Franklin Street Committee — Portland, ME
Date: 2014-01-29

Draft Alternative 1: Urban Street
 Franklin Street near Somerset/Fox Street facing south Franklin Street near Oxford Street facing south




 SECTION A-A’ - Proposed SECTION B-B’ - Proposed




 SECTION A-A’ - Existing SECTION B-B’ - Existing


 Franklin Street near Lincoln Park facing north Key Ideas:




 SECTION C-C’ - Proposed Option 2
 Franklin Street near Middle Street facing north




 SECTION C-C’ - Proposed Option 1 SECTION D-D’ - Proposed




 SECTION C-C’ - Existing SECTION D-D’ - Existing




 KEY MAP - FRANKLIN STREET



 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Draft Alternative 2: Urban Parkway
 Key Ideas:




 Franklin Street near Somerset/Fox Street facing south Franklin Street near Oxford Street facing south




 SECTION A-A’ - Proposed SECTION B-B’ - Proposed




 SECTION A-A’ - Existing SECTION B-B’ - Existing



 Franklin Street near Lincoln Park facing north Franklin Street near Middle Street facing north




 SECTION C-C’ - Proposed SECTION D-D’ - Proposed




 SECTION C-C’ - Existing SECTION D-D’ - Existing




 KEY MAP - FRANKLIN STREET




 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Draft Alternative 3: Multiway Boulevard
 Key Ideas:




 Franklin Street near Somerset/Fox Street facing south Franklin Street near Oxford Street facing south




 SECTION A-A’ - Proposed SECTION B-B’ - Proposed




 SECTION A-A’ - Existing SECTION B-B’ - Existing



 Franklin Street near Lincoln Park facing north Franklin Street near Middle Street facing north




 SECTION C-C’ - Proposed SECTION D-D’ - Proposed




 SECTION C-C’ - Existing SECTION D-D’ - Existing




 KEY MAP - FRANKLIN STREET



 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
Station 1
 Multi-Way
 Boulevard
 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
Station 2
  New Development
 and Parking
 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Phase 1 Study




 Placeholder for Phase 1 Graphic




 A
Reclaiming Franklin Street (Phase 1) graphic looking south from around Lancaster Street showing proposed development heights
Source: Reclaiming Franklin Street Phase 1 Study
 View south of proposed Oxford Street connection

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Nodal Development




 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Cultural
 Land Use
 PARKING
 BUILDING Assets
 LANDSCAPE
 STREET/ TYPES
 HEIGHTS
 MOBILITY
 PUBLIC/PRIVATE
 PUBLIC & PRIVATELAND
 LAND Sustainable Neighborhood Plan
 INDIA STREET, PORTLAND MAINE

 Cultural
 PARKINGAssets LANDSCAPE
 / LAND
 MOBILITY
 USEPUBLIC/PRIVATE 1/4 mile, or 5 min-
 LAND Open Spaces
 BUILDING HEIGHTS Openutes easy walking
 Spaces 3 Floors dis-
 Street
 Historic Parking
 Landmarks Existing  Street Trees tance
 SpacesNon-Residential
 OpenNeighborhood
 VacantPrivate
 LandLand
 Downtown Mixed Use
 6+ Floors Monuments/Public Connector
 Art
 Parking Structure -
 1-2 Floors
 Center of walking
 15-minute
 Freedom Trail  ParkingPublicUrban
 Open Spaces
 Neighborhood center of Residential
 walking
 Religious
 Public Land 5 Floors distance
 Open Spaces radius
 Residential distance radiusOpen Spaces
 Historic District
 Existing
 India Street Structured
 (1st Street in  Parking
 City)
 Private
 Open Open Space
 Space 6.185 acres of Public
 Parking Open Space
 4 Floors - .0081/4 mile,or
 acres  per 5 minute
 resident
 Zoning(Int.)
 Fore Street (Original
 Stops Waterfront Museums
 Fra Transit Trails Edge) - .017easy walking
 acres per radius
 household
 n k
 8




lin St Surface Parking Lots Bus Routes
 re et




 1 6 7
 1 Congress Street
 1 6 7
 Congress Street


 B-2b
 B-2b 45ft
 India Street
 45ft

 Hampshire

 Street
 65 ft in B-2b
 within 65 ft
 of Franklin
 Street

 Federal Street
 R-6
 45ft
 B-2b
 45ft B-2b
 Fed
 45ft e ral S
 tree
 t
 Newbury S B-2b
 treet
 45ft
 Newbu
 ry Stre
 et
 B-2b B-5b
 Middle St
 45ft 74ft
 reet
 B-5b
 Middle St
 reet
 8 65ft
 Bus
 B-3 B-3
 85ft 65ft

 Fore B-5b e t
 Stre St re
 e  t Fore
 65ft
 e t
 e St re B-5b
 r
 Fo B-3

 Franklin Street
 45ft

 India Street
 65ft EXISTING B-5b

 Street
 B-3 PARKING 65ft

 Hancock
 B-5b
 STRUCTURE
 65ft +10 ft
 65ft
 720 Parking Spaces



 Thames Street
 St re e t
 Comm ercial
 Eastern Promenade Trail Eastern Promenade Trail


 EXISTING
 PARKING
 STRUCTURE Scale: 1’=50’- 0”

 418 Parking Spaces W M
 N TN

 0’ 50 100 150 200’
 S E
 Congress Street
 B-2b
 tf



 Hampshire
 B-2b 45 ft un
 45 ft Mo
 Cemetery et
 tre
 tS
 R-6 or




 India Street Neighborhood
 Street
 45 ft
Newbur

 Ha
 Fed
 y Street R-6 era

 nc
 B-2b lS

 o
 tree

 c
 45 ft
 k
 B-3 45 ft B-2b t
 500 Feet
 St r
 65 ft 45 ft R-6
 Middle B-2b 45 ft
 Street 45 ft
 Contract
 B-5b eet




 Franklin Street
 India Street
 74 ft B-5b
 B-3 B-3 65 ft
 85 ft 65 ft B-5b e t
 re
 65 ft St




 Existing Building Height Regulations (Maximum)
 e
 For 0

 B-3 B-6
 B-6
 65 ft 45 ft


 Jan. 2012
 B-6 45 ft
 B-3 65 ft +10ft
 65 ft 250
 S tr ee t Thames Street
 er c ia l
 C o mm

 500
 On-Street Parking




 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Building Scale - A (17 stories)




Boston, MA

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Building Scale - B (6 stories)




Boston, MA

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Building Scale - C (6 stories)




Boston, MA

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Building Scale - D (5 stories)




Boston, MA

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Building Scale - E (4 stories)




Portland, ME

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Building Scale - F (3 stories)




Portland, ME

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
Station 3
 Roundabouts
 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Roundabouts




Keene, NH - 2 lane roundabout
New Hampshire DOT
http://www.nh.gov/dot/org/projectdevelopment/highwaydesign/roundabouts/index.htm

 Franklin Street Corridor Feasibility Study Phase II
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 Roundabouts




Annapolis, MD - 2 lane roundabout
Century Engineering
http://www.centuryeng.com/transgatewaycr.html
 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Roundabouts




Drachten, Netherlands - 1 lane roundabout
IBI Group photo

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Roundabouts




Victoria, BC - 1 lane roundabout
IBI Group photo

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Roundabouts




Sidney, BC - 2 lane roundabout
Bing Maps
 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Roundabouts




Hanover, NH: 1-lane roundabout with commercial vehicle
NHDOT
http://www.nh.gov/dot/org/projectdevelopment/highwaydesign/roundabouts/graphics/hanovernh101.jpg

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Roundabouts




Elkhart, IN: 1-lane roundabout with commercial vehicle
Tim Vandenack
http://blogs.etruth.com/county-buzz/files/2013/08/RoundaboutTruck081513.jpg

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
Station 4
 Transportation Choices:
 Using and Sharing Space
 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Bicycle Infrastructure




Raised cycle track
Cambridge, MA

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Bicycle Infrastructure




Buffered bicycle lane

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Bicycle Infrastructure




Off-street path
Arlington, MA
http://bit.ly/1i4SHiV

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Bicycle Infrastructure




Traditional on-street bicycle lane

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Bicycle Infrastructure




Sharrow/shared lane
Miami, FL
http://farm8.staticflickr.com/7067/6828759498_5b33b17904_o.jpg

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Bicycle Infrastructure




Main Street, Hamburg, NY
http://www.flickr.com/photos/completestreets/4566182096/

 Franklin Street Corridor Feasibility Study Phase II
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 Shared Space




Montreal “Shared Space”
IBI Group photo

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 Shared Space




Binghamton “Shared Space”
Binghamton, NY
http://domz60.files.wordpress.com/2012/02/woonerf-in-binghamton.jpg

 Franklin Street Corridor Feasibility Study Phase II
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 Shared Space




Winthrop St, Cambridge, MA
http://www.flickr.com/photos/completestreets/4566182096/

 Franklin Street Corridor Feasibility Study Phase II
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 Median Treatments - Reserving Space for Future Transit




New York City - median
IBI Group photo

 Franklin Street Corridor Feasibility Study Phase II
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 Median Treatments - Reserving Space for Future Transit




Corridor Cities Transitway
Maryland (northwest of Washington)
http://www.flickr.com/photos/beyonddc/5735292547/

 Franklin Street Corridor Feasibility Study Phase II
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 Transit Treatments




Portland, OR
MAX Light Rail - outer lanes
bit.ly/1c7ZLu7

 Franklin Street Corridor Feasibility Study Phase II
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 Transit Treatments




Brookline, MA
Green Line in street median
http://upload.wikimedia.org/wikipedia/commons/1/15/Kent_Street_MBTA_station,_Brookline_MA.jpg

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Transit Treatments




Boston, MA
Silver Line reserved bus lane
IBI Group photo

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Transit Treatments




Buses in the median
Eugene, OR
http://upload.wikimedia.org/wikipedia/en/3/3a/Eugene-EMX-2.jpg

 Franklin Street Corridor Feasibility Study Phase II
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Station 5
Reconnecting Cross Streets,
 Crossing Franklin Safely

 Franklin Street Corridor Feasibility Study Phase II
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S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Opportunities at Cross Streets




 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Sustain Southern Maine India Street Pilot Project Recommendations




Source: Sustain Southern Maine India Street Pilot Project



 Franklin Street Corridor Feasibility Study Phase II
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 Crossing Treatments




Rendering of “Bike Superhighway” crossing in London

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Crossing Treatments




Rendering of best practices for mid-block crossings
Source: NACTO
http://nacto.org/usdg/intersection-design-elements/crosswalks-and-crossings/midblock-crosswalks/

 Franklin Street Corridor Feasibility Study Phase II
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 Crossing Treatments




Rendering of Raised Intersection
Source: NACTO
http://nacto.org/usdg/raised-intersections/

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Crossing Treatments




Oxford St, Cambridge, MA
IBI Group photo

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
Station 6
 Urban Parkway

 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
Station 7
 Public Greenspace
 on Franklin Street
 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Park with Active Borders




Rittenhouse Square, Philadelphia
http://upload.wikimedia.org/wikipedia/commons/0/00/Rittenhouse_Square_-_autumn_-_IMG_6571.JPG

 Franklin Street Corridor Feasibility Study Phase II
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Overlap with Southern Maine India Street Pilot Project and Lincoln Park Restoration




 Overlap of India Street Neighborhood Plan
 proposed development and historic extent
 of Lincoln Park




 2
Challenges and Opportunities Related to Expansion of Lincoln Park
Description: Expansion of Lincoln Park to original extents limits width left for right-of-way (ROW). The ROW for Phase I
Urban Parkway (91 ft including sidewalks) would not fit without eliminating building opposite (Plum). This also creates
alignment challenges given the location of the Cathedral building diagonal from park. Distances are approximate.




 3
Challenges and Opportunities Related to Expansion of Lincoln Park
Description: Overlap of Lincoln Park restoration on existing conditions




 4
Challenges and Opportunities Related to Expansion of Lincoln Park
Description: Sketch of overlap of Lincoln Park restoration on Urban Street alternative




 5
Challenges and Opportunities Related to Expansion of Lincoln Park
Description: Sketch of overlap of Lincoln Park restoration on Urban Parkway alternative




 6
Challenges and Opportunities Related to Expansion of Lincoln Park
Description: Sketch of overlap of Lincoln Park restoration on Multiway Boulevard alternative




 7
 Boyd Street Community Gardens




 Franklin Street Corridor Feasibility Study Phase II
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S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Community Gardens




 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Community Gardens




 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Urban Food Forests
 An urban food forest is a gardening technique or land management system that mimics a woodland ecosystem. This is
 somewhere in between landscaping and a garden plot, with edible trees, shrubs, perennials and annuals are used. Fruit and
 nut trees make up the upper level, while berry shrubs, edible perennials and annuals make up the lower levels.




Credit: Graham Burnett
Beacon Hill Urban Food Forest
http://www.beaconfoodforest.org/project.html

 Franklin Street Corridor Feasibility Study Phase II
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 Landscaping Opportunities at Various Widths




Amsterdam

 Franklin Street Corridor Feasibility Study Phase II
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 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Landscaping Opportunities at Various Widths




Binney Street, Cambridge, MA

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Landscaping Opportunities at Various Widths




 South Boston




 Franklin Street Corridor Feasibility Study Phase II
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S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Landscaping Opportunities at Various Widths




University Park, Allston, MA

 Franklin Street Corridor Feasibility Study Phase II
 IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
 S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Landscaping Opportunities at Various Widths




 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications
 Landscaping Opportunities at Various Widths




Commonwealth Avenue, Boston, MA

 Franklin Street Corridor Feasibility Study Phase II
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Station 8
 Urban Street

 Franklin Street Corridor Feasibility Study Phase II
IBI Group with Gorrill-Palmer Consulting Engineers, Inc.
S.W. Cole Engineering, Inc. | Titcomb Associates | Morris Communications

Franklin Street Redevelopment Study: January 29 Public Workshop

The first Public Workshop on the Franklin Street Redevelopment Study Phase 2 was held
on the evening of January 29th in the Rines Auditorium at the Portland Public Library.
Turnout was good, with about 140 people attending, and a lot of valuable public input
was received.

A total of eight information stations with displays and graphics of various aspects of the
Franklin Street project were set up, as follows:

Station 1: Multi-Way Boulevard (Alternative 3)
Station 2: New Development and Parking
Station 3: Roundabouts
Station 4: Transportation Choices: Using and Sharing Space
Station 5: Reconnecting Cross Streets, Crossing Franklin Safely
Station 6: Urban Parkway (Alternative 2)
Station 7: Public Greenspace on Franklin Street
Station 8: Urban Street (Alternative 1)

Various displays showing current conditions along Franklin Street were also set up at the
sign-in station at the entrance to the meeting.

Each of the eight Stations was manned by members of the Public Advisory Committee
and city staff, who explained to the roving attendees what the display was about,
solicited comments, and answered questions on that Station’s topic.

A new interactive website, http://franklinstreet.mindmixer.com was also set up to
provide another way to gather public input from people who could not attend the Public
Workshop. A summary of the public feedback gathered from the workshop and that
website over the past several weeks is below.

A second Public Meeting will be scheduled for sometime in late spring, when a set of
alternatives that have been refined based on this input will be presented for the public’s
thoughts and comment.




 1
 Station 1: Multi Way Boulevard

Overall
The most common reaction was that this alternative was too big, had too much
pavement and too many car lanes. There were some clear divides between those that
felt dividing slow local/bike traffic from fast though-traffic was a good thing and those
that wanted a narrower road with slower traffic speeds and shared lanes.

Vehicle Traffic
A large swath of people had concerns that traffic would move too fast, particularly in
the travel lanes. The 2-3 lanes in each direction (including shared streets) were cited as
encouraging this and as being excessive. Two separate people noted concerns about
trucks navigating turns. Counter point on the number of lanes: a few people did voice
opinions in favor of the shared streets as a way to move bicycle traffic off of the main
road.

Bikes:
The majority of bike related comments did not favor separating bikes from traffic. The
shared streets were viewed with skepticism and seen as unpredictable spaces of
car/bike conflict. Comments offering suggestions favored bicycles sharing traffic lanes
with cars, though some liked traditional non-seperated bike lanes, especially on uphill
segments. But the split between hard-core bicyclists and recreational riders is clear. A
comment was made regarding how car lanes are always clearer in winter than
separated bike lanes.

Pedestrians:
Well-constructed sidewalks and increased pedestrian access was desired for the entire
corridor by most commenters on the subject. Specifics: Bayside Trail should cross at
Union Branch RR corridor, and lighting should be part of improvements.

Green Space/Lincoln Park/Medians
Clear disagreement here between people that want Lincoln Park restored and people
that would like to see the space used for future development. Median should be large
enough to contain trees .

Building Height/Design
People were excited by the opportunity for new development, though had concerns
about building height and massing. Wanted a variety of heights, some glass and steel,
and care not to block views (of Observatory).

Street Connections

Positive comments on reconnecting all the street grids.



 2
 Station 2: New Development and Parking

Overall
Very large developments were disliked, whether they were tall, wide or just large
properties with one property owner. Despite this, there was a general desire for and
understanding of the need for higher densities and increased housing. Many people
championed variety and quality in height, design, building materials, and use. Mixed
use and mixed income areas were seen as desirable. A note to think carefully about
where we place the gateway, and it should be inviting w open space. Further up the hill?

The Mindmixer comments on development had more votes placing development on the
Cumberland to Middle swath. In the commentary, there were comments on keeping
aesthetic in tune with current buildings, need for cheaper retail/restaurant space, need
for affordable housing, importance of Congress St. crossing, importance of access to
Lincoln Park from India St., no open parking lots. A small but significant group used this
as a place to plead for keeping vehicles free-flowing, particularly to the ferry terminal
for islanders and tourists.

Green/Open space

All positives about greenspace and the community gardens. This area should be
expanded as a bike/ped destination. Make greenspace requirement part of
development deals. Be careful to make sure city can handle maintenance.

Tree comments from Mindmixer:

How important is it to add new trees in the Franklin St. Plan? (Choose 1)

Please add as many new trees as possible 72 votes
Trees are okay, but be mindful of expense 20 votes
Private fundraising is a good way to add more trees 23 votes
I don’t care about trees; Franklin St is a road 16 votes

Comments: Trees are all good, and have many psychological benefts, why was cost
attached to this and nothing else, want trees on sidewalks, shaded boulevard look is
good, want bigger trees!

Parking
Some level of on-street parking was generally greeted favorably though some felt that it
should not be on both sides of the street at the same time. A number of people noted
that it depended a lot on what types of development were eventually built. Surface
parking was not liked. Parking garages had many votes against it but also some in favor
of them as a way to reduce surface parking. First floor parking was not liked as it did not


 3
present a friendly face to the street. A couple of people felt strongly that back in
parking would be a good thing. Overall, an understanding that parking is needed
especially in retail locations and it can slow traffic but want it to be safe for bikes (door
issue, which was repeated in many locations).

The Mindmixer feedback on on-street parking fell out at 32 people for it, with 24 people
against it. Some of the people against it were those who wanted Franklin to remain an
arterial, some were those who don’t like cars and think we should not accommodate
them. Most who wanted it were flexible in where it went, tying it to development.
Towards that end, many comments were that it was needed more on the south side.
Suggestions to meter it, test it, and create car-share parking by Whole Foods.

Building height/design
People have strong opinions on building design. 4-5 stories were generally seen as a
good building height, though significant groups were ok with taller in specific places (the
spine). But some felt that over 4 stories would be too tall anywhere in the corridor.
Others said to zone for it in a few places to make sure it only goes there. The “spine” of
the road (around Cumberland and Congress) was most often seen as the place to put
taller buildings (6 stories was the popular limit though many saw that as too tall) with
some people wanting to limit it only to the downtown side of Franklin. Frequently,
building height was seen as “stepping down” from there in either direction.

Building mass was also a concern with a large number of people speaking out against
unbroken walls of buildings. Some specifically saying that façade changes were not
enough to break this wall; buildings needed to be physically separate. A large number
of people called for “good”, “appropriate”, and/or “innovative” design. The most
common thread was diversity of size, height and building design.

Mindmixer comments, including graphics, are in separate document.

Uses

Mixed use and housing for all was the theme. Note on better use for east end of
cemetery.




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 Station 3: Roundabouts

Overall
While overall people felt that in theory, roundabouts could be good for traffic flow,
there were a lot of concerns about their appropriateness for Franklin. People felt they
took up a large amount of useful land, that they might hinder truck and/or bus access,
and about their effects on cyclists and pedestrians. People also cited them as
“confusing”, “scary”, “unsafe” and “suburban”. People were mostly more likely to
support smaller roundabouts rather than large ones. Two-lane roundabouts in
particular were seen as too much and unsafe. A significant number of people were
opposed to the very idea of roundabouts. But a similar number felt they were a great
idea.

Mindmixer comments were strongly against roundabouts, primarily because of the
concern about pedestrian access as well as a lack of understanding regarding their
utility. The no’s were bike/ped/safety related, along with a handful who felt that they
are not urban. This was one of the most active spots in terms of commenting on others’
comments. The yesses were positive about SMALL roundabouts, thought they could
handle traffic well, make a good statement at both ends. This was a very active portion
of the site.

Marginal Way

The Franklin and Marginal Way intersection received the most support for a
roundabout, particularly a one-lane version if it could handle the volume of traffic and
trucks/buses. A number of people felt that this was a very good idea to address the
problems of this intersection. Very few people that entertained the idea of roundabouts
at all voiced the opinion that a roundabout was a bad idea here. A question: If you had a
roundabout at Marginal would it be necessary to have one at Fox St. too? So that traffic
doesn’t stack up into the roundabout?

Commercial

People were more split on this location with many people in favor and many people
opposed to using a roundabout here. People were particularly concerned with a
roundabouts ability to serve the large pedestrian and tour bus traffic flows in this area.

Bike/Pedestrian

The primary opposition to roundabouts was in terms of bike and pedestrian safety.
They were seen as confusing, unsafe, time consuming, and difficult for both populations
to navigate. Safety was the primary concern in regards to cyclists. Pedestrians were as
concerned about the how they would navigate a roundabout and how much more time
would be involved as they were in the safety aspects.


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 Station 4: Transportation Choice

Bike
People were generally in favor of bike infrastructure, but a serious debate is taking place
over what that infrastructure should be. A large number of people favored separated
bike facilities, likely with parking between them and the car lanes. They felt this was
safe and accommodating of all users, but were cautious about potential maintenance
costs and sensitive to the additional right of way width/paved space. An equally vocal
contingent felt that these types of facilities were sacrificing money and space for
dubious safety gains, citing intersection and pedestrian conflicts as well as added
difficulty making left turns. This group largely felt that a traditional bike lane was plenty
sufficient for an urban area and that the best and safest place for bikes was in the travel
lane. Both groups agreed that lower traffic speeds would be good. Completely
separated bike infrastructure received some positive feedback but was mostly dismissed
as impractical, limiting, and costly in the urban environment.

The Mindmixer feedback was highly in favor of a multi-use path. An assumption could be
made that we got a wider group with a higher percentage of recreational riders.

Bike Travel Options: Instant Poll

Multi Use Path: 71 votes
Bike lane between parking and sidewalk: 48 votes
Classic bike lane: 39 votes
Raised Cycle Track: 38 votes


Ped/Shared streets
People were largely skeptical of the utility of shared space in the corridor. They were
leery of sharing pedestrian space with cars for the most part and the potential safety
issue for blind and disabled people was noted. There was more support as the presence
of cars diminished: the photo of shared space in Cambridge, which looked closer to a
pedestrian mall, was highly rated.

Transit
Transit met with much approval but also with skepticism. As we have said, it is outside
the current scope and some people seemed to think that the reality was too far in the
future. For some people, this meant we should not save space, particularly with no
inkling of how it would work. For others it meant we should be working harder to make
it happen now. A few voices wanted to see parking around Marginal Way that would
feed directly to transit and discourage car use on the peninsula.

The MIndmixer feedback is shown below:



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Transit on Franklin St: Should city reserve space for dedicated ROW for future transit?
(Could choose 1 and add an idea)

Yes, reserve the space 34 votes
I’d rather have more bike/ped facilities 36 votes
Use space for private development 8 votes
Use space for trees and parks 11 votes
I’d use extra space for:

  Trollies/streetcars: 2
  Bike/ped/bus service:
  Buses
  Tunnel
  Train station
  Franklin not ideal transit route
  Crosstown shuttle from midtown (Bayside) to water




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 Station 5: Cross Streets

Overall
Most participants felt that pedestrian connections needed to be improved throughout
the corridor. A large and vocal group felt that all past cross streets should be
reconnected for all modes of travel. Justifications for this ranged from accessibility and
traffic flow to sense of place to moral imperative. The streets most desired to reconnect
were Federal, Oxford and Newbury. People were in favor of strong visual pedestrian
crossings. Opinions on raised crossings averaged out to a mild skepticism of
maintenance costs and plowing issues.

The tunnel was brought up at this station with the proposal left out for people to see. It
received little comment though what was given was positive.

The Mindmixer feedback had an overall small but significant number of comments
supporting the “initial proposal” of a tunnel, even thought it was not one of the topic
areas.

Oxford
It was widely felt that some kind of connection across Franklin should be established
here. A vocal group of people felt that it should be pedestrian only. This was in part to
worries that putting a full street here would impinge on the space currently used by the
community gardens. Please note that Noyes currently has a parking lot adjacent to their
building where the connection would go, and so is against a road connection, but fine
with a bike/ped connection. Also, recent info indicates that the city no longer owns the
ROW on the south side of Franklin – not sure about the other side.

Federal and Newbury
Overall people felt that both these streets should be connected for all modes. Some felt
one or the other should not be connected in favor of the other but the group was fairly
evenly split on which. At both locations, a pedestrian bridge was proposed. While some
support was shown for this there was also opposition.

Bayside Trail

It was noted in several places that the connection across Franklin is truly bad – worse
than having no trail at all.




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 Station 6: Urban Parkway

Overall
People seemed lukewarm on this alternative with multiple people saying they preferred
the Urban Street alternative.

Bike/Ped
People liked the sidewalks on each side. While some people liked how the bike lane was
separated from traffic, a vocal group disagreed saying that bike traffic belonged in the
street. Overwhelmingly people on both sides of this disagreement felt that there should
be bike components on both sides of the street rather than on just one.

Median
People did not like medians. The existing large median was unanimously disliked and
the proposed medians were not liked much more. A few voices asked for trees in a
median.

Development
The primary opinion people expressed on development was that it should be moved
closer to the sidewalk rather than having landscaped areas between the sidewalk and
buildings.

Lincoln Park
People here were still on both sides of the issue in regards to the desire to expand
Lincoln Park. Many felt that it should be expanded, most to its full original extent. A
smaller group disagreed with this, feeling that the space in between Lincoln Park and a
new alignment of Franklin should be developed to bring people and activity to the park.




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 Station 7: Green Space

Lincoln Park
Everyone seems to agree that it is not living up to its potential now and that more
activity needs to be added through programming, landscaping and connections to the
city. Development around the park other than the Franklin side is widely approved if it
has ground level commercial elements to bring people to the area. Expansion of the
park is a very contentious issue with groups of people on both sides. Those against
expansion see little to be gained by it. They feel the space can be much better used in
improving the road and adding development to bring people and activity to the area.
Those in favor of expanding the park mostly wish to do so for historic reasons, though
they often feel that the expansion will make the park more attractive for people to use.
As their reasoning is historically motivated, many are taking a hard line and are not
interested in a compromise that expands the park but not all the way to the previous
dimensions.

From the Mindmixer site: Here is one of the biggest differences in terms of opinion: The
large majority of people preferred to create more activity in and around the park to
enlarging it. See below. Written comments were similar to those gathered in the
meeting.

Lincoln Park: How should we improve it? (Could choose 2 and add idea)

Restore to historic footprint: 34 votes
Make it bigger but not historic size: 23 votes
Surround with activity: 74 votes
Create more stuff IN the park: 56
Leave it the way it is: 9


Community Gardens/Boyd Street Community Gardens
People were very supportive of community gardens in general and the Boyd St. Gardens
specifically. A number of people expressed concern that reconnecting Oxford St. would
conflict with the gardens. The group was split on which should take priority in the event
of that conflict. Those that favored the road connection still did not want to lose the
gardens and wondered about moving them. Those favoring the gardens argued that
this would be difficult, expensive, and ultimately not as good.

Mindmixer feedback:

Community Gardens: Should we reserve space? Open ended.

Yes 31 votes
No 6 votes


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The no votes were based on using the land for housing, is this the best location for this
asset, they should be sprinkled around town, etc. Suggestions for improving included
make it a central use, not an edge use, improve access, and create an edge. The yes
votes were all very positive, with several who use it saying what a great space it is and
how it can co-exist with other buildings.

Median
People did not like large medians. They were seen as “dead”, “useless” and a waste of
space. People advocated for keeping the median as narrow as possible in order to open
up more space on the edges of the road for other purposes. A few people did want to
maintain a median wide enough to support large mature trees.




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 Station 8: Urban Street Alternative

Overall
This alternative was well liked overall, with numerous positive comments and many
saying it was the best of the three presented alternatives as a whole. It was seen as
“friendly”, and closest to the historic pattern. People mostly liked the amount of infill
development and subsequent activity as reflected in wide sidewalks serving that
development. The primary areas of debate were; parking, bike lanes, and Lincoln Park.
Some commented that additional greenspace and trees would improve it.

Parking
Many people liked the prevalence of on-street parking and the fact that it was parallel
parking, though there were a couple dissenting voices. People felt that this amount of
on street parking would be sufficient and that off-street parking should be limited or
non-existent.

Bike Lanes
A few people liked the idea of buffering bike lanes from the road with parking, a large
and vocal contingent did not. A number of arguments against buffered bike lanes were
put forth. It was felt that they were not safer or more convenient in this configuration.
People also noted that buffered bike lanes are not good for downhill grades or for
stretches with frequent cross streets.

Lincoln Park
While the C-C’ cross section that includes Lincoln Park showed two separate proposals,
neither reflected an expansion of Lincoln Park and a number of people expressed their
opinion that the park should be expanded to some degree if not to its original extent.
There were a few dissenting opinions stating that some development between the park
and Franklin would do a lot toward adding the activity and drawn that the park needs.




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