CRC FSEIS/R
Mass. Highway Department, Charles River Crossing,
Final Supplemental Environmental Impact
Statement/Report, Dec. 1993, S-1 - S-9.
Background: The Mass. Executive Office of
Environmental Affairs approved the Draft Supplemental EIS/R
for the Charles River crossing in Oct. 1993. With this
approval, the Highway Department proceeded to prepare the
Final SEIS/R for the crossing, from which the "Executive
Summary," below, is taken. The summary covers the reasons
the state preferred a two bridge mainline crossing with
land-based tunnels connecting I-93 and Storrow Drive on the
south side of the river (Preferred
Alternative), to the one proposed by the Bridge Design
Review Committee, 8.1D Mod 5, and
also to Scheme Z.
EXECUTIVE SUMMARY
Charles River Crossing, Final Supplemental Environmental
Impact Statement/Report Section 4(f) Evaluation
· Introduction
The Massachusetts Highway Department (MHD) and the
Federal Highway Administration have prepared this Final
Supplemental Environmental Impact Statement/Report (FSEIS/R)
for the Charles River Crossing in the Area North of Causeway
Street subarea of the Central Artery/Tunnel Project (the
Project) in Boston and Cambridge. The Final Section 4(f)
Evaluation is published at the end of Part I of the
FSEIS/R.
The 1993 DSEIS/R considered the impacts of Scheme Z as
weighed against three new design alternatives: Alternative
8.1D Mod 5, which resulted from the Bridge Design Review
Committee (BDRC) process and which was the subject of the
Notice of Project Change (NPC) of September 1992; and two
alternatives of that design, the Reduced River-Tunnel and
Non-River-Tunnel Alternatives. All three new designs were
developed with the goal of minimizing the aesthetic and
environmental effects of Scheme Z, while maximizing traffic
operational efficiency and maintaining appropriate levels of
safety.
This FSEIS/R describes the environmental, aesthetic, and
construction impacts of the Preferred Alternative, and
compares them to the impacts of Scheme Z, the Proposed
Action of the 1991 Projectwide FSEIS/R. The Preferred
Alternative is based on the Non-River-Tunnel Alternative as
presented in the 1993 Charles River Crossing DSEIS/R, with
refinements added since publication of the latter
document.
· Major Policy Issues
Affecting The Charles River Crossing
Since no alternative presented in the 1993 DSEIS/R
demonstrates clear superiority in all transportation and
environmental categories, a balancing of interests is needed
to arrive at a preferred alternative. As noted by the
Secretary of the Massachusetts Executive Office of
Environmental Affairs (EOEA) in the Massachusetts
Environmental Policy Act (MEPA) Certificate on the 1993
DSEIS/R, the environmental impacts of the three new design
alternatives are "the same or similarly significant"; they
will not be the determining factor in such a selection. The
Certificate and responses to it are located at the end of
this summary
The Charles River Crossing is needed to link regional
highway facilities on the south side of the river, including
components of the Central Artery/Tunnel Project in Boston,
to the regional network on the north side of the river, and
to complete all necessary local connections to these
facilities.
The Preferred Alternative described in this FSEIS/R is
intended to reduce the environmental and aesthetic impacts
of Scheme Z, while increasing its level of improvement in
traffic operations and safety. Scheme Z provided acceptable
traffic operations for the Project. It was approved in
concept during the 1991 environmental review process that
followed the publication of the 1991 FSEIS/R. The then
Secretary of EOEA, however, requested further study of the
Charles River Crossing portion of the Project in order to
review ways to minimize the aesthetic and environmental
impacts of the design. A 2-year design review effort ensued
involving the BDRC, with over 40 representatives of local
and professional design interests. An extensive
environmental review process followed, beginning with the
NPC. In November 1993, the Secretary of the Executive Office
of Transportation and Construction (EOTC) identified the
Preferred Alternative to be evaluated in this FSEIS/R.
A number of criteria were used as the basis of selection
of the Preferred Alternative over Scheme Z and the other two
designs evaluated in the 1993 DSEIS/R. Overall, the criteria
recognize the goals and objectives of MHD, FHWA, and the
U.S. Army Corps of Engineers (USACE) to construct a Crossing
that causes the least environmental damage, yet maximizes
the Project goal of increased traffic efficiency and safety.
These criteria also incorporate the goals of maximizing
parkland potential supported by EOEA and the Metropolitan
District Commission (MDC), which is the regional park agency
with jurisdiction in the Charles River area. Moreover, these
criteria achieve the goals of the BDRC with regard to
improving bridge aesthetics and the open space environment
in the Charles River Crossing area.
Traffic Operations And Safety. Efficient traffic
flow and safety are primary Project objectives. The
Preferred Alternative fulfill the transportation objectives
and improves on the efficiency of Scheme Z. The inclusion of
land-based tunnels in the North Station area provides direct
access between the Central Artery and the Leverett
Circle/Storrow Drive area, eliminates the double crossing of
the Charles River; reduces traffic volume on local streets,
and decreases the total number of vehicle miles travelled.
The inclusion of a high-occupancy vehicle (HOV) lane on 1-93
southbound encourages efficient use of the regional highway
system. A downtown on-ramp to I-93 northbound is included in
the Preferred Alternative, which was not in Scheme
Z.
Environment And Aesthetics. A major focus in
design development has been the reduction in the mass of
Scheme Z's loop ramps, and their relocation away from ale
riverbank. On the north bank of the river, Scheme Z has six
loop ramps rising to high elevations and close to the
river's edge. The Preferred Alternative reduces this mass to
three then two loop ramps, which are much lower in height,
and farther away from the riverbank. In addition, the number
of bridge structures is reduced from three bridges to two.
The double-deck bridge of Scheme Z is replaced by a
single-deck bridge. The profiles of the two bridges are
similar, reducing visual impact. Overall the Preferred
Alternative minimizes impacts of the Crossing on parklands,
aquatic and historic resources, and surrounding
communities.
Cost. The cost of the Charles River Crossing was
not a factor in evaluating the environmental impacts of the
alternatives. Fiscal responsibility was considered in
identification of the Preferred Alternative once the
environmental impacts of the alternatives, as analyzed and
documented in the environmental review process to date,
proved to be substantially equivalent.
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· Approach Of This
FSEIS/R
This FSEIS/R compares the impacts of the Preferred
Alternative, selected following a broad-based analysis of
the four designs compared in the 1993 DSEIS/R, with the
impacts of Scheme Z, the Proposed Action of the 1991
FSEIS/R. A summary analysis and comparison of the four
designs and refinements is presented in Chapter 2; the
remainder of the document focuses on the Preferred
Alternative and Scheme Z.
Chapter 2 describes the selection process for the
Preferred Alternative. It identifies the goals and
objectives that were used in selecting the Preferred
Alternative, and includes a review of the Project's
transportation, environmental, and aesthetic objectives for
the Charles River Crossing design. Also described are the
goals and objectives identified by the BDRC which were
incorporated into the Project's overall goals and
objectives. The selection of the Preferred Alternative
resulted from a comparison of the impacts of Scheme Z and
the three alternative designs for the Charles River Crossing
in relation to these established goals and objectives. As
noted in the MEPA Certificate of October 15, 1993, on the
DSEIS/R, and confirmed by the results of the
above-referenced comparison of impacts, there was no obvious
choice among the four designs based upon comparing
environmental impacts alone. The reasons why the Preferred
Alternative was selected are set out (best balance among the
various considerations), as well as the features and impacts
of each of the design alternatives (and refinements) that
were not selected.
· Summary Description Of The
Preferred Alternative And Scheme Z
Preferred Alternative. The Preferred Alternative
includes two land-based tunnels beneath the North Station
area which provide connections between I-93 south of the
Charles River and Storrow Drive. The inclusion of these
tunnels allows for the elimination of the "double crossing"
of the Charles River required by Scheme Z. There are three
loop ramps merging to two in East Cambridge, and a total of
14 lanes of traffic crossing the Charles River. The mainline
bridge is proposed as a 10-lane cable-stayed structure with
a diamond-shaped tower on either side of the river. The
mainline bridge features four lanes in each direction and an
additional two lanes on its eastern side to carry downtown
Boston and Sumner Tunnel traffic to 1-93 northbound. A
second bridge, with a profile similar to the mainline
structure, carries an additional four lanes (two in each
direction) to and from Storrow Drive/Leverett Circle. A
total of 3,300 linear feet (lf) of highway are in land-based
tunnels in the North Station area. A ventilation building,
necessary to service the tunnels, is situated on the south
side of the Charles River and constructed below ground
behind North Station east of Nashua Street, with ventilation
and exhaust-air stacks built above ground.
Several refinements have been incorporated into the
design since the DSEIS/R. There is no resulting change in
alignment, but some of these changes involve important
reductions in the impacts of the Preferred Alternative. One,
the realignment of the Nashua Street off-ramp, result in the
relocation of the ventilation building farther south,
adjacent to the viaduct ramps and Storrow Drive connector.
The realignment of the City Square off-ramp (Ramp C-L) to
the Sullivan Square area avoids previously described impacts
to the athletic facilities at Bunker Hill Community College.
The realignment of Nashua Street avoids affecting a
residential building in the Lowell Square area. Finally, the
design of the 1-93 collector/distributor as a single-deck
structure simplifies and improves the roadway design.
Scheme Z. Scheme Z features three bridge
structure: two cable-stayed bridges with a tower on each
side of the Charles River, and a double-deck bridge
differing in type and profile from the main bridge. There
are no tunnels and no ventilation building in this Project
subarea. The two cable-stayed bridges, each with five lanes
of traffic in one direction, accommodate the 1-93 mainline,
while the double-deck bridge (three lanes over three)
accommodates traffic to/from Leverett Circle/Storrow Drive,
for a total of 16 lanes over the river. Viaduct structures
in East Cambridge provide connections to Storrow Drive and
Charleston. Some traffic movements (I-93 northbound to
Storrow Drive, and Storrow Drive to 1-93 southbound) require
motorists to cross the river twice. The dominant features of
this design are the large bridge structures which have
inconsistent profiles and six loop ramps in East
Cambridge.
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· Summary Of Environmental
Impacts
Traffic And Transportation. The Preferred Alternative
improves traffic operations over those of Scheme Z. It
shifts daily traffic volumes to the expressway and away from
local and arterial streets. There are two major reasons for
this:
· elimination of the need for double crossings of
the Charles River, which increases the capacity of 1-93 and
allows it to be used more efficiently
· inclusion of a new northbound on-ramp in the upper
downtown area, making 1-93 more accessible
As a result, traffic volumes are lower with the Preferred
Alternative than Scheme Z at a number of key intersections:
Keany Square, City Square, and Sumner Tunnel/North
Washington Street. The Preferred Alternative further reduces
traffic volume and improves operations in City Square
because of the relocation of Scheme Z's City Square off-ramp
(Ramp C-L) to Cambridge Street near Sullivan Square in
northern Charleston. Nine intersections operate at level of
service (LOS) F in the PM peak hour with the Preferred
Alternative compared to ten with Scheme Z. In the AM peak
hour, 13 intersections operate at LOS F with the Preferred
Alternative and 14 with Scheme Z. The air quality
performance in aggregate at these intersections is slightly
better for the Preferred Alternative than for Scheme Z.
Traffic conditions on the 1-93 mainline are similar
overall for the Preferred Alternative and Scheme Z.
Variations occur in different parts of the mainline and at
different times of day.
The Preferred Alternative includes an HOV lane on the
1-93 southbound mainline which is not included in Scheme Z,
which has an HOV facility on the Nashua Street off-ramp
only. The advantage for HOVs relative to general-purpose
traffic is greater with the Preferred Alternative.
No permanent impacts on commuter railroad service are
anticipated. Some impacts during construction on light rail
(i.e., the Green Line) are foreseen, and are being
coordinated with the Massachusetts Bay Transportation
Authority (MBTA). The Preferred Alternative does not impede
the development of a future rail link between North and
South Stations.
Existing hazardous cargo routes within the Project limits
are not affected. The 1993 DSEIS/R cited the discussion
between MHD and the Boston Fire Department (BFD) concerning
the possibility of use by hazardous cargo vehicles of the
tunnels being constructed as part of the CANA project, a
separate MHD project. This discussion has since been
resolved: CANA tunnels, in compliance with City and State
regulations, cannot be used by hazardous cargo vehicles;
such vehicles also will be prohibited from all tunnel
segments of the Central Artery/Tunnel Project. Adequate
alternative routes exist for the transportation of hazardous
cargo.
The Preferred Alternative, by eliminating the double
river crossing, reduces Projectwide vehicle miles travelled
(VMT) by 0.6 percent and vehicle hours travelled (VHT) by
0.9 percent), compared to Scheme Z.
Land Use Including Open Space. Neither the
Preferred Alternative nor Scheme Z results in long-term land
use pattern changes. Both, however, do affect development
opportunities of land on both sides of the river, both
result in takings of land and buildings, and both affect
existing and planned open space. The major land use impact
is on existing and proposed parkland and open space. While
expansion of parkland is allowed by both designs,
implementation of the MDC parkland master plan concepts is
facilitated by the Preferred Alternative. An extensive
parkland mitigation program in the New Charles River Basin
area has been coordinated with the MDC and the Massachusetts
Department of Environmental Protection (DEP) (see chapter 6,
Mitigation).
Parkland impacts including the mitigation program are
discussed in tile Final Section 4(1) Evaluation summary Open
space impacts are as follows:
North Point Area: In the North Point area, the
Preferred Alternative results in a major improvement over
Scheme Z in impacts on area development and recreational use
of the river.
North Bank Transportation Corridor: In this
corridor; which includes the MBTA commuter railroad tracks
and bascule bridge and the existing 1-93 bridge, the
Preferred Alternative is a substantial improvement over
Scheme Z, with its loop ramp set farther away from the
riverbank, opening the area to a much greater extent,
thereby creating less continuous shadow impacts on the
Charles River than Scheme Z. The existing 1-93 bridge will
be removed as part of the new Crossing.
South Bank Transportation Corridor: This area is
between Paul Revere Landing Park South and the railroad
crossing and is primarily part of the riverfront path
system. The Preferred Alternative offers superior bridge
aesthetics over Scheme Z, with more open views and a wider
gap between its two bridges compared to Scheme Z.
City Square Park: The Preferred Alternative has a
more positive effect than Scheme Z on City Square Park,
which is being constructed on land reconfigured by the CANA
project. The Preferred Alternative design removes the City
Square off-ramp near Sullivan Square in northern Charleston,
reducing traffic in City Square and providing a safer
setting and better access to the park.
Other Major Impacts. Other major impacts include
the following.
Property Takings: The Preferred Alternative, as
proposed, requires more permanent takings than Scheme Z and
has greater right-of-way impacts. It involves the
acquisition of the Spaulding Rehabilitation Hospital and
Boston Thermal Energy Corporation's (BTEC) Minot Station
steam generating plant. All efforts will be made to minimize
acquisition requirements during the final design process.
Scheme Z takes neither. The DSEIS/R stated that the
Non-River-Tunnel Alternative (now the Preferred Alternative)
required the reconfiguration of athletic fields at Bunker
Hill Community College; because of design refinements since
the DSEIS/R, the College is no longer affected.
Economic Impacts: The Preferred Alternative will
have a more positive impact than Scheme Z. The improved
aesthetic impacts on the North Point area facilitate future
proposed development. Overall, however, macroeconomic
fluctuations in the business cycle have a greater impact on
this than either design.
Joint Development: Five parcels of land have
potential for joint development (see Figure 4.19): the
Massachusetts General Hospital (MGH) Nashua Street parcel;
the Spaulding Hospital site; the air rights garage parcel
above the MBTA railroad tracks; the Lomasney Way parcel; and
the Rutherford Avenue parcel. In general, both the Preferred
Alternative and Scheme Z allow for joint development on all
parcels. The Lomasney Way parcel has joint development
potentials under either design. Neither design affects the
Rutherford Avenue parcel. The taking of the Spaulding
Hospital site for the Nashua Street off-ramp expands joint
development opportunities. The southern portion is
consolidated into the MGH Nashua Street parcel; the northern
portion is consolidated into the MDC Nashua Street Park for
additional parkland development. The air rights garage,
however, is decreased in size by 49 percent with the
Preferred Alternative.
Air Quality: The Preferred Alternative represents
a slight benefit to air quality as compared to Scheme Z. The
regional areawide (mesoscale) analysis for the year 2010
shows decreases in emissions of carbon monoxide (CO) of 0.7
percent nitrogen oxides (NOx) of 0.6 percent volatile
organic compounds (VOC) of 0.3 percent, and particulate
matter (PM10) of 0.7 percent for the Preferred Alternative
as compared to Scheme Z.
The microscale analysis indicates that the Preferred
Alternative causes no violations of ambient air quality
standards for the years 1001 and 2010. Of the 23
intersections considered, CO concentrations in 2010 are
estimated to be better at 13 intersections with the
Preferred Alternative than with Scheme Z, because of
improved traffic operations on local and arterial streets.
Overall impacts of the Preferred Alternative are, in
general, less than those of Scheme Z.
The Preferred Alternative has land-based tunnels and one
below-grade ventilation building, which Scheme Z does not.
No violations of National and State Ambient Air Quality
Standards (AAQS) and DEP Policy Guidelines for N02 are
predicted as a result of emissions from this ventilation
building.
Noise and Vibration: Traffic noise impacts were
assessed at 20 receptor sites. For both designs, 2010 noise
levels approach or exceed FHWA Noise Abatement Criteria
(NAC) at 19 out of the 20 sites; three more sites than do
existing noise levels. No substantial impacts are
expected.
The ventilation building for the Preferred Alternative is
built below grade, minimizing noise levels which are within
DEP criteria. Scheme Z requires no ventilation building.
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Future traffic vibrations are not predicted to reach
levels high enough to cause damage to historic or
nonhistoric structures, or to adversely affect people inside
buildings.
Wetlands: Both the Preferred Alternative and
Scheme Z have minimal long-term impacts to Federal and State
aquatic resources in the Charles and Millers Rivers due to
placement of bridge piers. The Preferred Alternative results
in more fill of State and Federal resources for access
ramps. Scheme Z affects 70 lf. of bank and 0.11 acres of
Land Under Water (LUW) in both the Charles and Millers
Rivers. The Millers River is, however, a substantially
degraded resource area with minimal wetlands functions. All
activities in the Charles and Millers Rivers have an
insignificant impact to the principal valuable functions of
Federal jurisdictional aquatic resources, and the
performance standards of the Massachusetts Wetlands
Protection Act will be met. Impacts to Federal and State
resource areas will be mitigated by the construction of a
water feature in the North Point area as part of the New
Charles River Basin mitigation program discussed in Chapter
6.
Waterways: The Preferred Alternative results in
fewer permanent impacts to filled tidelands and waterways
than Scheme Z. This is due to the inclusion of land-based
tunnels, which maximizes waterways interests of public
access and visual quality. In addition, the amount of
viaduct and pier structure is reduced and loop ramps are
moved away from the Charles River bank. Parkland with
substantially improved public access will result from the
mitigation program.
Water Quality: No long-term impacts to water
quality are anticipated from either the Preferred
Alternative or Scheme Z. Both result in minor temporary
increases of turbidity due to construction of bridge
piers.
The Preferred Alternative generates less stormwater
runoff than Scheme Z since a portion of the roadway is in
tunnel; stormwater flows for Scheme Z cause no significant
degradation of water quality. In either design, stormwater
runoff will be discharged below the Charles River Dam and
Locks into Boston Harbor. Tunnel washdown water is
discharged to sanitary sewers for treatment.
Navigation: No long-term impacts to navigation in
the Charles River are anticipated from the Preferred
Alternative or Scheme Z. Some short-term impacts are
unavoidable during construction; these will require
coordination with the affected marine community agencies
with jurisdiction over navigation.
Fisheries: There are no long-term impacts to fish
habitat under either the Preferred Alternative or Scheme Z.
Construction period impacts to fisheries will be minimized
by avoiding construction activity in the Charles River which
could affect fish migration.
Other Aquatic Resources: The Project has minimal
long-term impacts on floodplains arid wildlife. Both designs
are consistent with the Massachusetts Coastal Zone
Management program.
Threatened and Endangered Species: No known
Federal listed threatened or endangered species are known to
use the Area North of Causeway Street.
Historic And Archaeological Resources: The
Preferred Alternative requires the underpinning of the
Registry building at 100 Nashua Street, a National
Register-eligible structure. Generally, the Preferred
Alternative does not have adverse long-term impacts that
significantly impair the integrity and attributes of
historic structures in the affected area. Scheme Z
dramatically alters the setting of Tower A, largely
obscuring views of it. If new archaeological resources art
identified in the 1-93 corridor north of the Gilmore Bridge,
these may be mitigated by revisions to locations of
structural supports for the new adjacent
collector/distributor viaduct.
Hazardous Waste Sites: No hazardous waste sites or
areas of extensive soil or groundwater contamination have
been identified in the Area North of Causeway Street.
Visual Impacts: Visual impacts of the Preferred
Alternative's bridges are superior to those of Scheme Z,
since it has two bridges of consistent profile, where Scheme
Z features three, one of which is a double-leak structure.
The Preferred Alternative features three loop ramps which
merge to two in East Cambridge - less in number and simpler
in design compared to the six loop ramps with Scheme Z; the
latter are higher and closer to the riverbank. The loop
ramps of the Preferred Alternative are more coordinated with
other elements, arid visual impacts on the water environment
are generally reduced compared to Scheme Z.
Scheme Z passes 55 feet above the Charles River and is
supported by 11 piers in the water. The piers visually
dominate the river and create a 270-foot-long corridor of
shadow, including 65 feet of gaps. Parkland proposed along
the river is limited in width and partly in shadow due to
the loop ramps. Shadows on parklands are reduced with the
Preferred Alternative, and a less cluttered view is
provided.
The Preferred Alternative requires one ventilation
building on the south side of the river. It will be built
primarily below grade with stacks extending above grade.
Energy: The difference in energy requirements of
the Preferred Alternative and Scheme Z is negligible.
Construction Staging And Sequencing: The goal of
the Project is to stage construction with traffic control
plans which maintain existing traffic conditions with as
little disruption as possible. All bridge construction
requires turbidity controls, and temporarily interferes with
navigation. Duration of construction is similar for both the
Preferred Alternative and scheme Z (8.5 years).
Materials Disposal: The total volume of dredged
and excavated materials is 494,000 cubic yards (cy) for the
Preferred Alternative, and 154,000 cy for Scheme Z. The
greater volume for the Preferred Alternative is due largely
to the inclusion of land-based tunnels in the design.
Excavated materials will be processed into Project backfill
or landfill cover or shaping material, or processed for
distribution to municipal landfills as cover. Excavated and
dredged materials will be disposed of m accordance with
applicable regulations
Short-Term Uses Versus Long-Term Impacts: Both the
Preferred Alternative and Scheme Z include to mitigate
potential short- and long-term adverse impacts. With the
above general commitments, the short-term construction
impacts are minimized while enhancing the long-term
productivity of the environment.
Irreversible And Irretrievable Commitment Of
Resources: Implementation of either the Preferred
Alternative or Scheme Z involves a permanent and
irretrievable commitment of natural, physical, and fiscal
resources. A onetime irretrievable expenditure of $995
million for the Preferred Alternative or $489 million for
Scheme Z (estimated, based on August 1993 dollars) includes
construction and right-of-way acquisition. Substantial
amounts of labor and raw materials are required for
construction of either design. Permanent takings of land and
buildings are higher for the Preferred Alternative than for
Scheme Z.
Removal of the existing 1-93 piers, for either design,
enhances the Charles River. The Preferred Alternative
encroaches on the Millers River. That river is, however,
considerably degraded and serves little active wetlands
functions; and the opportunities for expansion of the
Charles River Reservation are greatly enhanced overall,
particularly by the Preferred Alternative, which has less
viaduct and pier structure than Scheme Z. Shadow impacts are
therefore less as well for the Preferred Alternative.
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Resolution Of Areas of Controversy. Areas of
controversy identified in the DSEIS/R Summary are now
resolved by the selection of the Preferred Alternative, as
described in Chapter 2 of this FSEIS/R. The fewer loop ramps
in East Cambridge and the proposed bridge structure of the
Preferred Alternative represent an appropriate and
achievable balance between transportation objectives and
aesthetic and environmental interests. Several commenters on
the DSEIS/R indicated that these structures are a major
improvement over those of Scheme Z. In addition, Bunker Hill
Community College athletic facilities are no longer affected
since Ramp C-L has been relocated out of the College area to
Cambridge Street.
Resolution Of Issues. MHD's responses to issues
raised on the 1993 DSEIS/R for the Charles River Crossing
are addressed in chapter 7 and in the responses to comments
in the Appendix in Part II of this FSEIS/R.
· Major Actions Proposed By
Other Governmental Agencies In The Project Area
MBTA. The MBTA plans to upgrade service at North
Station: extension of the railroad tracks and platforms;
construction of a new Green/Orange Line superstation below
grade, replacing the Green Line now on viaduct; and
construction of an underground parking behind the Boston
Garden. The MBTA also plans to relocate the Green Line
Lechmere station and reconstruct the Science Park
station.
MDC. The MDC seeks to develop continuous open
space along the north and south banks of the Charles River
between the Esplanade and Boston Harbor. The MDC parkland
master plan includes a new park between Nashua Street and
the river; a new park on the Cambridge side, and extensions
of pedestrian and bicycle paths.
Cambridge Community Development Department. Plans
for the North Point area redevelopment for mixed
residential/commercial use have been reviewed and approved
by the Cambridge Community Development Department.
North Station/South Station Rail Link. The
Massachusetts EOTC and the Federal Transit Authority are
investigating the feasibility of constructing a continuous
rail link through central Boston, including through the Area
North of Causeway Street. The new underground link would
provide through service that now terminates at each railroad
station. The Preferred Alternative accommodates the rail
link and allows for the most flexibility for future rail
link design.
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· Other Federal Actions
Required For Implementation Of Proposed Action
USACE.
· Section 10 Permit, for construction and dredging
in navigable waters
· Section 103 Permit (Marine Protection, Research,
and Sanctuaries Act) for ocean disposal of dredged
material
· Section 401 Water Quality Certification (U.S.
Clean Water Act), administered by the Massachusetts DEP,
Division of Water Pollution Control
· Section 404 Permit for discharge or dredged or
fill material in water of the US.
Department Of Interior.
· Section 106 National Historic Preservation Act of
1966 review
EPA.
· National Pollution Discharge Elimination System
Permit
Federal Aviation Administration.
· Federal Aviation Regulations, Parts 77,151, and
152
Coast Guard.
· Permits for new bridges over navigable waters
· Permits for alterations of existing bridges
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SUMMARY OF FINAL SECTION (4f)
EVALUATION
· Parklands
Leverett Circle/Storrow Drive (Charles River
Esplanade): With both the Preferred Alternative Scheme
Z, Leverett Circle is reconfigured. With the Preferred
Alternative, a small area is changed from roadway
landscaping to pavement (a net decrease of 0.33 acre), and
an adjacent area from pavement to landscaping (a net
increase of 0.15 acre). Scheme Z has similar impacts, but
with a net decrease of 0.3 acre of landscaping and net
increase of 0.27 acre.
Charles River Basin Extension Recreation Area:
This water recreation area is between the old dam and
the MBTA bridge. The Preferred Alternative reduces the
visual impacts of Scheme Z through reduction of the number
and height of loop ramps on the north bank of the Charles
River. Noise impacts are reduced through greater setbacks
with the Preferred Alternative.
Nashua Street/Spaulding Walkway: This area is
planned for passive uses. The Preferred Alternative
substantially improves the quality of the area, compared to
Scheme Z. With the latter design, the area is dominated by
views and noise of six densely nested loop ramps, rising 105
feet in height, across the river.
Parkland At The Former GSA Site: The MDC proposes
a park at this location. The Preferred Alternative
substantially reduces the visual impacts on the park site
present with Scheme Z.
Paul Revere Landing Park North: This area will be
expanded upstream as a mitigation measure of the Project
including the removal of the ramp stubs constructed under
the CANA Project. It is envisioned as a major passive use
area oriented to the river and the locks. The Preferred
Alternative has visual and noise impacts on the park, but
does allow farther expansion, compared to Scheme Z.
Charles River Dam Walkway: Both the Preferred
Alternative and Scheme Z improve the setting of the Charles
River Dam walkway by removing the existing I-93 bridge and
replacing it with a new bridge farther upstream.
Paul Revere Landing Park South: The Preferred
Alternative allows the successful implementation of the
planned functions and uses of the MDC master plan, i.e., an
entry area for the riverfront park system pedestrian
connections, and passive uses oriented to the river and the
locks. The Preferred Alternative also offers substantially
improved bridge aesthetics over Scheme Z which benefits
fixture park users.
Bunker Hill Community College Athletic Facilities:
A new refinement of the Preferred Alternative removes the
northbound off-ramp to Rutherford Avenue from the College's
fields, so that they are no longer affected.
· Historic Resources
Charles River Basin District: Reconfiguration of
Leverett Circle minimally changes the definition of this
historic district, but does not affect contributing features
of the district.
Granite Seawalls In The Lower Basin of the Charles
River: Both designs require reconstruction of the
seawall. In both instances, the seawalls would be dismantled
and replaced in kind. In addition, the New Charles River
Basin mitigation program removes a small section of the
seawall.
Tower A: The Preferred Alternative avoids any
permanent use of the railroad building. Scheme Z
dramatically alters the setting, largely obscuring news of
it
100 Nashua Street (Registry Of Motor Vehicles):
The Preferred Alternative has a southbound tunnel under the
building, requiring underpinning before construction. Scheme
Z does not affect this resource.
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NEW CHARLES RIVER BASIN
MITIGATION PROGRAM
As a result of Project impacts on waterways, wetlands,
and 4(f) resources, an extensive mitigation program has been
incorporated into the Project. The program in the area of
the Charles River Crossing is based on the concepts of the
MDC's New Charles River Basin Master Plan. The goal of the
program is to match the quality of the existing MDC
Esplanade upstream of the old Charles River Dam.
The MDC master plan seeks to complete the connection of
the Esplanade to Boston Harbor, with a continuous system of
landscaped areas and pedestrian walkways. The parkland
measures will include new water features to compensate for
direct Project impacts to existing waterways and wetlands.
Upgrading of historic MDC facilities are included in the
program. The schedule for the MDC's master plan is dependent
on the Project schedule. The Secretary of Environmental
Affairs has directed that the mitigation measures be
implemented as early as possible. According to a conceptual
implementation schedule, several measures are to be
implemented prior to mainline construction, others during
construction as certain Project components are completed.
Features of the program include the following existing and
new parcels. Acreages where given are approximate;
landscaping, lighting, and park furnishings will be
appropriate to each parcel.
Paul Revere Landing Park South: This 2.1-acre area
will be improved as a major entrance to the Basin, with
intersecting pathways connecting with a pedestrian bridge
over the MBTA railroad tracks.
Lovejoy Wharf Park: Lovejoy Wharf has an area of
0.8 acre and is adjacent to Paul Revere Landing Park South.
It will include a path linking it to the North Washington
Street bridge and to the North End Waterfront park.
Leverett Circle/Storrow Drive: Landscaping of 0.9
acre, and architectural treatment of the new underpass
facade will be provided. An extension to the new Nashua
Street Park will be included in the program to replace the
existing pedestrian overpasses.
Paul Revere Landing Park North: Expansion of this
to 4.6 acres and relandscaping will provide a gateway to the
new park system from Charleston. Pathways will provide
connections to other park areas.
Paul Revere Landing Park North, Westerly Extension,
Including Millers River Area: This new parkland area of
6.0 acres will extend west along the riverbank, with
walkways connecting to other parklands and roadway
facilities. Also included is pedestrian passage across the
Charles River on the MBTA bascule bridge.
Rutherford Avenue Parcel: The parcel is planned as
a buffer between Charleston and Project structures behind
the parcel.
Nashua Street Park: This 2.6-acre linear parcel
will include a walkway connecting to the Esplanade upstream
via the new pedestrian overpass to be built at Leverett
Circle. A small area from the Spaulding Hospital site will
be added to the park.
North Point East: A riverside parcel of land will
be expanded to provide new parkland and a pedestrian link to
the walkway over the MBTA railroad tracks, and existing
pilings and the deck of an old railroad trestle will be
removed subject to consultation with the owner(s). A portion
of the new water feature, described below, will be located
here.
North Point West: Riverside parkland along North
Point inlet and a new water feature are the main components
of this park. Walkways will connect the Museum of Science to
North Point East through this area. Banks of the new water
feature will be planted with wetland vegetation. The MDC
central services facility will be relocated prior to
development.
Historic Dam North: North of the historic lock,
the stables and boathouse will be upgraded and parklands
refurbished.
Historic Dam South: South of the lock, historic
MDC buildings will be upgraded and parklands
refurbished.
North Point Wilds: A new park of 6.3 acres between
the proposed North Point development and the MBTA railroad
right of way will become a buffer area.
The EOTC, MHD, and MDC have entered into an Amended and
Restated Memorandum of Agreement regarding the roles and
responsibilities of implementing the above New Charles River
Basin mitigation program. It is appended to the end of the
Final Section 4(f) Evaluation in this document.
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