located back-to-

back with the possibility of an additional back-to-back panel on the shelters other end.19 Each

shelter also contains the MBTA logo, name of the bus stop, and an information panel for the


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display of MBTA schedule and other materials.

The contact requires Cemusa to inspect and

perform maintenance on each shelter at least

twice per week, including the removal of

snow/ice, taped up notices, and graffiti. This

applies to both the shelter area and adjacent

municipal or MBTA property.20 Where Cemusa

shelters exist, Cemusa shovels the area around the

shelter, inside the shelter, and the sidewalk as

clear path from the shelters internal footprint to

the curb line. The contract also stipulates that service requests made by the MBTA or

municipality be resolved within 24 hours. The contract forbids demeaning or disparaging

advertisements, those featuring profanity, or advertisements for firearms, tobacco, violent

behavior, unlawful goods, services or conduct, obscenity, pudity, prurient sexual suggestiveness,

political campaign items, etc.21 Municipalities may also place their own restrictions on

advertising content, though this may reduce a municipalitys portion of revenues. The contract

entitles the municipality to 22.5% of gross revenues, and the MBTA an additional 22.5%.22 The

company states that municipalities earn between $1,000 and $1,500 per shelter per year.23 A

major hurdle to this model is the Towns by-law restricting advertising.

A variation of this model advocated by some Group members would see the Town pay Cemusa

(or another party) an annual fee to build and maintain the bus shelters advertisement-free.

Cemusa averages $2200-$3300 in its share of revenue under its current contracts. This suggests

a rough estimate of what Brookline might expect to pay per year to get shelters similar in quality

and year-round maintenance service. In lieu of advertisements, the walls could display

community posters, civic notices and calendars similar to existing kiosks in Brookline Village,

Washington Square and Coolidge Corner.

The second maintenance model discusses was local sponsorship- where a local business would

sponsor a shelters upkeep. In particular this model might work well is at the opposite Vernon

Street outbound stop, and the Harris Street inbound stop, near the Stop & Shop supermarket.

Figure 8: Cemusa bus shelter at 426 Concord

Avenue, Cambridge. MA.


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The third maintenance model discussed has the Brookline DPW department responsible for

upkeep. The department already collects trash and maintains benches at many bus stops.

However, given recent budget cuts to DPW, and their already tight ratio of manpower to

responsibilities, it is difficult to see how these responsibilities could be added to their brief.

D8: Curb ExtensionsBrookline is no stranger to curb extensions

(also called neck downs, or bulb outs) as a

traffic calming measure. However, they can

also serve as a bus stop platforms. With a bus

stop curb extension the bus does not pull over

to the sidewalk, but rather the sidewalk

extends out to the bus. Cars and traffic behind

buses stopped at these locations would wait as

passengers board and alight. Currently if a

bus does not pull all the way over to the curb,

(or if its rear-end sticks out) traffic is already

stuck, and must maneuver around the bus. This delay may be more or less equal to the delay

cars would experience at a bus stop curb extension. Extensions do not eliminate any parking,

since no-parking is permitted in bus stops anyway. Curb extended bus stops may speed up

passenger loading if customers do not have to step off the sidewalk, down into the street, and up

into the bus. In addition, these structures may be easier for persons with disabilities and parents

with strollers to access buses. It is also possible to partially extend a bus stop curb to eliminate

the need for buses to pull all the way over to the sidewalk, while allowing an easier means to

pass the stopped bus on the left. While such curb extended bus stops can help reduce dwell time

and provide space for shelters, the Working Group cannot see a feasible location for fully

extended bus stop along the 66s route through Brookline, and it makes no recommendations forthem.

D9: Bus Boxes

Figure 9: Example of a bulbed out bus stop in

suburban Chicago.


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Bus boxes are a low-tech form of queue

jumping, and are used extensively in the

United Kingdom and parts of northwestern

Europe to give buses and/or bicyclists a

head start at intersections. Bus boxes work

best at near-side bus stops, and function

when the motorists stop line is moved back

and away from a crosswalk, creating a

space, or box, that allows the bus to be the

first vehicle through the intersection once

the light turns green. Bus boxes, like bike

boxes, appear to work best if clearly marked by a different color (see pavement differentiation),

and when a crosswalk is already bulbed-out, and at near-side intersections. All MBTA buses are

102 inches (7.5 feet) wide, suggesting that a 12 foot bus box would suffice to allow the bus to get

its nose out in front of any cars stopped at the intersection . Buses will not be able to pull entirely

out into the lane, but by getting its nose out in front of the cars it will ensure it is first through the

intersection once the light turns green. Bus boxes may also make great bike boxes, especially

when no bus is present (most of the time). The Working Group believes this treatment may work

well at some bus stops in Brookline, where the conditions (adequate stop length, bulbed-out

cross walk, sufficient space, etc.) are right. This treatment requires no changes to traffic signals,

and would be relatively inexpensive to implement and maintain.

D10: Pavement DifferentiationPavement differentiation means changing the color,

feel, or markings of pavement to clearly delineate bus

stops and bus lanes from general travel lanes. In

Boston dedicated bus lanes are painted red along partsof the Silver Line route. The MBTA estimates that the

average cost to install the colored asphalt pavement

coating, as seen in the picture, is $42.00 per square

yard. Estimates also suggest that re-application is

required every year when applied to existing asphalt, or every three years when applied to new

Figure 11: Red painted bus lane near South

Station in Boston.

Figure 10: Representation of a bus box.


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asphalt. Touch-ups appear to be needed most near sewers, curbs, and in the areas where the bus

accelerates of stops most often.24 The Authority plans on deploying these treatments along

Washington Street in the South End in 2010 or 2011. Pavement differentiation works best when

used sparingly so that the contrast is more apparent, and should only be used in high-traffic

areas. If the on-going maintenance and touch up issues can be negotiated with MassDOT, the

Working Group believes this treatment may be applicable at some Brookline bus stops,

especially if the State agrees to share maintenance costs. MassDOT should consider a program

to paint busy stops along busy bus routes. If this happens, Brookline should consider several

stops for such treatments.

F. Existing ConditionsThe following tables describe the buss average speed between specific points.25

Inbound MPH

Segment AM PM

Comm. Ave. -Beacon St.

14.7 10.71

Beacon St. - Rte. 9 9.11 7.21

Wash. & High Sts.- Brigham Cir.

9.56 8.71

Table 1: 66 inbound average speed by segment

Outbound MPH

Segment AM PM

Brigham Cir. -Wash. & High Sts.

11.32 6.36

Rte. 9 - Beacon St. 10.95 7.67

Beacon St. -Comm. Ave.

14.71 8.84

Table 2: 66 average outbound speed by segment

Not all bus stops are used with the same frequency. The following tables detail boardings and

alightings for each Brookline route 66 stop.

OUTBOUND

(NB to Harvard)

Weekdays Saturdays Sundays

Ons Offs Total Ons Offs Total Ons Offs Total

Pearl St. 193 243 436 124 101 225 50 60 110

Kent St. 163 85 248 107 36 143 50 18 68

Linden St. 44 42 86 26 4 30 24 5 29

Aspinwall Ave. 156 44 200 101 12 113 35 9 44

opp Auburn St. 18 22 40 14 30 44 14 14 28

opp Vernon St. 102 83 185 61 41 102 21 18 39

Beacon St. 475 396 871 291 235 526 221 118 339

Babcock St. 196 89 285 114 50 164 96 24 120

Beals St. 48 58 106 37 23 60 16 14 30

Coolidge St. 76 81 157 49 27 76 25 15 40

opp Verndale St. 48 137 185 33 89 122 16 36 52

Table 3: Brookline Route 66 outbound bus stop boardings and alightings.


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INBOUND

(SB to Dudley)

Weekdays Saturdays Sundays

Ons Offs Use Ons Offs Use Ons Offs Use

Verndal St. 205 45 250 127 46 173 76 11 87

Coolidge St. 75 91 166 44 51 95 17 37 54

Williams St. 35 47 82 12 17 29 15 26 41

opp Babcock St. 50 137 187 26 120 146 14 51 65

Beacon St. 327 468 795 163 283 446 146 200 346

Marion St. 111 80 191 41 44 85 36 35 71

Harris St. 78 79 157 51 43 94 23 38 61

School St. 48 105 153 16 73 89 10 38 48

Pierce St. 27 86 113 1 27 28 0 29 29

opp Kent St. 106 256 362 35 132 167 16 57 73

Walnut St. 140 113 253 70 70 140 25 58 83

Table 4: Brookline Route 66 inbound bus stop boardings and alightings.

The following tables rank each stop by combined (boardings and alightings) use:

Rank Weekday Saturday Sunday

1 Beacon St. 871 Beacon St. 526 Beacon St. 3392 Pearl St. 436 Pearl St. 225 Babcock St. 120

3 Babcock St. 285 Babcock St. 164 Pearl St. 110

4 Kent St. 248 Kent St. 143 Kent St. 68

5 Aspinwall Ave. 200 opp Verndale St. 122 opp Verndale St. 52

6 opp Vernon St. 185 Aspinwall Ave. 113 Aspinwall Ave. 44

7 opp Verndale St. 185 opp Vernon St. 102 Coolidge St. 40

8 Coolidge St. 157 Coolidge St. 76 opp Vernon St. 39

9 Beals St. 106 Beals St. 60 Beals St. 30

10 Linden St. 86 opp Auburn St. 44 Linden St. 29

11 opp Auburn St. 40 Linden St. 30 opp Auburn St. 28Table 5: Brookline Route 66 outbound bus stops ranked by use

Rank Weekday Saturday Sunday

1 Beacon St. 795 Beacon St. 446 Beacon St. 346

2 opp Kent St. 362 Verndal St. 173 Verndal St. 87

3 Walnut St. 253 opp Kent St. 167 Walnut St. 83

4 Verndal St. 250 opp Babcock St. 146 opp Kent St. 73

5 Marion St. 191 Walnut St. 140 Marion St. 71

6 opp Babcock St. 187 Coolidge St. 95 opp Babcock St. 65

7 Coolidge St. 166 Harris St. 94 Harris St. 61

8 Harris St. 157 School St. 89 Coolidge St. 54

9 School St. 153 Marion St. 85 School St. 48

10 Pierce St. 113 Williams St. 29 Williams St. 41

11 Williams St. 82 Pierce St. 28 Pierce St. 29Table 6: Brookline Route 66 inbound bus stops ranked by use

The average distance between Route 66 bus stops in Brookline is 0.146 miles (770 feet, 235

meters, 256 yards). The following tables describe the distances between the various outbound

and inbound route 66 stops in Brookline.


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INBOUND miles feet

Verndal St. 0.207 1090

Coolidge St. 0.153 808

Williams St. 0.132 697

opp Babcock St. 0.117 618

Beacon St. 0.185 977

Marion St. 0.187 987

Harris St. 0.093 491

School St. 0.133 702

Pierce St. 0.105 554

opp Kent St. 0.186 982

Walnut St. 0.187 987

Jamaicaway 0.174 919Table 7: Distance between inbound stops

OUTBOUND miles feet

Pearl St. 0.205 1082

Kent St. 0.166 876

Linden St. 0.117 618

Aspinwall Ave. 0.116 612

opp Auburn St. 0.095 502

opp Vernon St. 0.059 312

Beacon St. 0.231 1220

Babcock St. 0.163 861

Beals St. 0.14 739

Coolidge St. 0.126 665

opp Verndale St. 0.207 1093

Comm. Ave. 0.133 702Table 8: Distance between outbound stops

F1: Outbound StopsOutbound (NB, to Harvard) the 66 enters Brookline by crossing under the Jamaicaway overpass.

The bus travels along Route 9 (Washington Street) and through the signalized intersection with

Brookline Avenue before entering the busway in front of 10 Brookline Place West. Significant

delays were observed at the Brookline Avenue intersection (called Brookline Street in the CTPS

report).26

F1-a: Pearl StreetThe Pearl Street stop is located in the busway at

10 Brookline Place West. This area is

scheduled for major renovations in the near

future, including elimination of the busway. On

weekdays 193 people board and 243 alight at

this stop (2/11 Brookline, 8/44 route), 124

people board and 101 alight on Saturdays (2/11

Brookline, 12/41 route), and 50 board and 60alight (3/11 Brookline, 14/42 route) on

Sundays.27 This stop is 0.205 miles (1082 feet, 330 meters, 361 yards) from its predecessor at

Riverway, and 0.166 miles (876 feet, 267 meters, 292 yards) from its predecessor at Kent

Street.28 It is shared with the route 65, and near the Brookline Village Green Line stop. The

Figure 12: Pearl Street outbound


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sidewalk at the stop location appears quite wide, although the line between municipal and private

property is unclear. No bus stop amenities exist at this location.

F1-b: Kent Street

The Kent Street stop is located on the far side ofthe signalized intersection of Harvard and Kent

Streets in front of the Sovereign Bank located at

1 Harvard Street. It is the principal stop for

Brookline Village. The stop hosts 163 boardings

and 65 alightings on weekdays (4/11 Brookline,

19/44 route), 107 boardings and 36 alightings on

Saturdays (4

/

11 Brookline, 19/41 route), and 50boardings and 8 alightings on Sundays (4/11 Brookline, 21/42 Sundays).29 It is 0.166 miles (876

feet, 267 meters, 292 yards) from its predecessor at Pearl Street, and 0.117 miles (618 feet, 188

meters, 206 yards) from its successor at Linden Street. The sidewalk at this location is 9 feet

wide, and hosts several utility poles, traffic signals, bus stop signs, mail collection and relay

boxes, and trees. The stop itself is 57 feet long.30

F1-c: Linden Street

The Linden Street stop is located on the nearside of the un-signalized intersection of Harvard

Street and Linden Streets, in the vicinity of 41

Harvard Street (Bottega di Capri). This

intersection contains two un-signalized

crosswalks bisecting Harvard Street. The stop

hosts 44 boardings and 42 alightings on

weekdays (10/11 Brookline, 35/44 route), 26

boardings and 4 alightings on Saturdays (11/11

Brookline, 35/41 route), and 24 boardings and 5 alightings on Sundays (10/11 Brookline, 32/42

route).31 The stop is located 0.117 miles (618 feet, 188 meters, 206 yards) from its predecessor

stop at Kent Street, and 0.116 miles (612 feet, 187 meters, 204 yards) from its successor at

Figure 13: Kent Street outbound

Figure 14: Linden Street outbound


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Aspinwall Avenue32 The sidewalk hosts a trash barrel, two mature trees and a blue collection

mail box, and is 9 feet wide. The stop itself is 60 feet long.33

F1-d: Aspinwall Avenue

The Aspinwall Avenue stop is located on the farside of the intersection of Harvard Street and

School Street/Aspinwall Avenue, in front of the

Walgreens at 99 Harvard St. It hosts 156

boardings and 44 alightings on weekdays (5/11

Brookline, 23/44 route), 101 boardings and 12

alightings on Saturdays (6/11 Brookline, 24/41

route), and 35 boardings and 5 alightings on

Sundays (6/11 Brookline, 26/42 route). The stop

is located 0.116 miles (612 feet, 187 meters, 204 yards) from its predecessor at Linden Street,

and 0.095 miles (502 feet, 153 meters, 167 yards) from its successor opposite Auburn Street. 34

The sidewalk at this stop is 13.7 feet wide, and hosts two benches, a trash barrel, a recycling

station, a fire hydrant, a bike rack, and several trees plus utility and sign poles. The bus stop

itself is 69 feet long.35

F1-e: Opposite Auburn StreetThe opposite Auburn Street stop is located in front

of the Stop & Shop gas station. It is among the

least used route 66 bus stops, hosting 18 boardings

and 22 alightings on weekdays (11/11 Brookline,


Saturdays (10/11 Brookline, 32/41 route), and 14

boardings and 14 alightings on Sundays (11/11

Brookline, 33/42 route).36 The stop is located

0.095 miles (502 feet, 153 meters, 167 yards) from

its predecessor at Aspinwall Avenue, and 0.059 miles (502 feet, 153 meters, 167 yards) from it

successor opposite Vernon Street.37 The sidewalk is 8 feet wide and hosts a bus stop sign, light

pole, two saplings, and a fire hydrant. The stop itself is 42 feet long.38

Figure 15: Aspinwall Street outbound

Figure 16: Opposite Auburn Street outbound


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F1-f: Opposite Vernon StreetThe opposite Vernon Street stop serves the

Harvard Street Stop & Shop supermarket, and

many nearby residences including the BrooklineHousing Authoritys Kickham Apartments. It

hosts 102 boardings and 83 alightings on

weekdays (6/11 Brookline, 25/44 route), 61


Brookline, 25/41 route), and 21 boardings and

18 alightings on Sundays (8/11 Brookline,

33/42 route).39

The stop is located 0.059 miles (502 feet, 153 meters, 167 yards) from itspredecessor opposite Auburn Street, and 0.231 miles (1220 feet, 372 meters, 407 yards) from its

successor at Beacon Street.40 The sidewalk is 8 feet wide,41 however the existing bench located

between the supermarkets brick wall and town sidewalk suggests that amenities may be placed

on the supermarkets property. The sidewalk also hosts numerous newspaper boxes, benches,

light and sign poles, trees, trash barrels and other amenities. The stop itself is 93 feet long, and

continues for another 35 feet beyond the northern-most parking lot entrance.42

F1-g: Beacon Street (Outbound)The Coolidge Corner stop is located on the

south or near side of Beacon Street next to the

Bank of America; and is the busiest outbound

stop in Brookline. 475 people board and 396

alight on weekdays (1/11 Brookline, 7/44 route),

291 and 235 alight on Saturdays (1/11

Brookline, 4/41 route) and 221 board and 118

alight on Sundays (1/11 Brookline, 4/42

route).43 The stop is 0.231 miles (1220 feet, 372

meters, 407 yards) from its predecessor opposite Vernon Street, and 0.163 miles (867 feet, 262

meters, 287 yards) from its successor at Babcock Street.44 The sidewalks width tapers from 8.5

Figure 17: opposite Vernon Street outbound

Figure 18: Beacon Street outbound


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feet to 11.8 feet and hosts a bench, numerous signs, light poles, trees, newspaper boxes and a

bike rack. The stop itself is 60 feet long, although it is not dedicated for buses only.45

F1-h: Babcock Street

The Babcock Street stop is located on the farside of the signalized T-junction of Harvard and

Babcock streets. It hosts 196 boardings and 89

alightings on weekdays (3/11 Brookline, 18/44

route), 114 boardings and 50 alightings on



Brookline, 13/42 Sundays).46 The stop is

located 0.163 miles (867 feet, 262 meters, 287

yards) from its predecessor at Beacon Street, and 0.140 miles (739 feet, 225 meters, 246 yards)

from its successor at Beals Street.47 The sidewalk is 10.4 feet wide, and hosts a bench, trees, a

fire hydrant, bus stop signs and newspaper boxes. The stop itself is 39 feet long.48

F1-i: Beals StreetThe Beals Street stop is located on the near side

of the un-signalized T junction of Harvard and

Beals streets, near the John F. Kennedy

National Historic Site, opposite the Kehillath

Israel Synagogue. It hosts 48 boardings and 58

alightings on weekdays (9/11 Brookline, 30/44




route).49 The stop is located 0.140 miles (739 feet, 225 meters, 246 yards) from its predecessor

at Babcock Street, and 0.126 miles (665 feet, 203 meters, 222 yards) from its successor at

Coolidge Street.50 The sidewalk is 13.7 feet wide, and hosts a bench, several signs, a trash

barrel, large shade tree, and collection and relay mail boxes. The stop itself is 53 feet long.51

F1-j: Coolidge Street (outbound)

Figure 19: Babcock Street outbound

Figure 20: Beals Street outbound


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The Coolidge Street stop is located on the near

side of the intersection of Harvard and Coolidge

streets, in front of the Citizens Bank at 429

Harvard Street. The stop hosts 76 boardings and

81 alightings on weekdays (8/11 Brookline,




Brookline, 27/42 route).52

It is 0.126 miles (665

feet, 203 meters, 222 yards) from its predecessor at Beals Street, and 0.207 miles (1093 feet, 333

meters, 364 yards) from its successor opposite Verndale Street.53

The sidewalk is 13 feet wide,

and hosts signs, a tree and trash barrel. The bus stop itself is 44 feet long.54

F1-k: Opposite Verndale StreetThe stop opposite Verndale Street is located

prior to the signalized intersection between

Harvard Street, Verndale Street and the TJ Maxx

parking lot. This stop hosts 48 boardings and

137 alightings on weekdays (7/11 Brookline,


Saturdays (5/11 Brookline, 22/41 Saturdays),

and 16 boardings and 36 alightings on Sundays

(5/11 Brookline, 23/42 route).55 It is 0.207

miles (1093 feet, 333 meters, 364 yards) from its predecessor at Coolidge Street, and 0.133 miles

(702 feet, 214 meters, 234 yards) from its successor at the near side of Commonwealth Avenue. 56

The sidewalk is 12.5 feet wide, and hosts a bench, trash barrel, shade trees, and many signs. The

stop itself is 48 feet long.57

Its successor stop at Commonwealth Avenue is the second busiest

outbound stop of the route, including termini.58

F2: Inbound Stops

Inbound buses enter Brookline where Harvard Avenue in Allston turns into Harvard Street in

Brookline. The preceding stop on the near (north) side of Harvard and Commonwealth Avenues

Figure 21: Coolidge Street outbound

Figure 22: Opposite Verndale Street outbound


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is the busiest stop of the route (including termini), and hosts 764 boardings and 423 alightings

per weekday.59

F2-a: Verndale Street

The Verndale Street stop is located at the Allstonborder on the near (north) side of the signalized

intersection of Harvard Street, Verndale Street

and the entrance to the T.J. Maxx parking lot.

The stop hosts 205 boardings and 45 alightings

on weekdays (7/11 Brookline, 20/44 route), 127


Brookline, 13/42 route), and 76 boardings and

11 alightings on Sundays (5/11 Brookline, 17/41

route). It is 0.159 miles (840 feet, 256 meters, 280 yards) from its predecessor on the near

(north) side of Commonwealth Avenue, and 0.153 miles (808 feet, 246 meters, 269 yards) from

its successor at Coolidge Street.60 The sidewalk is 12 feet long and hosts a bench, fire hydrant,

multiple trees, a trash barrel, and bus stop signs. The stop itself is 50 feet long.61

F2-b: Coolidge StreetLike its outbound partner, the Coolidge Street

inbound stop is located on the near side of the

un-signalized intersection of Harvard and

Coolidge streets (Aborn True Value). 75 people

board and 91 alight on weekdays (7/11

Brookline, 25/44 route), 44 board and 51 alight

on Saturdays (6/11 Brookline, 24/43 route), and

17 board and 37 alight on Sundays (8/11

Brookline, 26/44 route).62 The stop is 0.153 miles (808 feet, 246 meters, 269 yards) from its

predecessor at Verndale Street, and 0.132 miles (697 feet, 212 meters, 232 yards) from its

successor at Williams Street.63

The sidewalk is 12 feet wide, and hosts a bench, fire hydrant,

multiple trees, signs and light poles. The bus stop itself is 61 feet long.64

Figure 23: Verndale Street inbound

Figure 24: Coolidge Street inbound


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F2-c: Williams StreetThe Williams Street stop is located on the near

(north) side of the intersection of Harvard and

Williams streets, in front of the Congregation

Kehillath Israel Synagogue. It hosts 35


Brookline, 37/44 route), 12 boardings and 17

alightings on Saturdays (10/11 Brookline, 38/43

route), and 15 boardings and 26 alightings on

Sundays (10/11 Brookline, 31/44 route).65 The stop is 0.13 miles (697 feet, 212 meters, 232

yards) from its predecessor at Coolidge Street, and 0.117 miles (618 feet, 188 meters, 206 yards)

from its successor opposite Babcock Street (322 Harvard).66

The sidewalk is 10.9 feet wide, andhosts a fire hydrant, several poles, a trash barrel, and two large planters. The bus stop is 56 feet

long.67

F2-d: Opposite Babcock StreetThis stop processes 50 boardings and 137

alightings per weekday (6/11 Brookline, 23/44


Saturdays (4/11 Brookline, 17/23 route), and14 boardings and 51 alightings on Sundays

(6/11 Brookline, 21/44 route).68 It is 0.117

miles (618 feet, 188 meters, 206 yards) from its predecessor at Williams Street, and 0.185 miles

(977 feet, 298 meters, 326 yards) from its successor at Beacon Street.69 The sidewalk is 10 feet

wide and hosts a bench, numerous signs, trees, and trash barrels. The stop itself is 60 feet long,

and is headed by a curb-extension leading to one of two crosswalks that bisect Harvard Street.70

F2-e: Beacon StreetBeacon Street is Brooklines busiest stop. 327 people board and 468 alight on weekdays (1/11

Brookline, 5/44 route), 163 board and 283 alight on Saturdays (1/11 Brookline, 5/43 route), and

146 board and 200 alight on Sundays (1/11 Brookline, 3/44 route).71 The stop is located next to

the Walgreens on the corner of Harvard and Beacon streets, in the vicinity of 278 Harvard Street.

Figure 26: Opposite Babcock Street inbound

Figure 25: Williams Street inbound


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It is 0.185 miles (977 feet, 298 meters, 326

yards) from its predecessor opposite Babcock

Street, and 0.187 miles (987 feet, 301 meters,

329 yards) from its successor at Marion Street.72.

The sidewalk is 10.8 feet wide, and hosts a

bench, trash barrel, numerous signs, poles, and

many newspaper boxes. The stop itself is 62

feet long.73 A busy taxi stand is located directly

behind this stop. Anecdotal observation

suggests that right turning vehicles, delivery trucks, and taxis often encroach upon the bus stop.

F2-f: Marion StreetThe Marion Street stop is located on the near

side of the T junction of Marion and Harvard

Streets, next to the United Parish Church at 201

Harvard Street. The stop is located 0.187 miles

(977 feet, 298 meters, 326 yards) from its

predecessor at Beacon Street, and 0.093 miles


successor at Harris Street.74 It processes 111


Brookline, 22/44 route), 41 boardings and 44 alightings on Saturdays (9/11 Brookline, 27/43

route), and 36 boardings and 35 alightings on Sundays (5/11 Brookline, 20/44 route).75 The

sidewalk is 8 feet wide, and hosts several shade trees, a nearby bench, a bike rack, plus multiple

signs and poles. The stop is bisected by the

entrance to the church parking lot, and is 58 feet

wide.76

F2-g: Harris StreetThe Harris Street stop (called Auburn Street by

the MBTA) is located on the far (south) side of

the intersection of Harvard Street, the Stop &

Figure 27: Beacon Street inbound

Figure 29: Harris Street inbound

Figure 28: Marion Street inbound


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Shop parking lot, and Harris Street, next to the pet store at 146 Harvard Street. It is located

0.093 miles (491 feet, 150 meters, 164 yards) from its predecessor at Marion Street, and 0.133

miles (702 feet, 214 meters, 234 yards) from its successor at School Street.77 It hosts 78

boardings and 79 alightings on weekdays (8/11 Brookline, 28/44 route), 51 boardings and 41

alightings on Saturdays (7/11 Brookline, 25/43 route), and 23 boardings and 38 alightings on

Sundays (7/11 Brookline, 23/44 route).78 This stop is close to the Harvard Street Stop & Shop

supermarket. The stop itself is 62 feet long, while the sidewalk is 8 feet wide, and hosts a fire

hydrant, bike rack, trash barrel, as well as trees and light poles with signs.79

F2-h: School StreetThe stop at the intersection of Harvard Street,

School Street and Aspinwall Avenue is located

on the near (north) side, in front of the Min Sok

restaurant at 92 Harvard Street. The bus stop

lane is on the far right, next to a through and

right-turn lane, and a dedicated left-turn only

lane. The bus stop itself is 55 feet long. The

sidewalk is 8.5 feet wide, and hosts a trash

barrel, bench, a small tree and some light

poles.80 This stop is 0.133 miles (702 feet, 214

meters, 234 yards) from its predecessor at Harris Street, and 0.105 miles (554 feet, 169 meters,

185 yards) from its successor at Pierce Street.81 48 people board and 105 alight on weekdays

(9/11 weekdays, 29/44 route), 16 board and 73 alight on Saturdays (8/11 Brookline, 26/43 route),

and 10 board and 38 alight on Sundays (9/11 Brookline, 29/44 route).82

F2-i: Pierce StreetA pair of crosswalks bisects Harvard Street

between Linden Street on the east side and

Pierce Street on the west side. The Pierce Street

stop is located just south of these crosswalks, on

the near (north) side of Pierce Street beside the

Stephen Glover Train Memorial Health Center

Figure 30: School Street inbound

Note right turning car within bus stop

Figure 31: Pierce Street inbound


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Figure 32: Opposite Kent Street inbound

building. The pavement at this location is not well marked, but the bus stop itself is 68 feet long.

The sidewalk is 8 feet wide and hosts bus stop signs but no other street fixtures.83 27 people

board and 86 alight on weekdays (10/11 Brookline, 31/44 route), 1 boards and 27 alight on

Saturdays (11/11 Brookline, 39/43 route), and 0 board and 29 alight on Sundays (11/11

Brookline, 34/44 route).84 This stop is 0.105 miles (554 feet, 169 meters, 185 yards) from its

predecessor at School Street, and 0.186 miles (982 feet, 299 meters, 327 yards) from its

successor opposite Kent Street.85

F2-j: Opposite Kent Street (Washington St)The stop opposite Kent Street stop (called

Washington Street by the MBTA) is located;

next to the building housing Jenny Craig at 10

Harvard Square. The bus stop itself is 46 feet

long, although the boundary between it and the

loading zone that borders it is unclear.86

Anecdotal observation suggests that idling and

other vehicles stopped at the traffic light

frequently encroach upon the bus stop. 106

people board and 256 alight on weekdays, (2/11

Brookline, 13/44 route), 35 board and 132 alight on Saturdays (3/11 Brookline, 15/43 route), and

16 board and 57 alight on Sundays (4/11 Brookline, 19/44 route).87 The stop is 0.186 miles (982

feet, 299 meters, 327 yards) from its predecessor at Pierce Street, and 0.187 miles (987 feet, 301

meters, 329 yards) from its successor at Walnut Street.88 The sidewalk is 9 feet wide, and hosts

several signs, poles and trees.89

F2-k: Walnut StreetThe Walnut Street stop is located near the

Brookline Village fire station, on the far (east)

side of Walnut Street. The stop is located under

an unused pedestrian overpass. This area is

targeted for redevelopment as part of the Village

Green/Gateway East project. The Walnut Street

Figure 33: Walnut Street inbound


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stop processes 140 boardings and 113 alightings on weekdays (3/11 Brookline, 19/44 route), 70

boardings and 70 alightings on Saturdays (5/11 Brookline, 19/43 route), and 25 boardings and 58

alightings on Sundays (3/11 Brookline, 18/44 route).90 It is 0.187 miles (987 feet, 301 meters,

329 yards) from its predecessor opposite Kent Street, and 0.174 miles (919 feet, 280 meters, 306

yards) from its successor under the Jamaicaway just over the Boston border.91 The pavement is

not well marked, although the area between the bus stop signs appears to be about 70 feet long.

This stop is shared with the 65 (Kenmore Square), and 60 (Kenmore Square) bus routes. The

sidewalk at this location is very wide, although its future configuration is unclear. There is also a

bench built into the concrete stairs.

G. CTPS (State) Recommendations

The Massachusetts Department of Transportation (MassDOT) commissioned the Central

Transportation Planning Staff (CTPS) to conduct a study of the Route 66 corridor. CTPS is an

independent, quasi-state agency that is the in-house transportation planning organization for

State Transportation Agencies. The recommendations made in its report (January 15, 2010)

form the starting point for the discussions between MassDOT, the MBTA and municipalities.

Although the CTPS report focused exclusively on transit signal priority, stop consolidation, and

queue jump treatments, it does assume and suggest the other treatments where these would aid in

passenger comfort and safety.92 The findings in the report are based on field observations by

experienced engineers, planners, and transportation analysts, as well as MBTA AVL technology

and other data. The final decision for the placement, removal, consolidation, or changes in bus

stops located on our public ways will occur as a result of negotiations between MassDOT, the

MBTA and the Town.

The authors of the CTPS study performed on board observations of how busses operated along

the route and noted delays, stops and other factors that delayed service, and disrupted schedule

adherence. Of particular note, it the observation that during the AM peak, the largest inbound

delay was at Route 9 between Washington Street and South Huntington Avenue, including a

very long delay at the signal at Brookline Avenue. Noticeable delays were also observed at

Coolidge Corner, Brookline Village, and at the Route intersection.93 Stop-by-stop, the specific

State recommendations for Brookline are:


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Figure 34: Washington Street between Andem

Place and Kent Street

G1: OUTBOUND

G1-a: Pearl Street: The CTPS report makes no recommendations for this stop.

G1-b: Kent Street: CTPS recommends moving this stop from the far (north) side to the near(south) side of the intersection of Kent and

Harvard, TSP treatment for the traffic signal,

and creation of a queue jump bus lane where the

parking lane currently exists between Andem

Place and Kent Street.94

This would result in the

loss of 2 parking spots in front of Baja Bettys,

Serenade Chocolatiers, and the Smokehouse.

The sidewalk is 9 feet wide, although it is wider

at Andem Place where there is a bulb-out.95

Conceivably, eliminated stops could be replaced at the existing stop location for no net loss.

G1-c: Linden Street: CTPS recommends eliminating the Linden Street stop.96 Were this to

happen, the distance between the existing Kent Street and Aspinwall Avenue stops would be

0.233 miles (1230 feet, 375 meters, 410 yards).97

G1-d: Aspinwall Avenue: The CTPS report makes no recommendations for this stop.

G1-e: Opposite Auburn Street: CTPS suggests that this stop in front of the gas station be

eliminated. Were this to happen, the Aspinwall Avenue stop would be 0.154 miles (813 feet,

248 meters, 271 yards) from its successor opposite Vernon Street.

G1-f: Opposite Vernon Street: Appropriately designed and situated in a comfortable wide

sidewalk area, which should be preserved is how the CTPS report describes this stop serving the

Stop & Shop supermarket.98

G1-g: Sewall Avenue/Stearns Road: The distance between the opposite Vernon Street stop

and its successor on the near side of Beacon Street is 0.231 miles (1120 feet, 372 meters, 407

yards), and if the Beacon Street stop is moved to the far side of the intersection, this distance will


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Figure 36: Far side of Beacon & Harvard Sts.

be even longer. In addition, while there

currently is an inbound stop for the south

Coolidge Corner area (Marion Street), no such

stop exists outbound. CTPS suggests the

creation of a new Coolidge Corner south stop at

the intersection of Harvard and Sewall

Avenue/Stearns Road. This new stop would be

approximately 0.160 miles (845 feet, 322

meters, 352 yards) from its successor opposite

Vernon Street, and 0.140 miles (739 feet, 225 meters, 246 yards) from the proposed new stop

location on the far side of Beacon Street.99 The sidewalk at this location bulbs out considerably

and host 3 trees. Placing a stop here would eliminate 2-3 metered parking spaces.

G1-h: Beacon Street: The report notes that the current placement of the bus stop on the near

side of Beacon Street is bad for both the bus and

for general traffic flow (a double negative for the

bus). The near side stop at Beacon Street

[outbound] creates significant delays for buses.

Due to the limited space at the approach, the bus

stop has to share the right side lane with general

traffic. In the PM peak period, stopped buses

affect the intersection performance as all general

traffic vehicles are forced into the only available

left-side travel lane, or they must queue behind the bus. In addition, buses often themselves face

delays accessing the stop when general traffic completely occupies the right-side lane.100 The

report recommends moving the outbound stop to the far side of the intersection where the taxi

stand used to be located (vicinity of Berry Freeze, Crossroads Trade, and Body Works). This

location is approximately 250 feet from the current stop location. A 60 foot lane is currently

available, and will continue to be even under new traffic configurations under consideration by

the Town. The sidewalk at this location is 10 feet wide.101

Figure 35: Intersection of Harvard Street & Sewall

Avenue/Stearns Road


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Figure 37: Opposite Shailer Street

G1-i: Babcock Street: CTPS suggests consolidating the Babcock Street stop with its

successor at a new location opposite Shailer Street. (See below for description). The Babcock

Street bus stop appears to be about 40 feet long, with a fire hydrant located on the corner, where

no parking would be permissible. This suggests that 2 new metered parking spots could be sited

at this location.

G1-j: Opposite Shailer Street: CTPS

recommends the consolidation of the Babcock

and Beals Street stops at a new location

opposite Shailer Street, in front of the Edward

Devotion House. This new stop would lie 0.197

miles (1040 feet, 317 meters, 347 yards) from

the proposed Beacon Street stop, and

approximately 0.20 miles (1056 feet, 322

meters, 352 yards) from the next stop at

Coolidge Street.102 This would likely result in the loss of 2 dedicated spaces for persons with

disabilities, which would have to be relocated. The sidewalk at this location is 12.7 feet wide.103

G1-k: Beals Street: As discussed above, CTPS recommends consolidating the Beals Street

stop with its predecessor at a new location opposite Shailer Street.

G1-l: Coolidge Street: The CTPS report recommends extending the length of the existing

bus stop, resulting in the elimination of at least 1 metered parking space.104

G1-m: Opposite Verndale Street: As with its predecessor, CTPS report recommends

extending the length of the existing bus stop, resulting in the elimination of at least one metered

parking space105

G2: INBOUND

G2-a: Verndale Street: CTPS suggests a more prominent yield sign at this location.106

G2-b: Coolidge Street: The report makes no recommendations for this stop.


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Figure 39: Near side of Foster Street

the loss of 3-4 parking spaces, if the taxi stand were relocated to the area in front of the cinema

and pizzeria

G2-h: Marion Street: The CTPS report recommends consolidating this stop with its

predecessor at Auburn Street, and relocating this new stop opposite Alton Place just before

Foster Street.114 Given the requirements for buffer zones near crosswalks and driveways, it is

unlikely that any new metered parking spaces could be added at the existing Marion Street

location, if it is consolidated. This new location would be approximately 0.05 miles (264 feet,

80 meters, 88 yards) from the current Marion Street stop.

G2-i: Foster Street: CTPS suggests that a

new stop be created on the near side of Foster

Street, in front of the Brookline Housing

Authoritys Kickham Apartments. Were this to

happen, 3 metered spaces would be eliminated.

This new stop would be located 0.233 miles


predecessor at Beacon Street and 0.232 miles


successor at School Street.115 If the load data for both Harris & Marion Streets were combined,

this new stop would rank as the 3rd

busiest one on weekdays, and 2nd

busiest on Saturdays and

Sundays.116 The sidewalk at this location is 8 feet wide.117

G2-j: Harris Street: As discussed, CTPS recommends consolidating this stop with its

predecessor at a new location at Foster Street. This new location would be approximately 0.09

miles (475 feet, 145 meters, 158 yards) from the existing Harris Street stop.

G2-k: School Street: The CTPS report recommends a queue jump treatment for this

location.118 Given that the bus stop already backs up to a driveway, it is possible that no metered

parking need be taken for this. However, depending on the length of the queue-jump lane, some

spaces could be lost under this scenario.


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G2-l: Pierce Street: The CTPS report recommends eliminating the Pierce Street stop. If this

were to happen, the distance between the stops opposite Kent Street (Brookline Village) and at

School Street would be 0.238 miles (1257 feet, 383 meters, 419 yards).

G2-m: Opposite Kent Street: The CTPS report notes that notable delays were observed at

this location, and recommends a queue jump treatment for this location.119 This would require

changes to the traffic signal system. Better pavement markings and enforcement will be

essential if this moves forward.

G2-n: Walnut Street: Major delays were also noted by CTPS at the intersection of

Washington, East Boylston and High streets.120 It recommends better bus stop markings on the

pavement.

121

H. WORKING GROUP RECOMMENDATIONS

After a series of public sessions, individual observations, and discussions with stakeholders, the

Working Group came to the following conclusions. The group believes that these changes best

balance the needs of residents, passengers, neighbors, merchants and the Town itself. The

intended outcome of these changes is to improve predictability, reliability, and passenger

comfort, while also attracting more passengers out of single-occupancy vehicles and onto public

transit.

If each of these recommendations were implemented the overall impact on the parking supply is

positive and could increase the number of up to 3 metered spaces on Harvard Street. The impact

on metered parking in Coolidge Corner is net 0: no spaces will be gained or lost in this area.

Also, when considering placement of a bus shelter the group used the standard of a stop hosting

about 100 boardings per weekday, and the Town requested standard of at least 12 foot-wide

sidewalks.

In addition to the stop specific recommendations, the Working Group also suggests:

Increased enforcement of $100 fines for illegal parking/standing in bus stops.

Better marking of bus stop areas.


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Placement of a full array of CharlieCard machines at the Coolidge Corner Green Linestations to serve both Green Line and bus customers.

Increased protection and comfort for waiting passengers at each stop.

Improved and properly maintained schedule information/maps at each stop.

H1: OUTBOUNDTraffic congestion along the westbound segment of Route 9 between Riverway/Jamaicaway and

High/East Boylston/Washington streets, including the intersection of Route 9 (Washington

Street) and Brookline Avenue is an area of particular concern; to drivers, bicyclists,pedestrians,

and passengers of bus routes 66, 65 and 60.122 The CTPS report makes several positive

recommendations to improve the 66s run along Huntington Avenue, including more clearly

marking the Riverway bus stop under the Jamaicaway overpass.123 If the City of Boston agrees,

and these changes take effect, Brookline should do its part to ensure a smoother, more reliablerun for the bus in this area. Changes to this areas streetscape are complicated, however, by

ongoing planning for the Village Green/Gateway East, which includes, among other things, the

elimination of the Pearl Street stop busway and creation of a new signal at Washington and Pearl

streets. The Working Group urges planners and developers to consider the transit implications

when making any changes, and suggests that the newly established public transportation

advisory committee adopt this segment as one of its first areas of focus. The group calls upon

the planning department and developers to address bus needs in its designs.

H1-a: Pearl Street:As part of its engagement, and given the planning, traffic, and engineering challenges

inherent with new street designs, signal creations, and intermodal nature of the area, the

public transportation advisory committee should undertake a review of the Village

Green/Gateway East project to determine the best location for a new Pearl Street stop to

service the 66, 65 and 60 bus routes. This area seems ripe for treatment with any number

of best practices, and the committee is urged to inject itself into the ongoing planning

process to speak for the thousands of daily transit passengers riding through this area

every day.

H1-b: Kent Street:


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The Working Group disagrees with the CTPS recommendation to move the bus stop from the far

side to the near side of the intersection, as it believes the current location on the far side is

optimal. However, TSP treatment to give active priority to Route 66 buses is recommended.

This treatment would give an extended green cycle to all traffic when buses approach, or reduce

red time for all traffic when a bus joins the queue. Ideally the TSP treatment will be tied to the

MBTA schedule, and only give priority to those buses behind schedule in order to strengthen on-

time performance, and increase predictability. Further traffic engineering would be required if

this moves forward. A bench is also suggested for this stop if space can be found.

H1-c: Linden Street:

The Working Group agrees with the CTPS recommendation to eliminate the Linden Street stop.

This is the 2nd

least used stop on weekdays and Sundays, and the least used stop on Saturdays.124

The distance between the stops at Kent Street and Aspinwall Avenue (0.233 miles, 1230 feet,

375 meters, 410 yards)125

is within the Groups goal for stop distances of 0.160 to 0.240.

Eliminating stops at unsignalized intersections such as Linden Street offers the greatest travel

time benefit, because buses would be able to pass the stop at speed, saving all the time spent

decelerating and accelerating as well as time spent at the stop. Buses making stops at signalized

intersections often have to stop anyway for the signal.

Many people have suggested that the Linden Street Stop and its pair at Pierce Street areimportant for parishioners and students of St. Marys Church and School. While it is impossible

to know exactly how many St. Marys stakeholders use the bus without surveying them, it is

possible to infer from the boarding data just when these stops are used. St. Marys holds Mass

Mondays, Wednesdays, and Fridays at 7:30 AM, and Monday Friday at 12:10 PM.126 On

weekdays 1 person (from a bus with 25 passengers) alights at the Linden Street stop at 7:14 AM,

8 (from a bus with 56 passengers) alight at 7:22 AM, and 1 (from a bus with 47 passengers)

alights at 7:29 AM. 127 No one alights within an hour of the 12:30 PM Mass.128 Mass is also

offered on Saturdays at 8:00 AM and 4:00 PM. On Saturdays, 1 person (from a bus with 21

passengers) alights at 7:30 AM. The next alighting takes place at 10:00 AM. At 3:45 PM 1

person alightings from a bus with 36 other passengers.129

On Sundays Mass is held at 8:00 AM,

9:30 AM and 11:30 AM. The earliest observed alighting on Sundays was at noon.130


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It is also unclear how many, if any, students from the St. Marys School take the 66 each day. Its

website states that it serves 230 students in grades pre-k to 8, (roughly ages 3-13), with an early

arrival program beginning at 7:00 AM and an extended day program running until 6:00 PM.

School itself begins at 8:00 AM. 131 Classes end around 2:25 PM. If numerous St. Marys

students were using the 66 to get to school, alightings should spike between 7AM and 8AM, and

boardings between 2:30 PM and the evening. The largest spike in alightings (8 off a bus with 56

passengers) occurs at 7:22 AM. It is unclear if these are students, church-goers, or non-church-

going patrons of nearby businesses. The largest spike in boardings (4 onto a bus with 24

passengers) occurs at 2:25 PM. It is interesting to note the St. Marys School website suggests

that those wishing to take the bus follow these directions:

Bus (#66 from Harvard Square to Brookline Village via Allston) to Harvard/School St.stop. We're at 67 Harvard. (http://www.stmarys-brookline.org/Information2.htm,accessed 2/10/10)

The Working Group believes that eliminating this stop will improve reliability and predictability

along the entire route and reduce passenger frustrations. While it makes no recommendation for

the use of the pavement if and when the stop is eliminated, possible uses include: Pierce School

teacher permit parking, up to 3 metered parking spaces, a loading zone, and/or dedicated parking

for persons with disabilities, including St. Marys parishioners.

H1-d: Aspinwall Avenue:The Group recommends the placement of a bus shelter at this location, as it meets both the width

and boarding standards to merit one. If necessary, one of the existing benches could be moved to

another Brookline stop to make room for the shelter. The Group also agrees with the CTPS

suggestion for TSP treatments to the traffic signal at Harvard/Aspinwall/School. This would

extend green time for all traffic on Harvard Street when a bus approached, or reduce red time for

all traffic if a bus joins the queue. Of all the intersections that are candidates for TSP, this one

may be the best on one of the first to upgrade. Further traffic engineering would be required.

In addition, Brookline traffic regulations should be amended to allow buses to use the right hand

lane between Homer Street and Aspinwall Avenue during the PM peak when this lane is right-

turn only. Furthermore, the MBTA should examine its placement of bus stop signs and limit

their placement to stop areas only.


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Figure 40: Proposed location of new Coolidge

Corner South bus stop opposite Marion Street.

H1-e: Opposite Auburn Street

The Working Group agrees with the CTPS recommendation to eliminate the stop opposite

Auburn Street in front of the gas station. While it makes no recommendation for the use of the

pavement if and when the stop is eliminated, one suggestion is for a cab stand to serve customers

of the nearby supermarket, merchants, and residents.

H1-f: Opposite Vernon Street

The Group recommends a bus shelter for this busy stop near Stop & Shop. While the stop meets

the boarding standard, the sidewalk is not wide enough. However, currently the stop hosts a

bench set back onto the mulch between the parking lots brick wall and the sidewalk. If this

space were used, sufficient width would exist and the standard would be met. S uch a shelter will

be of particular use to shoppers with bundles to keep out of the rain, sun, sleet and/or hail.

Further discussion with Stop & Shop and Town counsel appears necessary.

In addition, and on a minor note, a bus stop sign is in place on the far side of the northern-most

exit from the Stop & Shop parking lot, in front of the apartment building at 171 Harvard St. The

placement of this sign may confuse those waiting for the bus, and it is recommended that it be

removed. This sign is right next to a fire hydrant, so no increase in the parking supply is possible

at this spot.

The Working Group also suggests TSP treatment for the signals at the intersection of Harvard

mbta working group's study of the route 66 bus line

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