High Line Park: A Most Unusual Rail-to-Trail Project

The High Line Park opened this week on the west side of Manhattan. This is probably the most unusual and unique rail-to-trial conversion in the US.

Why? Perhaps because it’s located 30 feet above the city streets. Perhaps because it’s a rail line that few knew it was there. Perhaps because it may be the only rail-to-trail linear park entirely on an elevated steel viaduct.

Also, it is a new approach to the creation of a linear park. The linear park, pioneered by Fredrick Law Olmsted with Boston’s Emerald Necklace, is typically characterized by one or modes of transportation facilities weaving through a long park corridor. High Line Park weaves a pedestrian esplanade with park landscaping within the linear corridor of this Westside viaduct.

High Line Park was one the New York Central Railroad’s West Side fright line, high above 10th Avenue in Manhattan. It was built in the 1930s to replace the street-running tracks that served the Hudson River piers and other industrial customers. The railroad used men on horseback, nicknamed “cowboys,” to guide the trains through the city streets.

The elevated line brought two improvements:
1. It removed the conflicts of running freight trains through busy city streets
2. It was electrified and eliminated the use of steam engines



The elevated line served many west-side customers for years. But with the dawn of interstate highways and the shifting of freight from trains to trucks, the line feel into disuse in the 1970s and abandonment in the 1980s. Interestingly, the out-of-service line remained in the ownership of Conrail and was even transferred to CSX in the Conrail breakup.


As with most unneeded and abandoned structures, the High Line was scheduled for demolition. However, others had another vision. What some saw as an eyesore, others saw as a most unique and interesting “place.” It is above and away from the bustle of the sidewalks and streets. It provides a unique view of the city. And it is an opportunity to provide new open space without demolishing any buildings to create it.

The Friends of the High Line and others advocated for the vision of a park for years. Finally, it has become a reality, as the first segment opens.

For more information about the park, the history of the High Line, and great photographs and videos, visit the Friends of the High Line at the website: http://www.thehighline.org/ .

Longfellow Bridge Reconstruction -- Long Overdue but Plans Need Work!

The Longfellow Bridge between Cambridge Street in Boston and Main Street/Broadway in Cambridge is finally in the design stages of a long-awaited rehabilitation. Much of the minor steel framing needs repair/ replacement, the entire deck needs replacing, and the towers are leaning and need to be rebuilt.

Good news: Mass. Highway Dept. (MHD) has the design under way and just filed its Environmental Notification Form (ENF), part of a state environmental review process for projects.

Not so good news: This is a vital transportation link (Red Line, pedestrians, bicycles and motor vehicles) and these links need to be better accommodated during construction.

I have copied my letter of comments on the ENF below, which details my concerns regarding how the project is accomplished.


Though I may have some concerns, it is paramount that the project proceed as soon as possible, once the construction staging issues are incorporated into the project plans.


___________________________________________________


Secretary Ian A. Bowles
Executive Office of Energy and Environmental Affairs
Attn: Anne Canaday, EEA #14384
100 Cambridge Street, Suite 900
Boston, MA 02114-2524
Anne.canaday@state.ma.us


RE: Massachusetts Highway Department (MHD)
Reconstruction of Longfellow Bridge
Boston & Cambridge, MA
Comments on Environmental Notification Form

Dear Sec. Bowles:

Thank you for the opportunity to comment on this important project. For the ease of identifying comments in contrast to statements and discussions, my comments are in underlined italics.

The Longfellow Bridge is an important multi-modal link connecting Boston and Cambridge and part of a regional system of roadways, transit lines, walkways and bicycle facilities. It is also an important route for emergency preparedness, in that it leads directly to a major hospital (Massachusetts General).

I have multiple interests in this project.

First, around 1982, I was the project engineer with DeLeuw, Cather & Company, consultants for the MBTA for the design of the platform extensions of Charles Station onto the Longfellow Bridge:

• MHD and their consultants (Jacobs) can blame me for the difficulty of the pinch point created where the platform extensions reach onto the bridge. I designed those pinch points into the roadway to accommodate the platform extensions.


• Back in 1982, I stood with Dave Lenheart of the then MDC on Span #1[1] of the bridge with the deck opened up as we looked upon the rusted structural steel. Thus, I can say personally that this repair project is long overdue and MHD should expedite this project to the extent possible.

______________
[1] Span #1 is labeled on sheet 32 of 59 (titled “Construction Stages, Stage 1, Sheet 1 of 4”) in Attachment 2 to the ENF.


Second, I use all 4 modes of the bridge, particularly in getting to work. Normally, I take the Red Line (over the Longfellow Bridge). When the weather is nice, I try to bike in once or twice a week (over the Longfellow Bridge). When I need a vehicle for work-related travel, I drive (over the Longfellow Bridge). And sometimes if the weather is nice (like after the MEPA hearing last week) I walk home (over the Longfellow Bridge).

So, clearly I have a stake in ensuring that the project will maintain all four modes during and after construction.


Final Configuration
I applaud the project design as presented in the Environmental Notification Form (ENF) in its inclusion of all four modes at the end of construction: pedestrians, bicycles, the Red Line and motor vehicles.

Alternatives for Eastbound (Inbound) Boston ApproachPage 6 of the ENF describes three alternatives were developed to address the pinch point caused by the inbound platform extension I designed some 27 years ago.

At first, I would agree with the preferred alternative 1 for the Boston approach (as described on page 6 of the ENF). This alternative accommodates a sidewalk, a full bike lane and 3 approach lanes to the Charles Circle signalized intersection.

However, it moves one retaining wall into parkland. Regarding this issue, there are both state and federal concerns:

• From a historic resources perspective, I agree with the ENF’s assessment that although there is some loss of parkland, this is compensated by the historically-sensitive treatment of the relocated wall. Assuming the Massachusetts Historic Commission (MHC) and the Boston Landmarks Commission (BLC) concur, this issue should not delay the project in terms of the historic approval process on the state and local level. The MHD should confirm that moving the wall is acceptable to the MHC and BLC.


• On the other hand, this is a 4(f) parkland taking from a federal perspective. Since MHD intends to use federal funds in part for this project, MHD should address this issue of whether the 4(f) issue will delay the project start-up by requiring a separate environmental review under the federal NEPA process. The MHD should address this issue of possible project delay due to 4(f) issues related to federal funding.

Conclusion on Alternatives:
I have different conclusions that depend on whether there would be a delay in federal funding due to 4(f) issues:

• If there are significant schedule delays in project startup due to parkland taking, then I agree with the ENF’s conclusion that Alternative 1 is the best.


• If there are significant schedule delays in project startup due to parkland takings, then I recommend Alternative 3 (no wall relocation) combined with the widening of the sidewalk over Span #1 as included in Alternative 1.

Construction Staging
During construction, it is essential that all four modes be accommodated. But more than that, construction presents an opportunity for an exemplary approach: incorporating energy and environmental policy by shifting modal use from motor vehicles to the more modes that expend less energy and pollute less (i.e., walking, bicycling and transit). The MHD should look into ways to reduce motor vehicle trips and shift trips to the other 3 modes.

Page 7 of the ENF describes two options, both of which raise some concerns.

Option 1 would take an estimated 12 to 18 months less than Option 2. It would maintain Red Line service and one 10-foot wide sidewalk for pedestrians. However, it would maintain only one inbound travel lane a little over 14.5 feet for both bicycles and motor vehicles. Outbound bicycles and motor vehicles would be detoured over the Cragie Bridge. Problem with this approach include the following:

• The outbound bicycle detour is simply not reasonable. Bicyclists will not detour to the traffic-congested Leverett Circle area. Rather, they will travel westbound on the open sidewalk. A better plan for two-way bicycle accommodation during construction is needed.


• The outbound motor vehicle detour into the traffic-congested Leverett Circle is equally unreasonable. The peak hour delays waiting for several light cycles at the Circle and at the Land Blvd./Gilmore Bridge/O’Brien Highway intersection. I would also detour traffic towards the site of the relocation of Lechmere Station for the Green Line Extension at the exact same timeframe as this project. Furthermore, consideration should be given to detouring traffic towards the Harvard Bridge (Massachusetts Avenue). A better detour plan is needed that considers a more regional approach and considers other EOT projects (e.g., Green Line Extension)


• However the greatest concern is for emergency access. With MGH at Charles Circle, the Longfellow is an important ambulance access route. Likewise, the bridge is used for other emergency purposes including mutual response to fires as well as police and other law enforcement agencies. Let me emphasize the importance of this issue. Two years ago, my son and I went bike riding. Once home, his heart rate did not decline. After a few hours my wife took him to Cambridge Hospital. Once they realized the situation, they were immediately rushed to Massachusetts General Hospital where they had the experienced doctors who know what immediate action was needed. My son is fine now, in part because the ambulance was able to cross the Longfellow Bridge without delay.I cannot underestimate the importance of maintain emergency access in both directions.
  
  o MHD should consult with Boston, Cambridge and state emergency departments (police, fire, EMS) before any further consideration of Option 1.
  o MHD should not pursue Option 1 without provisions for two-way emergency access across the Longfellow Bridge 24/7/365 throughout construction.

Option 2 would take an estimated 12 to 18 months longer than Option 1. It would maintain Red Line service and one 10-foot sidewalk in all phases. It would maintain motor vehicle access in either direction in one or two lanes. It is unclear from the plans included how bicycles would be accommodated during construction.

• Option 2 is clearly superior with regards to emergency access and the detouring of traffic. Still, construction activities will inevitably cause some motorists to seek alternative routes, be they the Craigie or Harvard Bridges or other routes.


• Option 2 does not clearly indicate how two-way bicycle accommodation will be maintained during construction.


• Comments:
  o Option 2 should be considered the preferred option
  o MHD should better describe how two-way bicycle access will be provided through all the states of construction.

Storm DrainageThe ENF states on page 10 that it is not practical to meet all stormwater standards. In particular, the ENF states there is no room on the bridge for sediment collection or pollution removal systems. Also, with the exception of the first 2 spans in Boston, no runoff will be diverted to existing storm drainage systems. For the spans over water, the scuppers will simply drain into the river.

While full diversion of flow does not appear practical, improved water quality could be obtained if it were possible to divert the water quality volume (WQV) or first 1 inch of runoff to some form of sediment control and/or water quality enhancement device.

Consideration of attempting to treat about 1” of runoff was brought up by the representative of the Charles River Watershed Association at the ENF meeting on April 30th.

Based on that comment, my thought was to see if there could be one device per span, maybe located over the pier. The scuppers would drain to this device, which would retain the WQV and let the excess flow discharge to the river. This would at least provide some treatment for the initial runoff, which is more heavily laden with contaminants.

As the ENF does not include any WQV calculations, I have provided a calculation of the WQV for one span of the bridge, based on 1” of runoff:

A = W x L
A = (2’ +11’ + 11’ + 5’ + 10’) x 150’
A = 5,850 SF
A = 0.134 Acres (based on 1 acre = 43,560 SF)

WQV = 1” x A
WQV = 1” x 0.134 Acres
WQV = 0.134 Acre-Inches
WQV = 487.5 CF

This represents a rectangular tank approximately 6’ x 8’ x 10’. Other shapes could be used. The device would need convenient accessways from the roadway to allow inspection, cleaning and other maintenance.

A tank to hold a WQV based on 1/2" of runoff would be half that size.

I am not familiar enough with the structure to determine if such devices could be stowed somewhere above the piers, so they are maintainable but do not create a visual impact.

MHD should consider whether it is feasible to provide some sediment removal and water quality enhancement, be it for a 1” WQV or even 1/2" WQV. This could be by a tank, maybe with a vortex device or a filter, located in the piers. Flows greater than the WQV would overflow, either at the scupper itself or at the tank.


Other Comments

• Section III (Consistency) should include discussion of:
  o Consistency with Grown Policy, and
  o Consistency with the Massachusetts Bicycle Plan.

Thank you for the opportunity to review the ENF for this very important project. I look forward to seeing the bridge under construction soon and restored to structural good repair in the years to come.

Start of a New Transportation Blog

Having worked as a civil engineer in the transportation field for over 30 years, I've developed a perspective on current transportation issues, locally in the Boston and New England areas, nationally and internationally. Having tested the patience of collegues and friends as I go on about this and that, I thought I'd start my own blog. This way, those interested can read on, and those not, can pass it up.

Actually, I'm planning on 2 blogs:

1. Transportation Issues Today: news and comments on current events, etc.
2. New Initiatives in Transportation: this will contain practical proposals for improving transportation, focusing on the more "sustainable" modes: walking, bicycling, public transit, and other rail transporation.
   

If anyone out there is reading these posts, please leave your comments.