Proposed Changes to MBTA Bus Route 71
The Mount Auburn Street Project’s 25% Design includes the following proposed changes to the existing Route 71 bus stop locations.
Outbound Stops (to Watertown Square)
St. Marys Street - no change
Tufts/Keenan Street - no change
Kimball Road (7-11) - no change
Upland Road/Dexter Avenue - no change
Langdon Avenue - no change
Adams Avenue - relocated from before Adams Avenue (nearside) to after Winthrop Street (across the street) to be closer to the crosswalk
Amherst Road - no change (previously recommended to be moved from before Amherst Road to after Amherst Road)
Bates Road East - relocated from before Bates Road East to before Bates Road
Russell Avenue - eliminated/consolidated
Marshall Street - relocated from before Palfrey Street to before Marshall Street to align the back of the stop with the signalized crosswalk
Patten Street - no change
Inbound Stops (to Harvard Square)
Patten Street - no change
Parker Street - relocated from before Parker Street to before Chester Street
Franklin Street - eliminated/consolidated
Walnut Street - no change
Boylston Street - relocated from before Boylston Street (nearside) to after Boylston Street (farside)
Winthrop Street - no change
School Street - no change
Adams Street - no change (previously recommended to move from after Adams Street [nearside] to before Adams Street [farside] but after consulting with MBTA, the design keeps the bus in its existing location)
Bigelow Avenue - relocated from before Bigelow Avenue (Town Diner) to after Bigelow Avenue (new green space in front of Dunkin Donuts)
Tufts/Keenan Street - relocated after Keenan Street; bus stop shifted east to align front door loading zone with front entrance of Tufts Health Plan building
Cottage Street - no change
Rationale for these changes
The Routes 71 and 73 were part of the MBTA Key Bus Routes Program, and some of the changes to bus stop location and design are based on recommendations from that study. The project design has relocated several bus stops to improve the speed and reliability of bus service. By relocating a bus stop from the nearside (before) of the intersection to the far side (after) the intersection, the project can take advantage of new technology (Transit Signal Priority or TSP) that will hold a green light for an approaching bus, which was a recommendation of the Key Bus Routes study. MBTA staff have been closely involved in the project, reviewing each existing and proposed bus stop location with the project team, and have indicated they agree with this approach. As discussions continued, the MBTA recommended some adjustments to the bus stop relocations in our previous design, which are reflected above.
Other bus stop adjustments have been added to the project in response to community feedback to maximize on-street parking in business districts, to ensure bus stops are appropriately located near crosswalks to maximize pedestrian safety and accessibility, and to comply with the current MBTA bus stop design standards, which have changed since the Key Bus Routes recommendations were implemented.
The relocation of bus stops are also subject to feedback from residents and abutters adjacent to the bus stops.
Why are the Franklin Street and Russell Avenue bus stops being eliminated?
The project team has worked in partnership with the MBTA to evaluate the entire bus stop network along Mt. Auburn Street for a number of variables. We did not take the decision to consolidate the stops lightly, however we believe that there are transit benefits for all bus users, benefits to bikes and pedestrians through enhanced safety, as well as benefits to customers visiting the business districts.
The new Chester Street inbound bus stop would be very close to the existing Franklin Street stop and would not comply with MBTA standard distances between bus stops. Similarly, the replacement Russell Avenue outbound bus stop would be very close to the existing Bates Road stop. Fewer bus stops, appropriately spaced, means the bus does not need to slow down as frequently and will help improve bus service.
Another benefit of bus stop consolidation is it creates a better experience for customers in that there is less customer jostling as a result of boarding/alighting, and there’s a reduced “Stop & Go” dynamic that creates the perception that the bus is traveling extremely slowly.
As discussed during the public process, bus stops displace on-street parking spaces. Greater stop spacing results in fewer stops and reduced parking impact. Parking needs within the Common Street business district was highlighted as a major concern during our public process for the project.
What types of amenities will be provided at bus stops?
During the public process, a strong desire for amenities such as shelters and benches at bus stops was expressed. The design team continues to work with the MBTA on this issue.
The 25% Design includes new bus shelters along the corridor in the following locations:
Outbound Stops (to Watertown Square)
Kimball Road (7-11)
Inbound Stops (to Harvard Square)
Patten Street
Between Parker Street and Chester Street
Boylston Street
School Street
Adams Street
Bigelow Avenue
Tufts/Keenan Stret
Note: Installation of bus shelters is based on shelter eligibility standards set forth by the MBTA and available ADA clearance at bus stop/shelter locations.
Why is the Parker Street bus stop being relocated to Chester Street?
By relocating the Parker Street bus stop from the nearside (before) the Common Street intersection to the far-side (after) the intersection, the project can take advantage of new technology (Transit Signal Priority or TSP) that will hold a green light for an approaching bus. This also creates a safer experience for bus riders as they disembark from the bus and can cross the street behind the bus instead of in front. The MBTA prefers far-side locations at signalized intersections. From an operations standpoint, a far-side stop creates shorter deceleration distances for the bus and allows the bus to take advantage of gaps in traffic flow created at the signal behind the stop.
How much time/distance is increased for pedestrians by removing the Franklin Street and Russell Avenue stops?
A negative impact associated with bus stop consolidation is the fact that some users will need walk further to access a bus stop. However, some users may actually have a shorter walk as well. The walking distances and times will vary based on where a pedestrian is coming from. For some, there will be a reduction in walking distances and times. We have provided some estimated maximum walking distances and times between current and proposed bus stops:
If you wish to board the bus to travel eastbound to Cambridge, the furthest additional distance you might need to walk is 600 feet or about 3 minutes on foot (walking from Franklin St. to Chester St.).
If you are exiting the bus in the westbound direction from Cambridge, the furthest additional distance you might need to walk is 600 feet or about 3 minutes on foot (walking from Bates Rd. East to Russell Ave.).
If you wish to board the bus to travel westbound towards Watertown Square, the furthest additional distance you might need to walk is 600 feet or about 3 minutes on foot (walking from Russell Ave. to Bates Rd. East).
If you are exiting the bus in the eastbound direction from Watertown Square, the furthest additional distance you might need to walk is 500 feet or about 2.5 minutes on foot (walking from Chester St. to Franklin St.).
These distances are based on the bus stop layouts as shown in the 25% design, which can be viewed in the Draft Conceptual Plans, and typical walking speeds (200 feet/minute).