to take the effort to the next step and build on the work that the seat back had done one of our first charges was to procure on behalf of the town engineering consultant to conduct at those western segments again this time it will be a little more refined look they've put cost estimates associated with with each of the alternatives to give it an idea of you know what that the ultimate cost will be for each of these alternatives and then they're going to take you through how the evaluation matrix has been further developed  benefit the town don't lie and connect its own citizens to different elements and resources within town but also to become a piece of the m c r t that spanning across central to eastern massachusetts where is dancing started this project with a very thorough exciting car and workshop that we had some of the workshop materials that online we had up through meeting number five we were developing and we presented that analysis in these meetings on the development of those designs in these meetings and never moving into analyzing each one of those alternatives the this is the first meeting where you'll start to see our cost come up with a few design details that are guiding me or all development of this project available space is going to be devoted to parks not parking since most people said they do not need parking that access this route recommended happened within this is a slight change has evolved to a sixty foot with and that in a comedy a dedicated space so we could have a dedicated place space and then the remainder would be for all these somewhat slower moving traffic oh young ovation then we're going to cut under it and if we were already elevated above rail grade then we're looking at bridges to go for it the most i want to point this one out specifically the most expensive option has been and so the town asked us to look at the absolute maximum amount of funding they need to get in order to produce and actually build this have so many areas where we had two options help point out a few of those as we go we have put dollar amounts has several wind and sun you can see many of them came from the original sea pack coming through the rim area heading towards capello road coming back down into the warm tree hill or carrying along the rail bed in lieu of that we came up with a potential turn if the whole of the north side of pleasantry so those of the three variations from what originally stemmed from the sea tac designs so in the very beginning when we come out of wall  and was more disconnect so if belmont police and fire and rescue workers actually going to be overseeing and responding to this happened we thought it makes more sense to pull it into the mine it allows a shorter well crossings and a potential to make a connection to marine which would be nice for the neighborhood over there and then heads northward into next to the existing walking trail this through the paperwork area here's just a couple of examples of poor was what it could work well in the areas that need as we continue through the beaver area we would widen or run parallel to the existing power so we have assume the full construction of the sixteen folk with if we use the existing in just need to widen there's another area meant to make it more visible and then be calm adjustment to the signals movements are incorporated in the cost so we went with the recommended alternative roughly a million if we went with the crossing which  and then as i mentioned either continue through the fully wooded area or head toward the side of us look at each of those now if we head through the fully boring area we need to cut out of approximately thirty foot with a mature tree area and we need to construct a ten or twelve foot high wall in order to retain the path to slow that exists within the woods so this became  costly you can see in the original area coming through the two neighborhoods if we dropped from the street towards the woods it was not excessive about one and half million but then in the area i point seven continuing to be five a as not a four and a half alternatively if we switch to the north side of pleasant street we would either maintain this small masonry mall that exists there today is feasible or if it needs to be reconstructed for a little bit more support of the earth that we'd be filling in behind it in the path load on this maybe a reconstructed but we would maintain this the resemblance of that existing  cost purposes again we use in the placement and we're carrying the fox though about a four foot tall masonry wall that is one and a half million compared to the four and a half million of going through the fully mature what if they're sleeping at the differential so where we looked at the cost just to come from the rail bed a wall in the belmont side connecting marine and connect back into the existing pass within the b river reservation that's something the town can opt for and then it slowly gets closer to the rail our ultimate goal would be to split the path as you can see in the rendering here one part of it coming down and meeting the outbound platform of the existing station the other the first option is the one they came to us from c pac and it's to take the path into the station space for rebuilding station so we're on the north side of the rail we would ramp off to the elevation of lexington this bridge does not seem stable enough to kim to leave her a ten to fourteen foot path off the side of it so we're sumi a new structure that's paralleling lexington it would then grant down with the switch back and turn the station speights coming under lexington and under fellow here a couple renderings of what that can look like inside the station area so this is the path it comes under lexington and under trip hello would also be reduced this is the first area where the width of the path would need to be minimized as i mentioned we are recommending an overall with sixteen feet but to come through this station we could not accommodate more than a ten fold with that was the cost of a little under two million dollars for this ramp structure or switchback ramp system the old leaving path over the platform and then coming over just to the east side of circulation that goes on there now it provides more parking closer to the commercial properties that exist there and does not reduce the all number of parking spaces that are adjacent to the station now by more than maybe a handful we did look at a loss of a couple of spaces but nothing significant this does carry a large cost so inherent in this would be the structure of the box over the station lighting with in those platforms because it's now been covered over it's not getting natural sunlight it will still be open air on the ends so we further conversations with them bt they don't we really need any ventilation and you already have the open flow of the air from one side to the other two version of this there's also sketches that have been done where we keep the parking lot and circulation the buses and everything else exactly where it is but still bought over in create a parking space requiring one right now that twenty two and a half a clearance so is every t a comes in rising to the station they may actually depress the track so they end up depressing the track to give adequate clearance if that would be too costly if they're going to consider this or for a narea but they haven't yet made their decision we did see if they were open to us touching down on the platform there was no hesitation to that they said the limit of their box right now goes to the edge of the platforms if we had an additional access to it they actually think it may be a benefit because that would also add a good client access to the station even if the elevators were put in place maintaining the open openness to the existing station we'd be maintaining the parking you would essential interest be trying to fit through the space that exists so this option may not be able to accommodate many of these are actually  cost we have about half a million for the two signalized areas here to add those two systems and then the synchronization would be part of the pulmonary design to work at the time of it but i don't anticipate infrastructure changing it these two because we're not changing considered again this option on the north side of pleasant could we cross and get back to that and continue eastward so we are in an option where we could use a paper shriek that exists here that is owned by the town to make the transfer from the south ten at the absolute max but it varies from sixty six to ten i think it used to be as the average for costing purposes there's a y greater way since plenty of room here to give a nice feel and static to the space of the rail so before we get two way street in syria here and that almost exactly one if we continue through the d p w as i said along those residential houses it while you may be street there are two options and so this is a very good example of what i was talking about where we tried to cross the higher two we could do some slope work and use two very short walls maybe to  three feet in height each meets in reconstruction loquats or we can keep half a little bit closer to the rail a little bit farther from the residences this is fiction of the residence location distance from the path in this would require again a higher wall so we cost it this option to make sure that we're sharing the more conservative tip and that with the higher wall is around three million  incorporated in this would be signals ation as the intersection of the star market entrance with pleasant street to allow for safe crossing of the pegs in place it was as well as a little bit of us see the movement for all the people coming of each of the alternatives and this is why your input has been a great guide and so far and will continue to be because your input only matrix will help us really give a fair and workshop and kicked out we had boards of forty five different things that we asked what's important what's most important months to work on and then we apply a very very brief version in the early said meetings to give you a flavor of how the matrix works and then we developed a longer version that was based on the community in whom we've received over the past several meetings as well as the community input from the previous so your input on this is really important and will go into open discussion about it at the end so the first set of criteria is for you is user experience which is a very very important key point to  we have moved this up into user experience how many intersections to cross how congested are those intersections how many drive weights do to does the i'm going to cross as well they are the last one hundred user experience that we have here is pedestrian conflicts this is a community of capital have lots of different types of users including cyclists how often does a particular alignment cross over into destin way that is crossing at a perpendicular angle to the community path and there or has a lot of additional conflicts that might happen between them and a war along the same route parallel the nest the group of  of that or the character of that historic place or structure and the ritual woodlands how many large mature treats need to be taken down or to construct a particular alignment requires a residential welding to be hit by the alignment because of certain design attributes that are necessary that this is iraq and that's one of our fatal flaw is that the one of the first things that go into more detail later but that's one of her first it clause list additionally it is his another structure that's nonresidential tickets and one if it goes through private residential property it would be a two but the home was still fifty feet away so this kind of takes another element into that what is the feel of the impact to residents that were passing by right there transportation alignment connect to businesses parks open space transit other amenities the next criteria is ease of universal access to this isn't just access to the path but someone who has disabilities how difficult or challenging is the access to this path do they have to go to many brands are they steve or ramps than just you know five percent less page or are they the eight and how they put three percent hedge so that's what that ties to dress transportation there's a particular alignment required major redo of transportation on the line it's within the community the last major category is cost and you've started to see some of those costs tonight so the first one is the range of construction costs and you start to see with those are and you'll see it when we evaluate it we have in detail costs relative to lengths and regardless of the cost so we want to point this out in all the different criteria what we've heard and what we've read through all services as well is that the very most important thing the community is the user experience and so when we start to read these numbers right now we are proposing that the user experience category these criteria in category would be we did twice process if a particular alignment receives a school or a zero in any of the categories that we have fatal flaws for that alignment will not be considered for one of the  if there's over five thousand square feet of lost to high quality wells and this is per nasty p c m r three ten the next one is if the power has been feasible to patrol or too difficult access  with the fire department and the police and they are trying to help us determine whether or not they feel this would be infeasible to patrol or too hard to access to a fire or urgency situation so that if the to element within this area that may end up becoming a bit of for both of them that everything is on the cable so i also want to point out one more thing i know i was asked at a previous meeting that we gave a breakdown of the five different points scales for a couple of items we tried to hit on some of the most pertinent ones are the ones that have the biggest right to your impact we have power to find it for every single one of when they get close to the be together all right so using the expanded matrix in the twenty one criteria we have now with all their definitions we've put draft scores to everything and as we did with the last round of meetings we want to give this a wash with the community and with the town with the department heads and see if there is agreement with how things are shaking out or if you still feel there's something that we've missed or is lacking or is kathleen no need to earlier needs multiplier that we are currently putting a goal for kids into so i have a feeling this is kind of hard to look at because you're looking at scores between like sixty three and seventy nine so how you really going to figure i is better than another so we took the overall range of scores and spread them to be on a new scale from zero to one hundred so this might be a little bit easier to look at now you can kind of think maybe anything under fifty is when you start to look at this the alternative that we were recommending to pull this alignment out of beaverbrook into belmont range higher than the one c pac originally had but not by much the area for bieber broke ranks very high there's little resource impact i think it's kind of their way that has a higher score as we head towards the pole road the mid block crossing that was originally recommended from sea tac has a fifteen that is actually the lowest score on the slide as i mentioned it has poor sight lines it has drainage issues it's a minute walk crossing in between the two already signalized intersections on downhill so there are definitely challenges there the shift arcs intersection have a fifty six as we continue into a lone tree hill this stretch between snaking between the two neighborhoods has a fifty two and then continuing through the fully mature wooded area has a the north side of pleasant street so if we shift just to the edge of the woman the area or run close to the road atop that small masonry ball now we stay along the rail bed w six coming existing platform is a twenty six that's the second lowest score on the west and the park alternative that carefully my developed has a seventy four that is one of the highest in the west end and the image tween to come up to street level instead of going into the station box for cross the existing groceries with our building before park has the sixty three and then continuing to the east the option along the commercial properties has a sixty seven if we continue along residential properties and through the d p w that has a fifty two and that somewhat lower score here to the commercial area has to do with limited access our proximity to residential structures we are not actually on any residential property but that's one of those areas where we're not on property but we are close to it well and then fire and safety there are no sure it's the directly paralysed so we think it will be a little bit difficult for control and urgency access if we instead of using that paper free and tied back into the w five b that has a sixty three now we started to look at is how is the shake out once we start groups together so the west is kind of the easiest area for us to do this if we come in to two w three there before w five there is no other way about it you've got to go all the way back to snake hill and the existing bridge crossing before you can switch from that area to the south side of the believe they were invited to our meeting we had two meeting so far we tried to have committees and department heads meet with us to give the same kind of input they were asking where were you to give we had met with the conservation i do remember someone from the trust as captain already mentioned we recommend dropping anything that carries a fatal flaw to not be considered to move forward as part of the recommended we are hiring to be determined based on final score so as i've shown we're taking things and putting them in a range of zero to one hundred so i'd like part of the conversation to be should there be a cut off if there should be a cutoff what should the co op be looking at a couple of the ones where we came up with what we felt was a good recommendation compared to a seat back from a nation maybe the cutoff should be fifteen but that's something we can continue to discuss and talk about on just to point out if that were the case there are a couple on here under fifty there was the sea tac alignment group you were broke that has a large and well when crossing is technically in waltham it doesn't mean the neighborhood connection the mid walk crossing that has or sight lines an additional signal and exactly what we mean areas that we're looking at cost is like a cost per mile we're considering what so if you come who won't reveal through this whole why should the alternative be this one here versus this during the exact number of my head but we could recalculate if you want if i take the fifty six eighty five fifty six fifty two and seventy eight and divide that by five and compare it to the highest  group the sixty three seventy four sixty seven sixty three divide that by four that's what i looked at and they were like two percent different so if you look at the average going this way personally our going this way it was naturally we could just use the highest number right so i think we're looking from the community we certainly have our gut instinct on what would rise to the top but we are looking to the community to give input about what seems right what feels right about how to take all these numbers you know even just the difference between what you have here in the previous slide you know are we basing it on just pure  talked to both things quick first being the over reaching differential everything that we have designed to meet eighty eight media has an absolute maximum grew to the point three three percent pointing out the areas where that occurs as we go through western central an eastern areas but what we have here and we are actually meeting five percent grades we don't actually have any eight percent areas where we have a steep enough incline to the needle level patients so within a wooded area over analysis who probably still if not it it may actually encourage wildlife to move through there because you're creating a border or along which to move unfortunately wildlife might start to use the  path as opposed to something in the walls along w five a is actually more of a barrier between what wildlife on one side and the other side having said both of those things may incur costs would be a da access so if they're going to evolve the elevators if they're going to programs they may incur some of those costs i don't think they have any need to deck over it so i would assume that structure would be on  kind of given that indication as well and then obviously any beautification all the way scheme architecture omits would be independent of the station so there may be some cost that we could have them been talk about potentially starting to approach them all as we had a democrat is one of the fatal flaws if we know an owner is open to collaboration or we know when the owner is completely opposed to any sort of be helpful to the town in the future if anything warm this quarter we develops to have more of a direct connection for walkers and cyclists to access anything that occurs or never there be another restaurant like my other kitchen or commercial shop or retail cost so be it kind of half their wife is currently eleven and the biggest complaint we've heard about it is that walkers are afraid of all the bikers whizzing by them bikers feel that they are constantly making slightly dangerous maneuvers to avoid pedestrians that are we entering or walking you know parallel to each other and file so we took all that into consideration based on the volume th almost point in the back of the pavement is the lowest cost of pretty much everything in this whole project your costs are coming from your structures the bridges the tunnels the walls and then everything that we have plantings trees we think that if this runs along the rail or in a lot easier is you're going to need those moments to make it feel comfortable and to be ecstatically pleasing for any type of recreational use so the ranking option and it's a very sought after piece for the town then this fifty two which is an incredibly high does that help bring all this core compared to the sixty three to go to the north side because there we cross here or we continue to follow my hosing authority in the cross at that location or we continue all the way to clark street bridge so we do essentially area i am going to bring this back up a little bit and we will with their current cap might be with their current funding levels are it's hard to answer that question till we get an answer from them oh we think you know this might need to be capped at this you know ultimately they're looking at this is a little over two mile stretch so are they thinking group you're working at that cost and then you've got your potential add ons where they fit within the funding or don't the town still aware of what the costs are and may start to look at some of those things there are also a few elements that we've mentioned to the town in the couple  connecting into waltham that hasn't currently been designed that's the r p that i mentioned are requests for proposals that i mentioned earlier the city hold because they're still entering a couple of questions internally so that has yet to be designed  to this particular major so this matrix is result of several other projects that are firms have done and other products others have visibility studies and it has been now down to the twenty one represent this community so there will not be these twenty one in any other particular community because this twenty one represents th iraq this is any easier to see than it was before and now that we blew it up but you if you can try and look at the individual components and see if there's a piece where you think it should rank higher or should recall lower then we may be able to help identify we're in the matrix there still needs to be adjustment or tweaking of definition in order to make sure that things are what it is not necessarily we're just going to keep changing it to we get the answer we want but all  omissions bringing up are things that we may have considered but not to a certain degree or we may not have realized it was a particular issue in this area so we're just we could either be closer to residential or we could be closer to the rail but those are two criteria which are not within our matrix so i just picked one like you said it almost doesn't matter either or this proximity to the rail and so  certain ranking and that put us this distance from the structure or the flip flop but on both of them there is not that much room between the residential structures in the rail so list some pretty close proximity to both to the rail into the interest truckers at the same time so that lower the score a little bit there's also limited access through here we didn't intend that any of these streets would directly connect to it but it seems from our walk these residents are actually very opposed to the path in general so the theory of british fresh you either need to come over here in access or you need to come over here and access there is no ability to get on the path within that segment where this alternatively obviously there are calls walks in every location one present true but you could cross and you could get on the path you wanted to essentially an and east some piece in between might not have its own individual higher level of evaluation number but it might be a part of a really great group overall so there's still no blinders on  tween west central and east that's mostly just convenience for meetings oh that is all being looked at together definitions we will probably carry the current definitions through the central and eastern end if we continue to hear the same recurring themes as we did with the last series of meetings then we will reflect that in meeting ninety seven will cover the central area starting at the eastern end of the d p w and going to the downtown area that's next week a couple weeks break in between meetings eight will cover the eastend from the limit of downtown to breaking street on march and then depending on everything that comes out of that we want to make sure we give ourselves enough time to incorporate and evolve and assess accordingly so to be turned a little bit on that meeting nine but similarly to the meeting we just had  december it will cover the whole room and to and we'll show that incorporation of the input they were we're receiving from meetings six seventy from the public as well as the input we're continuing to get from the town departments and the town committee