BCS Guidelines

Boston Mayor Thomas M.
Menino
City of Boston
Complete
Commissioner Thomas J. Tinlin
Boston Transportation Department
Streets
Design Guidelines
2013
www.bostoncompletestreets.org
iv BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES v
Acknowledgements
Boston’s Complete Streets initiative is a unique collaboration City of Boston

between policy makers, community leaders, neighborhood
residents, city agencies, transportation advocates and profes- Boston Transportation Department
sionals, and the public at large. Since 2009, participants have Thomas J. Tinlin, Commissioner
been conducting workshops and public meetings to assess James Gillooly
existing design guidelines and processes, examine relevant Vineet Gupta
national best practices, evaluate ongoing pilot projects, and John DeBenedictis
explore new innovations in street designs. These Guidelines Gina Fiandaca
are the result of their hard work and dedication. Charlotte Fleetwood
Don Burgess
Coleman Flaherty
Mayor’s Complete Streets Tracey Ganiatsos
Advisory Committee Rachel Szakmary

Carl McKenzie
David Black Patrick Hoey
Kate Bowditch Bill Conroy
Guy Busa Joseph Fluery
Andrea d’Amato Robert D’Amico
David Dixon
Roseanne Foley Boston Public Works Department
Michael Halle Joanne Massaro, Commissioner
Kate Kennan Para Jayasinghe
John Kelly Bob Astrella
Wendy Landman Glenn Cooper
Carlo Ratti Bill Egan
Jeffery Rosenblum Zachary Wassmouth
Sanjay Sarma Matthew Mayrl
Kishore Varanasi
Environmental and Energy Services
Brian Swett, Chief
Carl Spector
Mayor’s Complete Streets Compliance Advisor Boston Parks and Recreation Department
Jane Garvey Antonia Pollak, Commissioner
Kris Carter (Mayor’s Office) Bernie Lynch
David Dederer
Mayor’s Office Liza Meyer
Mitchell Weiss, Chief of Staff Aldo Ghirin
Michael Kineavy, Director of Policy and Planning
Mayor’s Office of Neighborhood Services
Jay Walsh, Director
vi Boston Complete Streets Guidelines 2013 Boston Transportation Department

Boston Bikes Office of Budget Management
Nicole Freedman Karen Connor, Director
Alice Brown Abi Vladeck
Johanna Bernstein
Inspectional Services Department
Bryan Glascock, Commissioner Boston Landmarks Commission
Ellen Lipsey, Executive Director
Boston Water and Sewer Commission
Henry Vitale, Executive Director Mayor’s Office of Food Initiatives
John Sullivan Edith Murnane, Director
Boston Redevelopment Authority Coordinated Street Furniture Program

Peter Meade, Director Michael Galvin, Chief of Public Property
Kairos Shen Peter O’Sullivan
Prataap Patrose
Jill Zick
Jim Fitzgerald
John Read Guidelines Project Team
Jonathan Greeley
Peter Gori Boston Transportation Department
John Dalzell Vineet Gupta, Project Director
Lara Merida Charlotte Fleetwood
Rachel Szakmary
Boston Public Health Commission
Barbara Ferrer, Executive Director Toole Design Group
Ann McHugh Jennifer Toole Bill Schultheiss
Daisy De La Rosa Nick Jackson Michelle Danila
Jessica Mortell Christina Fink
Mayor’s Commission for Persons with Peter Robie John Dempsey
Disabilities
Kristen McCosh, Commissioner Utile, Inc.
Tim Love Meera Deean
Department of Innovation and Technology Corey Zehngebot Ryan Sullivan
Bill Oates, Chief Information Officer Siqi Zhu Chelsea Edgerton
Jim Alberque
Charles River Watershed Association
Mayor’s Office of New Urban Mechanics Kate Bowditch
Chris Osgood Pallavi Mandi
Nigel Jacob
Dana Conroy All photographs have been taken in the City of Boston ex-
cept where specified elsewhere. Photographs have been
Commission on Affairs of the Elderly provided by Kathy Lynch, Paige Mazurek, Jessica Mortell,
Emily Shea, Commissioner Nick Jackson, Charlotte Fleetwood, Vineet Gupta, Kris
Carter, and Jessica Parsons.
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES vii

viii BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT
Introduction xiv
Vision
Chapter 1 2
Street Types
Chapter 2 16
Sidewalks
Chapter 3 96
Roadways
Chapter 4 136
Intersections
Chapter 5 210
Smart Curbsides
Chapter 6 246
Implementation
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES ix

Letter from the Mayor iii Tree Siting and Spacing 59
Acknowledgements vi Root Environment for Street Trees 60
Open Tree Trenches 61
Covered Tree Trenches 62
Raised Tree Beds 63
Vision Tree Pits 64
Boston’s Complete Streets xiv Street Tree Species and Heights 66
Why Streets Matter xvii Vegetated Stormwater Management 69
Using the Manual xviii Stormwater Planters 70
Acronyms xix Rain Gardens 72
Street Furniture 75
Seating76
Bollards78
Street Types Trash Compactors and Recycling Bins 79
Street Type Principles 3 Bicycle Parking 80
Functional Classification and Boston’s Street Types 5 Bicycle Racks 81
Downtown Commercial 6 Transit Stops 83
Downtown Mixed-Use 7 Bus Stops 84
Neighborhood Main Street 8 Bus Shelters 86
Neighborhood Connector 9 Street Lights 89
Neighborhood Residential 10 Street Lights 90
Industrial11 Light Fixtures 92
Shared Streets 12 Lighting Elements (Lamps) 94
Parkways13 Siting and Clearances 95
Boulevards14
Using Street Types in Complete Streets Design 15
Roadways
Roadway Design Principles 98
Sidewalks Safe Speeds 99
Sidewalk Design Principles 18 Optimizing Use of Street Space 100
Sidewalk Zones 20 Minimum Lane Widths in the City of Boston 102
Preferred Widths for Sidewalk Zones 22 Design Features that Reduce Operating Speeds 105
Preferred and Minimum Widths for Sidewalk Zones 23 Mid-block Neckdowns 106
Sidewalks by Boston’s Street Types 25 Chicanes107
Features to Activate Sidewalks 31 Center Islands 108
Vibrant Street Wall 32 Speed Tables 109
Green Walls 33 Paving Treatments 110
Plazas34 Neighborways111
Sidewalk Cafés 35 Travel Lanes 113
Driveways36 Three Lanes with Center Turn Lane 114
Building Entrances 38 Peak Time Restricted Parking Lanes 116
Sidewalk Materials 41 Routes with Frequent Heavy Vehicles 117
Materials and Sidewalk Zones 42 Fire Department & EMS Accommodations 118
Permeable Paving Materials 44 Reversible Lanes 119
Greenscape 47 Transit Lanes 121
Benefits of Street Trees 48 Curbside Bus Lanes 122
Benefits of Vegetated Stormwater Management 50 Median Bus Lanes 123
Soils Selection and Management 52 Contra-Flow Bus Lanes 124
Street Trees 55 Median Protected Busways 125
Street Trees and Urban Design 56 Bicycle Facilities 127
Street Trees and Street Types 57 Cycle Tracks 128
Choosing the Right Tree 58 Bicycle Lanes 129
x BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Left-Side Bicycle Lanes 130 Bicycle Lanes at Intersections 206
Buffered Bicycle Lanes 131 Bicycles at Signalized Intersections 207
Contra-Flow Bicycle Lanes 132 Bicycle Boxes 208
Climbing Lanes 133 Cycle Tracks at Intersections 209
Marked Shared Lanes 134
Priority Shared Lanes 135
Smart Curbsides
Smart Curbside Principles 212
Intersections Mobility Hubs 214
Intersection Design Principles 138 Information Infrastructure 217
Multimodal Intersections 141 Traffic Cameras 218
Pedestrian Experience 142 Smart and Multi-Space Meters 220
Transit User Experience 143 Parking Sensors and Occupancy Monitoring 222
Bicyclist Experience 144 Variable Pricing 224
Motorist Experience 145 Digital Tags and Information Panels 226
Multimodal Level of Service 146 Data Collection Infrastructure 228
Intersections and Street Types 148 Alternative Curbside Uses 231
Placemaking at Intersections 151 Accessible Parking 232
Reclaiming Space at Intersections 152 Scooter and Motorcycle Parking 234
Gateways and Transitions 154 Bicycle Share Stations 236
Building Entrances 155 On-Street Bicycle Parking 238
Intersection Geometry 157 Electric Vehicle Charging Stations 240
Corners and Curb Radii 158 Parklets242
Curb Ramps 160 Food Trucks 244
Curb Extensions 162
Crossing Islands 164
Raised Crossings and Intersections 166
Neighborhood Traffic Circles 168 Implementation
Diverters169 Implementation Principles 249
Crosswalk Design 171 Public Agency Fiduciary Responsibilities 250
Standard Crosswalks 172 Project Development and Review Process 252
Enhanced Crosswalks 173 Project Development and Review 255
Guidelines for Crosswalk Installation 175 Public Involvement 256
Marked Crosswalks at Controlled Locations 176 Public Agency and Commission Approvals 257
Marked Crosswalks at Uncontrolled Locations 178 Step 1: Project Initiation And Funding 258
Advanced Yield Markings and Signs 180 Step 2: Concept Design Development 259
In-Street YIELD TO PEDESTRIAN Signs 182 Step 3: 25% to Final Design and Bid Documents 260
Rectangular Rapid-Flash Beacons 183 Step 4: Construction Management 261
Signalized Intersections 185 Maintenance 263
Signal Timing for Pedestrians 186 Maintenance Agreements 264
Exclusive vs. Concurrent Phasing 188 Maintenance Life Cycle of City Roadways
Automatic vs. Actuated Pedestrian Phases 189 and Sidewalks 265
Leading Pedestrian Interval 190 City of Boston Utility Coordination Software
No Turn On Red 191 (COBUCS) and Guaranteed Streets Program 266
Coordinated Signal Timing 192 Snow Storage and Clearance 267
Accessible Pedestrian Signals (APS) 193
Transit Accommodations at Intersections 195
Bus Stop Location 196 Navigating the Guidelines 268
Transit Prioritization at Intersections 200
Bus Bulbs 202
Off-Bus Fare Collection 203
Bicycle Accommodations at Intersections 205
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xi

VISION
xii BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Vision
VISION
Boston’s Complete Streets Boston has a distinctive flavor.
initiative aims to improve This legacy of vibrant, walkable
the quality of life in Boston public spaces provides an
by creating streets that are ideal platform to explore new
both great places to live and innovations in street design.
sustainable transportation
networks. The Complete
Boston’s Complete Streets
Streets approach places
guidelines establish new
pedestrians, bicyclists, and
standards for street design
transit users on equal footing
and reconstruction projects.
with motor vehicle users, and
Respecting the past and
embraces innovative designs
responding to contemporary
and technologies to address
values and needs, they
climate change and promote
are driven by the following
active healthy communities.
imperatives:
Boston’s streets have evolved

over centuries of growth and Multimodal
Streets are designed for pedestrians of all ages and
development. Winding streets in abilities,bicyclists, transit users and motor vehicle drivers.
the North End and Dorchester Multimodal designs ensure Boston’s streets are safe and
shared comfortably by all users.
contrast with the 19th century
gridiron pattern of streets in the
Back Bay and South Boston.
Historic parkways and tree-
Green
Streets are energy efficient, easy to maintain, and include
lined boulevards link downtown healthy trees, plants, and permeable surfaces to manage storm
with neighborhoods and main water. Design features encourage healthy, environmentally
friendly, and sustainable use of Boston’s street network.
street districts. The result is
a patchwork of iconic streets
and squares, and an eminently Smart
walkable city. Framed by a Streets are equipped with the physical and digital information
mix of historic and modern infrastructure required to move all modes of transportation
more efficiently, support alternatives such as car and bicycle
architecture, and brought share, and provide real-time data to facilitate trip planning,
to life each day by a diverse parking, and transfers between modes of transportation.
population, each street in

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xiii
Bus Lanes and Intelligent Signals
Boston’s Complete Streets Transit Prioritization and Traffic Cameras
at intersections improve the manage traffic flow in real-time.
reliability of routes with high They facilitate vehicle progres-
passenger volumes. Shelters sion and reduce wait times,
VISION
with amenities and next bus improving fuel efficiency and

information improve conve- reducing GHG emissions.
nience for passengers.
Electric Vehicle Ease of Accessible Permeable

Charging Stations Maintenance informs Surfaces with smooth, Surfaces for roadways
support the adoption of a the design of roadways and slip-resistant materials for and sidewalks help reduce
new generation of clean-fuel sidewalks, favoring durable sidewalks and crosswalks flooding and erosion and
vehicles. Linked to smart elec- materials and maintenance create comfortable walking preserve capacity in storm
tric grids that use alternative agreements for special fea- environments that make drains and combined sewers.
energy sources such as solar tures to enhance the life and streets welcoming for people
and wind, they will help reduce upkeep of Boston’s streets. of all ages and abilities.
dependence on fossil fuels and
combat climate change.
xiv BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Bicycle and Car Minimum Lane Rain Gardens and other Street Trees with suf-
Share Stations provide Widths assist in the accom- greenscape elements at key ficient rooting volume to thrive
the convenience of personal modation of pedestrians and locations divert stormwater provide shade and beauty;
transportation, low costs, and bicyclists when the available directly to the soil. Maintainable support wildlife habitat and re-
energy savings without the public right-of-way is limited in rain gardens can filter pollut- duce air pollution; and energy
VISION
need for car ownership. width. Narrower roadways also ants, improve air quality, and consumption.
result in safer vehicle speeds. provide greenery on the street.
Smart Meters that Bicycle Lanes Digital Tags and Wide Sidewalks
accept prepaid cards, and Cycle Tracks Information Panels with unobstructed accessible
payment by mobile phones, create a citywide network integrated with street furniture pathways encourage walking.
and allow for variable pricing that increases safety and and building facades enable When combined with proper
facilitate more efficient use of encourages more people to wayfinding, community bulletin lighting, street trees, and
limited curbside space. bicycle. boards, trip planning, and vibrant street walls they are
place-based social networking. inviting, safer, and contribute
to placemaking.
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xv

VISION
xvi BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Why Streets Matter
VISION
1. Streets define the character of Boston’s 7. Streets can encourage the use of transit
neighborhoods. Great streets for walk- by providing bus lanes and welcoming
ing, bicycling, and activities are great station environments. In 2012, public
places for everyone. transportation ridership in the Boston
area was the highest since 1946.
2. Streets and sidewalks make up 56% of
city-owned land. How we use this land 8. Streets can help people make healthy
reflects how we want to live. decisions by supporting walking, bicy-
cling, and transit. The Boston Moves
3. Streets and public spaces are respon- for Health campaign has set an annual
sible for making Boston a premier walk- goal of logging 10 million miles city-
ing city. Approximately 30% of all trips wide. A recent survey counts 23% of all
within the city and 75% of all trips within Bostonians as obese.
a neighborhood are made on foot.
9. Streets lined with healthy trees provide
4. Streets can help reduce climate change beauty, shade, and improved air quality.
by encouraging sustainable modes of Boston is working to increase its green
travel. As transportation currently con- canopy 20% by 2020.
tributes 27% of greenhouse gas emis-
sions, Boston has a goal of reducing 10. Streets are Boston’s primary stormwa-
vehicle miles travelled by 7.5% by 2020. ter conduit. With more than 50% of city
being impervious, Boston has a goal of
5. Streets with bicycle lanes and cycle recharging 1” of rainfall in groundwater
tracks create a welcoming, friendlier conservation districts and providing
and safer city. Boston has installed 60 25% of the Greenscape/Furnishing
miles of bicycle facilities since 2009 Zone with vegetated areas.
with a goal of installing 20 miles per
year for the future.
6. Streets that move traffic efficiently with-

out speeding are safer for all. Boston
has installed over 200 traffic manage-
ment cameras, and supports 25 mph
speed limits and 15 mph safety zones.
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xvii

Using the Manual
VISION
Purpose Chapter Layout

The City of Boston has developed the Boston Complete The layout and design of each chapter is organized in a
Street Design Guidelines (the Guidelines) to provide policy hierarchy to guide readers from high level design principles to
and design guidance to governmental agencies, consultants, individual design treatments. The principles are framed using
private developers, and community groups on the planning, the three themes of Boston’s Complete Streets—Multimodal,
design, and operation of roadways and sidewalks in Boston. Green, and Smart. Public agencies responsible for review
The Guidelines are intended to ensure that Boston’s streets and/or approval of design elements are highlighted in grey
are safe for all users, and to foster an efficient project devel- at the beginning of each Chapter or main section, and in
opment and review process. boldface text for individual treatments as appropriate.
Street design in the City of Boston is a complex endeavor

and designs must respond to varied local conditions and Individual Treatments
site constraints. Design decisions require flexibility to The discussion of individual treatments in each chapter is
balance the use of available guidance and engineering organized within the following three sections:
judgment with innovations in street design and technologi- >> Overview: Provides a definition and general description of
cal advances. These Guidelines have been developed to the individual treatment.
supplement existing manuals and standards including >> Use: Describes under what conditions the treatment is
the Manual on Uniform Traffic Control Devices (MUTCD), appropriate and provides specific design guidance.
and guidance issued by the National Association of >> Considerations: Provides guidance to help tailor the use
City Transportation Officials (NACTO) and the American of individual treatment for varying contexts.
Association of State Transportation Officials (AASHTO).
The development of the Guidelines is rooted in the experience

of innovation and experimentation in street design in Boston
and around the world. As such, the guidelines are intended
to evolve and adapt to incorporate new treatments and
techniques as they are developed and put to use.
Street Types
The new Street Types form the basis of Boston’s Complete
Street Guidelines. They have been developed to supplement
the functional street classifications and to provide additional
guidance during the selection of design elements. They can
serve as models or as options when communities need to
make informed choices in the visioning process of a corridor
redesign project. Taking into consideration the type of street
will help ensure that land use contexts are reflected in the
design and use of Boston’s streets.
xviii BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Acronyms
VISION
APS Accessible Pedestrian Signal ISD Inspectional Services Department
AASHTO American Association of State Highway LPI Leading Pedestrian Interval

Transportation Officials
LOS Level of Service
ADA Americans with Disabilities Act
LED Light-Emitting Diode
ADT Average Daily Traffic
LRTP Long Range Transportation Plan
BCDC Boston Civic Design Commission
MUTCD Manual on Uniform Traffic Control Devices
BLC Boston Landmarks Commission
MBTA Massachusetts Bay Transit Authority
BRA Boston Redevelopment Authority
MassDOT Massachusetts Department of
BTD Boston Transportation Department Transportation
BWSC Boston Water and Sewer Commission MIVIS Massachusetts Interagency Video
Information System
BRT Bus Rapid Transit
MONUM Mayor’s Office of New Urban Mechanics
CTPS Central Transportation Planning Staff
MMLOS Multimodal Level of Service
COBUCS City of Boston Utility Coordination System
NACTO National Association of City Transportation
CCTV Closed Circuit Television Officials
CMR Code of Massachusetts Regulation OPC Office of the Parking Clerk
CMP Construction Management Plan PS&E Plans, Specifications, and Estimates
CLU-IN Contaminated Site Clean-Up Information PMT Program for Mass Transit
DoIT Department of Innovation and Technology PIC Public Improvements Commission
DC Direct Current PROWAG Public Rights of Way Accessibility Guidelines
EV Electric Vehicles PWD Boston Public Works Department
EMS Emergency Medical Services QR Quick Response
FHWA Federal Highway Administration RFID Radio Frequency Identification
GHG Green House Gas ROW Right-of-way
GPS Global Positioning System TMC Traffic Management Center
HID High Intensity Discharge TAPA Transportation Access Plan Agreement
HOV High Occupancy Vehicle TIP Transportation Improvement Program
HCM Highway Capacity Manual VMT Vehicle Miles Traveled
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xix

STREET TYPES
1
xx BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

1
Street Types
Boston’s streets have
developed their character
STREET TYPES
over centuries of growth and
evolution. Short, meandering
streets in historic areas such
as the North End and Highland
1
Park cede to more generously
scaled, 20th century tree-
lined boulevards. Residential
streets with narrow setbacks
intersect linear connector
roads, curvilinear parkways,
and lively small-business
districts. As the city continues
to evolve, understanding
how different streets interact
with adjacent land uses
and contexts is central to
creating Complete Streets.
This chapter defines new
character and context-based
Street Types to supplement
the traditional functional
classification system.
BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES 1

STREET TYPES
1
2 BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Street Type Principles
The City of Boston has developed a new set of Street Types Street typology has been defined using the following principles:
that classify Boston’s streets based on the adjacent land
uses and character of the street, in order to guide both future Multimodal
development and road design projects. The new Street Types >> Designs must prioritize users based on the context of the
will supplement the traditional functional classification system Street Type, and aim to equitably share limited right-of-way
of streets, and support Complete Street designs that reflect the space. Each Street Type will balance the needs of users,
diverse range of conditions in Boston. Guidance is provided giving priority based on the context, land use, existing built
STREET TYPES
throughout each chapter of how different elements of the pub- environment, and constraints of each site.
lic realm, such as roadways, sidewalks, intersections, and uses >> Within Boston’s constrained right-of-way, trade-offs to
along the curb, should function in respect to Street Types. achieve multimodal streets must be balanced and equita-
ble, and should always strive to promote healthy and active
Street Types are not necessarily continuous along the entire transportation. Depending upon the Street Type, the degree
length of a street; a single street may change typology as of accommodations for walking and bicycling will vary; a
1
the surrounding land uses or functions of the road changes. Downtown Mixed-Use Street will typically accommodate
For example, a street may transition from a Neighborhood wider sidewalks with street furniture, trees and green-
Residential to a Neighborhood Main Street, and then back to scape, and transit stop amenities, while a Neighborhood
a Neighborhood Residential Street again as it passes through Residential Street may have narrower sidewalks, on-street
the commercial center of a community. parking, and “neighborway” treatments. Regardless of
tradeoffs, all Street Types must consider the needs of
Different Street Types serve different functions; every pedestrians and bicyclists.
street is unique and each Street Type plays an important
role in the surrounding neighborhood. Roadway designs Green
and streetscape projects must support Boston’s economy >> Boston is a city with a wealth of historic sites and build-
and local businesses. Designs should balance the move- ings, treasured landscapes, and vital waterways and
ment of freight and motor vehicles with the goal of creating harbors. Each location in the city has a rich and sensitive
vibrant, lively public spaces that enhance the quality of environmental context, with specific local concerns of sea
life for residents and encourages healthy living and active level rise, falling ground water levels, water and air quality,
transportation. and historic preservation. Street design and redevelopment
projects should determine how the design of the street
functions with the natural and existing built environment,
and seek to protect and preserve those resources.
>> Street trees and greenscape should be selected based on
the context of the surrounding environment in conjunction
with available right-of-way space. When selecting trees
and plantings, consideration should be given to the context
of the neighborhood and local environment, especially for
the purpose of phytoremediation, or the use of plants to
remove and treat pollutants in the water, ground, and air;
Industrial Street Types are particularly important locations
to include phytoremediation strategies.
Smart
>> Smart technology should optimize the functionality of
a street while remaining sensitive to the character of
Boston’s different Street Types. As technology progresses,
the City aims to monitor and enhance curbside uses such
as parking, as well as energy efficiency, signalization, and
wayfinding with respect to the street typology.

STREET TYPES
1

Functional Classification
and Boston’s Street Types
6 Downtown Commercial The traditional classifications by themselves, however, are not
7 Downtown Mixed-Use sufficient when designing a Complete Street. Street design
8 Neighborhood Main Street must also take into consideration the local neighborhood
9 Neighborhood Connector context, such as the type and concentration of adjacent land
10 Neighborhood Residential uses, since these factors influence how the street is used.
11 Industrial A more nuanced system that reflects the diverse uses and
12 Shared Streets functions of Boston’s streets is necessary to supplement the
STREET TYPES
chart are provided in footnotes below. Note that a
13 Parkways functional classification system. Boston’s StreetmayTypes
design exception be requiredwere
for some values on
federal or state-funded projects.
14 Boulevards developed to provide additional guidance during the selection
Engineering judgment is necessary to make
final determinations regarding lane widths. Narrower
of design elements, and can serve as lane
modelswidths mayor options
result in a reductionwhen
of travel speeds
by 1-3 mph. Studies show that narrower lane widths
Functional street classification systems use a hierarchy to communities need to make informed choices in the visioning
have no measurable impact on capacity. In response
to specific conditions on a given street, lane widths
group classes of streets based on the relative emphasis of process of a corridor redesign project.that are different from those below may be required.
vehicle mobility versus property access. The system is used to
1
design roads that support different speeds, volumes, and types Boston’s Street Types offer a balance between functional
of traffic. On one end of the spectrum are arterial roadways, classification, adjacent land uses, and the competing needs
which facilitate higher vehicle speeds and longer trips, and of all transportation modes. Each Street Type prioritizes
accommodate the greatest number of trips for all modes of users and various design elements based on the context and
chart are provided in footnotes below. Note that a
travel. At the other end of the spectrumdesign local may
are exception streets, which
be required for some values on character of the neighborhood and street. Within Boston’s
federal or state-funded projects.
provide easy access to individual residencesEngineering
at slower speeds.
judgment is necessary to make constrained public right-of-way, trade-offs must be balanced
final determinations regarding lane widths. Narrower
collectors,
In between arterial and local streets arelane widths may resultstreets
in a reduction of travel speeds and equitable, and should always encourage the healthy and
by 1-3 mph. Studies show that narrower lane widths
characterized by a balance between access and mobility.
have no measurable impact on capacity. In response active transportation options of bicycling and walking.
to specific conditions on a given street, lane widths
that are different from those below may be required.
The functional classification system is the basis for most In addition to reflecting a range of land use contexts, the new
local, state, and national roadway design guides and Street Types include three special types—Shared Streets,
manuals. The functional classifications are based on Parkways, and Boulevards—that are characterized more
operational characteristics predominantly for the mobility by design elements unique to that type of street rather than
and capacity of motor vehicles, and are used to recommend solely by adjacent land use.
values for elements such as lane widths, speeds, geometry,
and intersection design.
Functional classification systems predominantly emphasize Complete Street Types help supplement functional classification
the operational characteristics for the mobility and capacity of by balancing operational capacity and mobility with the context
motor vehicles. and character of the street and surrounding neighborhood.
Functional Classification System Boston’s Street Types

>> Arterials >> Downtown Commercial >> Shared Street
>> Collectors >> Downtown Mixed-Use >> Parkway
>> Locals >> Neighborhood Main >> Boulevard
>> Neighborhood Connector
>> Neighborhood Residential
>> Industrial

Downtown Commercial Industrial
Downtown Mixed-use Shared Streets
Downtown Commercial Neighborhood Main Street

Neighborhood Connector
Neighborhood Residential
Parkways
Boulevards
Overview
Downtown Commercial Streets define Boston’s dense building facades and grand lobbies, these streets require
commercial core. These Street Types are found primarily in wide sidewalks which typically feature enhanced finishes and
the Financial District, Government Center, Chinatown, the materials. Designs must also respect the historic significance
Leather District, Back Bay, and the South Boston Waterfront. of these streets.
STREET TYPES
Containing a mix of mid- and high-rise office buildings, the

streets serve as international cultural destinations and con- Example Streets
nect with highways and transit hubs that serve the Greater
Boston region. >> Congress Street (Government Center/Financial District)
>> State Street (Government Center/Financial District)
These often iconic streets play a key role in the regional >> Kneeland Street (Chinatown/Leather District)
1
movement of people, and designs must support extremely >> Summer Street (Financial District/South Boston Waterfront)
high user volumes. Congestion, commercial vehicle traffic, >> Boylston Street (Back Bay)
and high volumes of pedestrians and bicycles, combined
with relatively short blocks and numerous irregular intersec-
tions, make achieving the right modal balance a considerable
challenge. Lined with a mix of centuries-old and modern

Downtown Mixed-Use Neighborhood Main Street

Parkways
Boulevards
Overview
Downtown Mixed-Use streets serve a more diverse variety On Downtown Mixed-Use Streets, a lively and visually
of land uses than Downtown Commercial Streets. Found in stimulating public realm should be supported by greenscape,
the downtown neighborhoods such as Back Bay, Beacon street furniture (i.e., benches, information kiosks, trash and
Hill, North End, South End, Fort Point Channel, West End, recycling receptacles, etc.), outdoor cafés, plazas, and public
STREET TYPES
and in the Kenmore Square and Fenway Park areas, these art. Boston’s Downtown Mixed-Use Streets are where people
streets support a lively mix of retail, residential, office, and work, play, shop, eat, and gather to enjoy city life.
entertainment uses; this wide-range creates many of the
city’s most dynamic public spaces. While usually smaller Example Streets
in scale than Downtown Commercial Streets, they similarly
serve residents, visitors, and workers. They should support >> Newbury Street (Back Bay)
1
high levels of walking, bicycling, and transit, as well as sup- >> Tremont Street (South End)
port frequent parking turnover, including loading zones to >> Salem Street (North End)
foster economic vitality. >> Brookline Avenue (Fenway)

Neighborhood Main Street Neighborhood Main Street

Parkways
Boulevards
Overview
Neighborhood Main Streets are typically located in the heart In 1995, the City of Boston established the Boston Main
of a residential part of the city. Characterized by dense single- Streets program, a community-based, public-private partner-
floor commercial and retail use, they are often concentrated ship designed to revitalize and strengthen local business
in an area only a few blocks long. They are the nucleus of the districts through strong organizational development, com-
STREET TYPES
city’s neighborhood economies, providing residents with daily munity participation, resident and merchant education, and
essentials, locally-owned businesses, and services ranging sustainable development. For more information on the Boston
from banking to dry cleaning. Similar to Downtown Mixed- Main Streets program, visit the City of Boston’s website. (Note
Use Street Types, the curbside uses on Neighborhood Main Neighborhood Main Streets can include corridors not currently
Streets prioritize walking, bicycling, transit, and short-term participating in the Main Streets Program.)
parking access and loading for local shops and restaurants.
Example Streets
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Because these streets are a meeting ground for residents,

they should be designed to support gathering and community >> Dorchester Avenue (South Boston/Dorchester)
events such as farmers’ markets and festivals. In addition they >> Center and South Streets (Jamaica Plain)
are characterized by public facilities such as libraries, as well >> Dudley Street (Roxbury)
as community and health centers. >> Birch Street and Roslindale Square (Roslindale)
>> Meridian Street, Maverick and Central Squares
Many of Boston’s Neighborhood Main Streets are often the (East Boston)
only through streets in a neighborhood, and are linked with
well-known neighborhood squares, for example Dorchester
Avenue and Peabody Square, or Dudley, Warren, and
Washington Streets in Dudley Square. These streets and
squares often serve as hubs for bus routes and as destina-
tions for local walking and bicycling trips.

Neighborhood Connector Neighborhood Main Street

Parkways
Boulevards
Overview Example Streets

Neighborhood Connector Streets are through streets that >> Cummins Highway (Roslindale/Mattapan)
traverse several neighborhoods and form the backbone of >> Washington Street (South End/Roxbury/Jamaica Plain)
Boston’s multimodal street network. They provide continuous >> Cambridge Street (Allston/Brighton)
walking and bicycling routes and accommodate major bus >> Centre Street (West Roxbury/Roslindale/Jamaica Plain)
STREET TYPES
routes. While they are essential to the flow of people between
neighborhoods, the needs of people passing through must
be balanced with the needs of those who live and work along
the street.
Neighborhood Connector Streets may be single or multi-lane
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streets. Land uses, speeds, and right-of-way widths can vary,
and the street typology may change throughout the duration
of the street. Design considerations include encouraging effi-
cient movements of vehicle and transit traffic, continuous and
comfortable bicycle facilities, wide sidewalks with sufficient
buffers to motor vehicle traffic, and safe pedestrian crossings
at intersections. Street lighting, tree plantings, street furniture,
and other urban design elements should create a unifying
identity for the entire street.

Neighborhood Residential Neighborhood Main Street

Parkways
Boulevards
Overview
Neighborhood Residential Streets provide immediate access
to Boston’s vast residential fabric of town houses, triple-
deckers, and single family homes. They are used primarily
for local trips and are characterized by lower vehicle and
STREET TYPES
pedestrian volumes. They often have on-street residential

permit parking. The primary role of Neighborhood Residential
Streets is to contribute to a high quality of life for residents of
the city. Typically they are not more than two travel lanes (one
in each direction) and are not intended for through-traffic.
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The design of Residential Streets focuses on encouraging

slow speeds. The emphasis is on pedestrian safety, space for
children to play, ample street trees, and well defined walk-
ing and bicycling paths to nearby parks, bus stops, transit
stations, community centers, and libraries. Neighborhood
Residential Streets are excellent candidates for Neighborways
as well as local community programming such as block par-
ties. For more information about Neighborways, see Chapter
3, Roadways, Design Features that Reduce Operating Speeds.

Industrial Neighborhood Main Street

Parkways
Boulevards
Overview
Industrial Streets are indispensable to Boston’s economy and On these Street Types, it is important to consider the use of
support the manufacturing and commercial businesses that trees and greenscape specifically for phytoremediation, or the
form Boston’s industrial base. Boston is committed to a “no ability of plants to uptake and remove contaminates from the
net loss of industrial space” policy. These Industrial Streets water, soil, and air.
STREET TYPES
support truck traffic and accommodate the loading and
distribution needs of wholesale, construction, commercial, Example Streets
service, and food-processing businesses. They are typically
located away from downtown and residential communities, >> Harborside Drive (East Boston)
and connect directly to the regional highway system and >> West First Street (South Boston)
other distribution hubs such as Logan Airport, the Marine
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Industrial Park in South Boston, the Newmarket district, and
Moran Terminal in Charlestown.
Accommodation of truck traffic, including providing adequate

turning radii at intersections, is a primary design consider-
ation for these streets. While pedestrian use may be light,
sidewalks and accessible accommodations must also be
provided. Traffic volumes and congestion may be higher on
Industrial Streets compared to more pedestrian-oriented
streets. When designing Industrial Streets, consideration
should be given to discourage and minimize cut-through traf-
fic on residential streets in the surrounding neighborhoods.

Shared Streets Neighborhood Main Street

Parkways
Boulevards
Overview
A Shared Street is a street with a single grade or surface that Overall, the primary design consideration for Shared Streets
is shared by people using all modes of travel at slow speeds. is maintaining slow vehicular speeds (no more than 15 mph)
Curbs are removed, and the sidewalk is blended with the in order to minimize the potential for conflicts with pedestri-
roadway. Speeds are slow enough to allow for pedestrians to ans. Entrances to Shared Streets are usually raised and often
STREET TYPES
intermingle with bicycles, motor vehicles, and transit. Shared narrowed to one lane in order to force drivers to slow before
Streets can support a variety of land uses, including com- entering. Chicanes can be used to help regulate vehicular
mercial and retail activity, entertainment venues, restaurants, speeds along the length of the street, and can be formed using
offices, and residences. They are unique spaces where trees, benches, plantings, play areas, and parking areas that
people can slow down to enjoy the public realm, and create are laid out in an alternating pattern to deflect and slow traffic.
an environment where everyone must pay attention due to the If desired, Shared Streets may restrict access to personal ve-
1
organic movement of people. hicles but permit use by taxis, commercial vehicles, and buses.
They may also incorporate Neighborway treatments. For more
When designing Shared Streets, special consideration must information about Neighborways, see Chapter 3, Roadways,
be given to accommodating pedestrians with disabilities. Design Features that Reduce Operating Speeds.
Because Shared Streets are at one grade, materials can vary
and street furnishings such as bollards, planters, street lights, Example Streets
and benches can be strategically placed to define edges.
These streets are often surfaced with pavers or other types of >> Winter Street (Downtown)
decorative surface treatments. >> Cross Street (North End)

Parkways Neighborhood Main Street

Parkways
Boulevards

Parkways are typically four lane higher-speed roads, char- >> West Roxbury Parkway (West Roxbury/Roslindale)
acterized by long, uninterrupted stretches running parallel to >> Riverway (Fenway/Mission Hill)
Boston’s open space systems such as the Emerald Necklace
and the Charles River. Many Parkways have historic elements,
STREET TYPES
including continuous rows of trees and curbing adjacent to
the parkland. As Parkways have fewer intersections, which
is convenient for motor vehicles, the combination of higher
speeds and longer distances between signalized crossings
can make Parkways difficult for pedestrians and bicyclists to
cross. At intersections along Parkways, it is extremely impor-
1
tant to provide safe and accessible pedestrian and bicycle
accommodations.
Normally, Parkways do not provide transit accommodations

or on-street parking, and sight lines are often limited due
to hills and the curvature of the roadway. Typically, existing
Parkways in the city are under the jurisdiction of the state.

Boulevards Neighborhood Main Street

Parkways
Boulevards

Boulevards, like Parkways, are defined by a grand scale and >> William J. Day Boulevard (South Boston)
specific urban design characteristics such as wide sidewalks >> Commonwealth Avenue (Back Bay/Fenway/Allston/Brighton)
lined with street trees and furnishings. Boston has a rich >> Huntington Avenue (Fenway/South End)
heritage of these streets, with Commonwealth Avenue in the
STREET TYPES
Back Bay being recognized as one of the nation’s premier

Boulevards. They usually have a consistent design for the
length of the corridor, often with wide planted medians or
Greenscape/Furnishing Zones, and they connect important
civic and natural places. Also, Boulevards often feature longer
block lengths.
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Significant, mature tree cover, combined with promenades or

median malls provide great walking and social spaces along
Boulevards. Boulevards differ from Parkways in that they
normally have buildings and active land uses along both sides
of the street. Medians may also accommodate light rail or bus
rapid transit service.

Using Street Types in
Complete Streets Design
The new Street Types form the basis of the Boston’s Complete The new Street Types have been developed to refine the
Street Guidelines. They can serve as models or as options existing street classification system and to provide additional
when communities need to make informed choices in the guidance during the selection of design elements. In the follow-
visioning process of a corridor redesign project. Taking into ing chapters, the recommendations and guidance for designs
consideration the type of street will help ensure that land use of sidewalks, roadways, intersections, and uses along the curb
contexts are reflected in the design and use of Boston’s streets. will be categorized by the new Street Types where appropriate.
STREET TYPES
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SIDEWALKS
2

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Sidewalks
Boston is known as a great
walking city. Like many older
cities, it was designed with
the pedestrian in mind, with
sidewalks and street trees
along most of its streets;
neighborhoods within walking
SIDEWALKS
distance of corner stores
and commercial centers;
and varied street fronts that
provide interesting routes and
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inviting destinations. Sidewalk
character is a key contributor
to the identity of Boston’s
neighborhoods. As transit is
within walking distance of
virtually every place in the
city, Boston is well suited for
healthy, active transportation
built around walking.

Sidewalk Design Principles
A major goal of these sidewalk guidelines is to enhance An equally important goal is to enhance the vitality of Boston’s
Boston’s legacy as a great walking city by providing a streets as public spaces. To encourage people to linger,
physical framework that encourages people to walk as part sidewalks need to be safe, comfortable, and attractive, with
of their everyday routine. Walking is an integral part of every facilities that provide accommodations for people of all ages
trip, whether it is a walk to a friend’s house, to the T, from the and abilities. Lively sidewalks become venues for people to
parking lot to the grocery store, or to work after parking a bi- participate in face-to-face activities, support businesses, and
cycle. Boston’s sidewalks are a part of every trip, big or small, to use new innovations in digital technology to interact with the
and are essential pieces of infrastructure. Sidewalks must be public realm.
recognized not as a pedestrian amenity, but as the foundation
of Boston’s transportation network.
SIDEWALKS
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Accessible to All All-Weather Access Vibrant Walking

Sidewalks must be safe and Sidewalks should be designed to Environment
accessible for all users, regardless provide storage for snow in winter, Sidewalks should be comfort-
of physical abilities or age. They and graded to eliminate stormwater able, human-scaled, and vibrant
should be welcoming to people in “ponding,” especially at transitions and with public art, cafés, benches,
wheelchairs, those pushing strollers, ramps. Shade trees should be provided trees, awnings, and signage. They
and those with carts or suitcases. for comfort during warmer months, and should be designed with inviting
Sidewalks should have continuous bus shelters for inclement weather. building entrances and transpar-
and unobstructed pathways and ent shop windows.
sight lines.
The Boston Public Works Department (PWD) is responsible for the management of publicly-owned sidewalks. All side-
walk designs must be approved by PWD in coordination with the Mayor’s Commission for Persons with Disabilities.
Maintenance agreements with abutters are required when non-standard materials or installation details are used.

These guidelines set high standards for accessibility, safety, Sidewalks also occupy valuable space that can be used to
environmental performance, and aesthetics in sidewalk support healthy trees and manage stormwater. The benefits
design. In all cases these guidelines should be viewed as of a robust tree canopy run the gamut from reducing stress to
the minimum design criteria for all sidewalk construction and improving air quality.
reconstruction in the City of Boston. However, it is also recog-
nized that sidewalk construction often occurs in constrained
environments where narrow rights-of-way, utilities, steep
grades, and historic streets are key factors to consider when
designing accessible sidewalks.
Ease of Maintenance Intelligent Systems

Sidewalks should be durable and built with time-tested Sidewalks should be fitted with smart-
materials and features. They should be sustainable infrastructure networks such as fiber-
SIDEWALKS
using locally-sourced and recycled materials where optic cables and “smart” tags, like radio
feasible. Maintenance responsibilities must be identi- frequency identification (RFID) tags or
fied during the design process with a focus on reducing quick response (QR) barcodes, to create
labor-intensive operations. opportunities for people to access local
place-based information. Sensors and
tags should be considered in designs to
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monitor air quality and noise, and to obtain
real-time information, such as for trash and
recycling collection and the condition of
street lights.
Stormwater Management Efficient Technologies

Sidewalks should be designed to divert stormwater to Sidewalk designs should incorporate state of the
soil rather than to pipes wherever possible. They should art technology to maximize efficiency. Energy-
include, where appropriate and maintainable, features efficient features such as solar-powered trash
such as rain gardens, permeable paving, and simple ways compactors and light-emitting diode (LED) street
to treat runoff from roadway and sidewalk surfaces. lights should be considered in all designs.

Sidewalk Zones
SIDEWALKS
2
Curb Greenscape/Furnishing Zone Pedestrian Zone Frontage Zone
The primary objective in designing sidewalks in Boston’s Sidewalks immediately adjacent to high-volume pedestrian
constrained public right-of-way is to provide a continuous generators require special consideration. This includes side-
system of safe, accessible pathways for pedestrians on both walks adjacent to transit stations, universities, major tourism
sides of all streets. and entertainment venues, and major destinations.
Sidewalks should keep as much as possible to the natural path

of travel, parallel to the roadway. Ideally, they will be located
in a position that naturally aligns with crosswalks at intersec-
tions. It may be desirable in some locations for the sidewalk to
curve to form a more direct route to an intersecting walkway,
to preserve significant trees, or to provide a greater degree of
separation between the sidewalk and the road.

From the perspective of Complete Streets, the sidewalk consists of four parts: the Frontage Zone, the Pedestrian Zone, the
Greenscape/Furnishing Zone, and the Curb Zone. Although the boundaries between them can sometimes be blurred, each
zone serves a distinct purpose in a Complete Street. Dividing the sidewalk into four distinct parts ensures that each will be given
the detailed attention required to make the whole work together as an integrated system.
The Frontage Zone is the area between the Pedestrian The Greenscape/Furnishing Zone is the area
Zone and the streetwall. In locations where buildings are between the curb and the Pedestrian Zone. This zone is where
adjacent to the sidewalk, the Frontage Zone provides a buffer street trees, stormwater elements, street lights, signage, hy-
for pedestrians from opening doors and architectural elements. drants, benches, bicycle racks, public art, trash and recycling
The Frontage Zone is the space for sidewalk cafés, store en- receptacles, parking meters, transit stops, signal and lighting
trances, retail displays or landscaping, and it is important that control boxes, and utility hatch covers should be located. As
these elements do not infringe upon the Pedestrian Zone. such, this zone collects the objects that may obstruct pedes-
trian flow, and simultaneously provides a buffer for pedestrians
The Pedestrian Zone is the area of the sidewalk corridor from the adjacent roadway. Vertical objects in the Greenscape/
SIDEWALKS
that is specifically reserved for pedestrian travel. It should be Furnishing Zone must be strategically placed to not obstruct
well-lit and functional in all weather conditions. This zone must sight lines, prevent damage from vehicles on the street, and to
be free of any physical obstructions to allow for unfettered allow for access to and from parked cars.
pedestrian movement. Street furniture, plantings, outdoor
seating, surface utilities, and other elements belonging to the When curbs are moved to widen sidewalks or create curb
Frontage Zone or Greenscape/Furnishing Zone should not extensions, all furnishings must also be moved so they do not
2
protrude into the Pedestrian Zone. encroach on the newly established Pedestrian Zone.
The quality of the surface is of the utmost importance in the This zone should also be designed to accommodate snow
Pedestrian Zone, and must meet accessibility standards refer- storage in the winter to prevent snow from being stored in the
enced in these guidelines, as well as Code of Massachusetts Pedestrian Zone. Greenscape elements should be designed
Regulation (CMR) 521 Architectural Access Board guidelines to make use of stormwater runoff from the sidewalk and/or the
and the Federally Proposed Accessibility Guidelines for street.
Pedestrian Facilities in the Public Right-of-Way. The surface
material should be smooth, stable, and slip resistant, with The Curb Zone is the area between the edge of the
minimal gaps, rough surfaces, and vibration-causing features. roadway and the front edge of the Greenscape/Furnishing
Zone. In Boston, typically curbs are made of granite. Rolled
In the City of Boston bicycling on sidewalks is generally or mountable curbs should not be used because they enable
discouraged. Riding on sidewalks has significant safety motorists to park on sidewalks. Shared Streets are curbless
implications, and can create conflicts with pedestrians as well and flush with the roadway, while some historic streets have
as motor vehicles not expecting bicyclists at intersections and granite slabs that extend from the back of the sidewalk to the
driveways. The City of Boston’s goal is to increase bicycling, edge of the roadway. Although the width of the curb can vary,
and ideally provide dedicated bicycle facilities separated from it should be clear of any vertical elements to allow for access
the sidewalk. from parked vehicles.

Sidewalk Zone Widths
The width of the sidewalk contributes to the degree of When making decisions for how to allocate sidewalk space,
comfort and enjoyment of walking along a street. Narrow the following principles should be used:
sidewalks do not support lively pedestrian activity, and
may create dangerous conditions where people walk in the Frontage Zone
street. Typically, a five foot wide Pedestrian Zone supports >> The Frontage Zone should be maximized to provide space
two people walking side by side or two wheel chairs passing for cafés, plazas, and greenscape elements along build-
each other. An eight foot wide Pedestrian Zone allows two ing facades wherever possible, but not at the expense of
pairs of people to comfortably pass each other, and a ten reducing the Pedestrian Zone beyond the recommended
foot or wider Pedestrian Zone can support high volumes of minimum widths.
pedestrians.
Pedestrian Zone
Vibrant sidewalks bustling with pedestrian activity are not >> The Pedestrian Zone should be clear of any obstructions
only used for transportation, but for social walking, lingering, including utilities, traffic control devices, trees, and furniture.
and people watching. Sidewalks, especially along Downtown When reconstructing sidewalks and relocating utilities, all
SIDEWALKS
Commercial, Downtown Mixed-Use, and Neighborhood Main utility access points and obstructions should be relocated
Streets, should encourage social uses of the sidewalk realm outside of the Pedestrian Zone.
by providing adequate widths. >> While sidewalks do not need to be perfectly straight, the
Pedestrian Zone should not weave back and forth in the
When determining sidewalk zone widths, factors to consider right-of-way for no other reason than to introduce curves.
include the available right-of-way, anticipated pedestrian Meandering sidewalks create navigational difficulties for
2
volumes, ridership projections for locations near transit, and pedestrians with vision impairments.
the locations of bus shelters and transfer points. >> In high volume, high density pedestrian areas, the Pedestrian
Zone should be balanced with other Zones to accommodate
Historically, a majority of sidewalks in Boston’s neighbor- large amounts of pedestrian traffic.
hoods were built to be 7’ wide. Widening sidewalks by a
few feet is often cost prohibitive and may require significant Greenscape/Furnishing Zone
changes to drainage infrastructure as well as the relocation >> Maximize the Greenscape/Furnishing Zone to provide
of utilities. While these guidelines prescribe more generous as much of a buffer as possible between the Pedestrian
preferred sidewalk zone widths during street reconstruction Zone and adjacent street traffic; however do not reduce
projects, they also establish a total minimum sidewalk width the Pedestrian Zone beyond the minimum recommended
of 7’ for several Street Types. widths. When space is limited, parked cars and bicycle lanes
can also serve as a buffer between the Pedestrian Zone and
If feasible to adjust curb locations, the widening of side- moving traffic.
walks may be achieved by narrowing and/or removing travel >> For new developments and where opportunities are
lanes or parking lanes, or establishing setbacks as a part of available to create a consistent setback, designs should
redevelopments. Where setbacks cannot be established or accommodate wider sidewalks with generous Greenscape/
roadway space cannot be reallocated, consider converting Furnishing Zones.
the roadway to a Shared Street to increase pedestrian space >> On roadways without on-street parking and/or higher
and reduce vehicle speeds. speeds, setbacks for vertical elements should be greater
than 18” where feasible.
>> Consider traffic calming elements, such as curb extensions
or chicanes where on-street parking is present, to provide
more space for street furniture, trees, and other amenities.
Appropriate sidewalk widths should be determined Curb Zone

in consultation with the PWD and the Boston >> In the City of Boston all curbs are typically made of granite
Transportation Department (BTD), and approved by and are 6” wide with a 6” vertical reveal.
the Public Improvement Commission (PIC). >> The Curb Zone should be free from all objects, furniture,
sign posts, etc.

Preferred and Minimum Widths for Sidewalk Zones
The width and design of

sidewalks will vary depending
on street typology, functional
classification, and demand.
Below are the City of Boston’s
preferred and minimum widths
for each Sidewalk Zone by
Street Type.
Greenscape/
Street Type Frontage Zone Pedestrian Zone* Furnishing Zone Curb Zone Total Width
Preferred Minimum Preferred Minimum Preferred Minimum Preferred Minimum
Downtown Commercial 2’ 0’ 12’ 8’ 6’ 1’-6” 6” 20’-6” 10’
Downtown Mixed-Use 2’ 0’ 10’ 8’ 6’ 1’-6” 6” 18’-6” 10’
SIDEWALKS
Neighborhood Main 2’ 0’ 8’ 5’ 6’ 1’-6” 6” 16’-6” 7’
Neighborhood Connector 2’ 0’ 8’ 5’ (4’)* 5’ 1’-6” 6” 15’-6” 7’
Neighborhood Residential 2’ 0’ 5’ 5’ (4’)* 4’ 1’-6” 6” 11’-6” 7’
2
Industrial Street 2’ 0’ 5’ 5’ (4’)* 4’ 1’-6” 6” 11’-6” 7’
Shared Street 2’ 0’ Varies 5’ (4’)* N/A N/A N/A Varies Varies
Parkway N/A N/A 6’ 5’ 10’ 5’ 6” 16’-6” 10’-6”
Boulevard 2’ 0’ 6’ 5’ 10’ 5’ 6” 18’-6” 11’-6”
Notes * 5’ is the preferred minimum width of the Pedestrian Zone in the City of Boston. The Americans with
Disabilities Act (ADA) minimum 4’ wide Pedestrian Zone can be applied using engineering judgement
when retrofitting 7’ wide existing sidewalks where widening is not feasible.
Frontage Zone
>> Where buildings are located against the back of the sidewalk and constrained situations do not provide width for the Frontage
Zone, the effective width of the Pedestrian Zone is reduced by 1’, as pedestrians will shy from the building edge.
>> The preferred width of the Frontage Zone to accommodate sidewalk cafés is 6’.
Pedestrian Zone
>> Based on engineering judgment in consultation with PWD and the Mayor’s Commission for Person’s with Disabilities, the ADA
minimum 4’ Pedestrian Zone (plus 5’of width every 200’) may be applied.
Greenscape/Furnishing Zone
>> The minimum width of the Greenscape/Furnishing Zone necessary to support standard street tree installation is 2’-6”.
>> Utilities, street trees, and other sidewalk furnishings should be set back from curb face a minimum of 18”.
Curb Zone
>> Although the typical width of the Curb Zone is 6”, widths may vary; additional width beyond 6” should be calculated as a part of
the Greenscape/Furnishing Zone.

SIDEWALKS
2

Sidewalks by Boston’s
Street Types
The character of sidewalks can vary widely depending upon Downtown Commercial
the neighborhood context and Street Type. The four zones
of the sidewalk — the Frontage, Pedestrian, Greenscape/ Wide Pedestrian Zones dominate Downtown Commercial
Furnishing, and Curb Zones — assume different purposes streets and accommodate high volumes of pedestrian
and varying degrees of prominence in each Street Type. traffic. Continuous building facades provide visual interest
at ground-level, with the Frontage Zone announcing build-
Boston seeks to optimize its streets and sidewalks while re- ing entrances and the occasional café. The Greenscape/
specting the historic fabric of the city. In many places, narrow Furnishing Zone is characterized by planters and high-quality
streets and sidewalks are integral to a neighborhood's iden- finishes as are prominent along Federal and Boylston Streets.
tity. In previous generations, buildings were often demolished Street furniture, public art, and wayfinding are featured in the
to make space for wider roads and the modern highway and Greenscape/Furnishing Zone.
street network. Boston was one of the first American cities to
begin the reversal of this trend, and in the early 1970s made
history by converting land and funding intended for a limited
SIDEWALKS
access highway into a public transit corridor with bicycle and
pedestrian accommodations, greenways, and open spaces.
On Street Types with higher speed roadways, the buffer

between the Pedestrian Zone and the adjacent motor vehicle
traffic is important in order to encourage walking; the degree
2
of separation from motor vehicles determines comfort and
safety for pedestrians. The Greenscape/Furnishing Zone,
as well as parked cars and bicycle lanes, can help improve
comfort and safety for pedestrians.
The following section provides a discussion of sidewalk

design considerations for each of Boston’s new Street Types:
>> Downtown Commercial Street

>> Downtown Mixed-Use Street
>> Neighborhood Main Street
>> Neighborhood Connector Street
>> Neighborhood Residential Street
>> Industrial Street
>> Shared Street
>> Parkway
>> Boulevard

Downtown Mixed-Use Neighborhood Main Street
High pedestrian volumes and a wide Pedestrian Zone take Similar to Downtown Mixed-Use streets, these streets are
center stage on Downtown Mixed-Use Streets. Use of the also characterized by high volumes of pedestrian activity and
Frontage Zone varies based on land use, such as chairs and a mix of uses along the sidewalk. The overall scale though
tables at cafés, planted areas at residential entrances, and is smaller than Downtown Strees, with typically narrower
sidewalk retail spilling out of stores. Typically the Greenscape/ sidewalks such as those on Dorchester Avenue in Dorchester
Furnishing Zone is narrow and functional. The layered and along Centre and South Streets in Jamaica Plain. The
and ever-changing Frontage Zone makes the sidewalks of focus is on providing access to the many entrances of small
Downtown Mixed-Use Streets stimulating places that encour- businesses lining the street. The Greenscape/Furnishing Zone
age pedestrians to linger and interact. Newbury Street in should be as generous as possible and flexible in order to
Back Bay and Tremont Street in the South End exemplify the accommodate holiday events, farmers’ markets, street fairs,
character of this Street Type. and other community gatherings.
SIDEWALKS
2

Neighborhood Connector Neighborhood Residential
Neighborhood Connectors balance the needs of people Neighborhood Residential Streets typically have narrow
passing through with those who live and work along the widths, slower speeds, on-street parking, and a less popu-
street. Regularly spaced trees and lighting in the Greenscape/ lated sidewalk environment. The Greenscape/Furnishing Zone
Furnishing Zone provide unifying elements on long streets con- can accommodate street trees, utilities, and sign posts, and a
necting neighborhoods such as Hyde Park Avenue. This type clear and unobstructed Pedestrian Zone should be provided.
of street can have a relatively high volume of pedestrians and Stormwater practices can be small, such as green gutters, or
often includes transit routes. The Greenscape/Furnishing Zone more extensive depending on the nature of the street. Visual
is a critical buffer between pedestrians and high volume traffic, interest is provided by architectural detail and greenscape
and can also provide opportunities for stormwater treatment elements on adjacent private property.
and air pollution mitigation, especially with new tree plantings.
SIDEWALKS
2

Industrial Shared Streets
The sidewalks in industrial districts should be utilitarian and Shared Streets are curbless, and the distinction between the
uncluttered. Street furniture is mainly limited to street lighting zones of the sidewalk, as well as the sidewalk and roadway
and other essential elements. There may be significant op- itself, are blurred. Cross Street in the North End is a recently
portunities to incorporate stormwater management strategies constructed example. Frontage Zone uses such as cafés can
along the sidewalks. Street trees and plantings can help extend from the building face towards the middle of the street
mitigate pollutants in the air and water via phytoremediation, and be framed by planters and railings. The creative design of
as well as provide a buffer to traffic. Bollards are useful for street furniture, greenscape, and lighting can help channelize,
protecting pedestrians where turning vehicles can pose a direct, and slow vehicles by creating chicanes, parking, and
hazard. Loading docks and driveways that cross the sidewalk loading zones. While the width of the Pedestrian Zone can vary
should be clearly delineated for pedestrian safety. along a Shared Street, there must be a continuous accessible
path along the entire length of the roadway. Bollards are often
used to protect the accessible pedestrian path, and subtle
changes in materials can be used to differentiate zones.
SIDEWALKS
2

Parkways Boulevards
Parkways in Boston typically run adjacent to open spaces Boulevards such as Commonwealth Avenue are similar to
and provide travel for bicyclists and pedestrians often on Parkways in scale, but are characterized by a strong build-
shared-use paths like those along the Emerald Necklace. A ing edge and continuous rows of trees. The Greenscape/
generous Greenscape/Furnishing Zone provides a buf- Furnishing Zone is generally larger than the Pedestrian Zone to
fer between the Pedestrian Zone and higher speed motor provide a buffer from higher-speed traffic. Strolling is popular
vehicle traffic, and accommodates trees and opportunities on Boulevards, and the Pedestrian Zone should be wide
for stormwater management elements. Street furniture enough to accommodate groups of people passing each.
should generally be located within the park rather than in the Stormwater management systems can incorporate large trees
Greenscape/Furnishing Zone due to higher motor vehicle as well as low growing vegetation. Street furniture should be
speeds. On Parkways with bicycle routes or high volumes of formal and belong to a single style family to create a unified
bicyclists, designs should accommodate separate pedestrian landscape.
and bicycle facilities; however, where space is constrained,
designs should follow shared-use path guidelines.
SIDEWALKS
2

SIDEWALKS
2

Features to Activate
Sidewalks
32 Vibrant Street Wall
33 Green Walls
34 Plazas
35 Sidewalk Cafés
36 Driveways
38 Building Entrances
Sidewalks play a key role in creating a vibrant public environ-

ment; they help create a sense of place and community,
provide a place to watch the world go by, and allow for
face-to-face interaction. Pedestrian friendly sidewalks should
be comfortable in terms of scale, temperature, and security.
The sidewalk environment should be pleasing to the senses,
offering visual stimulation, greenery, and a social atmosphere.
SIDEWALKS
Vibrant, pedestrian-friendly sidewalks attract activity and are
both an indicator of, and a factor in, economic vitality.
The sidewalk and street environment (public realm) work to-

gether with building facades (private realm) to create active and
vibrant edges. The relationship between the public and private
2
realm has a significant impact on the walking experience. The
quality of the materials or image the private realm presents to
the sidewalk is very important, as well as how the private realm
crosses the sidewalk at driveways and building entrances.
Cafés and plazas enliven the sidewalk by encouraging people

to linger and socialize. As the use of cell phones and mobile
computing devices continue to increase, traditional public
spaces can incorporate Wi-Fi and smart technology such as
informational "tags." They can also utilize feedback obtained
through applications such as Citizens Connect to improve op-
erations and efficiency, overall enhancing users' experiences.
Streetscape improvement projects are good opportunities to
redistribute the public right-of-way to create places for people
to gather along streets.
The following sections describe features to activate

sidewalks, and how sidewalks can be places in and of
themselves.
Publicly owned plazas and the permitting of out-

door cafés and push cart vendors are managed by
PWD and must be approved by PIC. The Boston
Redevelopment Authority (BRA) should be consulted
in the design of plazas and cafés; maintenance agree-
ments with abutters are typically required.

FEATURES TO ACTIVATE SIDEWALKS
Vibrant Street Wall
Well-designed ground-floor spaces with a mix of uses Awnings, lighting, signs, and foliage also contribute to
are principle ingredients for a vibrant street front, particu- visual interest, as they add color and texture to the street
larly on Downtown Commercial, Downtown Mixed-Use, edge. Hanging baskets of flowers and plants on light poles
Neighborhood Main Street, and Shared Street Types. Offices, and building facades provide color and seasonal variety to
residences, and other uses that desire privacy are best placed sidewalks. This can also be achieved with flower boxes, low
on floors above the street level. Retail and restaurant uses are planters, or vines on the building face. Awnings and signs
more conducive to a vibrant street wall and are preferred on should be scaled for both drivers and pedestrians. Awnings
the ground floor adjacent to the sidewalk. can provide shelter from the elements in addition to demar-
cating stores and entrances. Signs should be unique but
The modulation of building facades and treatments creates made of appropriate materials reflecting the urban context of
visual interest along the street wall. Large windows visible the neighborhood and Street Type.
from the sidewalk expose activity within the building to the
passerby, and help blend the boundary between the sidewalk With the exception of Parkways and Residential Street Types,
environment and indoor spaces. permitted vending in the Frontage Zone is encouraged where
SIDEWALKS
sufficient space exists. Street vending can take the form of

movable pushcarts or permanent stands or kiosks; tables
are discouraged.
2
Prefe
rred 3
0’ t
10 to o 75’ betw
15 se e
cond en entran
s walk ces
ing
On Downtown Commercial,
Downtown Mixed-Use, Neighborhood Mai
Street, and Shared Street Types, the ground-floor street wall
should be 50% transparent. Transparency calculations do Street performers with proper permits and without amplification
not include garage entrances, loading docks, egress doors, can perform along Downtown Commercial, Downtown Mixed-Use
utility vaults, and service areas. The desired distance between and Neighborhood Main Streets. Street stands, vending, and
ground-level pedestrian entrances in new development proj- performances must maintain a minimum 5’ wide Pedestrian
ects along these Street Types is between 30’ and 75’, or Zone, and must not create unsafe conditions that could impact
about one entrance every 10 to 15 seconds as a person walks pedestrians with disabilities.
along a street. Some of Boston’s older streets may have build-
ing entrances every 10’ to 20’, such as along Charles Street in All vendors must obtain a permit from PWD. Vendors with
Beacon Hill. proper permits can sell food, print material, or goods
and clothing.

Green Walls
Overview Use
Where transparency in the building edge is not achievable, Modular panels come in three basic varieties of growing
greenwalls are encouraged to provide visual interest and mediums. They are composed of loose soil, fiber or felt mats,
variation to the street edge. Greenwalls can perform storm- or structural mediums which combine the two. The appropri-
water management functions, increase energy efficiency, and ate type of system depends on the building structure and
improve air quality. availability of water.
Plants can be rooted in the ground and trained up the wall or >> Structural mediums are preferred despite higher installa-
in modular panels on the wall. In addition to making building tion costs. These systems are long-lasting, require less
surfaces more attractive, greenwalls can reduce the “heat maintenance, and are more flexible.
island effect,” provide thermal insulation for buildings. Most >> Loose-soil systems are best suited where occasional
greenwalls use irrigation systems to water plants throughout replanting and regular maintenance is possible. Loose soil
SIDEWALKS
the year, and come in different forms, shapes, costs, and can be messy, may erode over time, and is not suitable for
functions. tall structures.
>> Mat mediums are appropriate for applications where the
The installation and maintenance of greenwalls is the structure cannot support heavy loads. Mat mediums tend
responsibility of the building owner. If plantings encroach to be thin, do not retain water well, do not support robust
into the public right-of-way, greenwalls require approval root systems, and are not suitable for tall structures.
2
by PIC.
Green walls provide attractive and

Considerations
environmentally friendly building
surfaces that help reduce energy >> Applications that require irrigation sys-
costs, reduce stormwater runoff, tems must be monitored and shut off so
and improve air quality. pipes do not freeze in winter.

Plazas
Overview Use
A plaza is a pedestrian space in the public realm built for Plazas can be created as a part of private developments or
enjoyment, lingering, and as a gathering place for special through the reclamation of space in the public right-of-way.
events. Plazas are encouraged as a part of all streetscape They should be located adjacent to transit or other pedestrian
designs to create a sense of place and enliven sidewalks. generators wherever possible. Transitions between sidewalks
Successful plazas attract people through the presence of and plazas should be as broad and seamless as possible to
others, and support a wide variety of activities including invite people to the space. Accessible routes must be main-
temporary markets, art installations, and/or performances. tained from the sidewalk and through the plaza to building
Plazas are also opportunities to incorporate the green and entrances and transit stops.
smart principles of these guidelines.
Plazas are excellent places to incorporate stormwater
The Boston PWD is responsible for the management of pub- management elements. They should be as sustainable as
SIDEWALKS
licly owned plazas. BTD and BRA must be consulted in the possible and easy to maintain as they will require mainte-
design of plazas and they must be approved by PIC; maintenance agreements.
nance agreements with abutters are typically required.
Plazas should provide a variety of seating options, some of
which may be movable. Seating can be incorporated into
building edges, walls, and landscaping containers. Typically,
2
dedicate at least 10% of a plaza’s open-space to seating.

Movable chairs provide ultimate flexibility for a public space
and allow for variation in arrangements to suit personal pref-
erence, to capture sun or shade, or to sit in a group or alone.
2
1
3
Considerations
>> Consider using permeable, recycled, and/or locally sourced >> Adjacent businesses can provide food or services to make
materials to maximize sustainability. Subsurface recharge a plaza more inviting, as well as share responsibility as
or storage for stormwater should also be considered. caretakers of the space.
>> Designs should incorporate built or digital wayfinding, in- >> Designs should consider how the plaza will be used.
formation installations, and temporary or permanent public Consider providing assembly areas for people to gather
art displays 1. When possible, plazas should provide for performances and special events. Locations for mobile
public Wi-Fi. vending carts and stalls should consider the needs for power
>> Space in plazas should be considered for bicycle parking 2. or water, and must maintain a clear pedestrian path 3.

Sidewalk Cafés
Overview Use
Sidewalk cafés are encouraged on all Street Types where >> Typically, the preferred minimum width of a sidewalk café
commercial activity occurs, including industrial areas. The is 6’ deep, which must be contiguous with the dining
extension of restaurant businesses into the public way brings establishment (not across a public way). Cafés may not
activity and energy to the public realm. The renting of this extend beyond the limits of the establishment into neigh-
space by private businesses can also result in a higher level of boring businesses. A minimum 4’ clear path should be
maintenance and cleanliness. Careful attention must be given maintained to the front door of the dining establishment.
to the design and layout of sidewalk cafés to maintain sidewalk >> A clear accessible pedestrian path of must be maintained
functionality and the quality of the public environment. on the sidewalk. Consider providing additional Pedestrian
Zone width in areas with higher pedestrian volumes.
The following guidelines expand upon existing regulations and Planters and other greenscape/furnishing elements must
the Greenway Café Guidelines while focusing specifically on not protrude into the Pedestrian Zone.
SIDEWALKS
the impact of sidewalk cafés on the pedestrian environment. >> All sidewalk cafés are encouraged to provide an enclosure
dividing the café from the public right-of-way. If alcohol is
PWD is responsible for the permitting of outdoor cafés. served, an enclosure is required. Barriers must be attached
BTD and BRA must be consulted in the design of cafés to the ground but can be made of fence, rope, chains, or
and be approved by PIC; maintenance agreements with containment for live plants. Permanent anchors may be
abutters are typically required. installed as long as the barrier is removable and the anchor
2
is flush with the ground and ADA compliant. Enclosures
must be removed after the café season has ended.
>> Furniture should be durable, free-standing, and matching.
Plastic furniture is discouraged.
>> Awnings and/or umbrellas are desirable. Heat lamps, either
free-standing or affixed to the underside of awnings, can
extend outdoor dining into the colder months.
Min. 4’
Considerations
Typ. 6’
>> Depending on the location, applications may need Landmarks
Commission approval.
>> Cafés located on the street side of the sidewalk or in parklets must be
open to the public and cannot be claimed by individual businesses.

Driveways
Overview
The design of driveways should provide a continuous and level Driveway Setbacks and Widths
Pedestrian Zone across the vehicular path and encourage ve-
from Signalized
hicles to yield to pedestrians on the sidewalk. Driveways across
Min. Driveway
Max Driveway
Min. Distance
Min. Distance
Unsignalized
Intersection
Intersection
public sidewalks are sometimes needed to link streets to off-
street parking facilities and loading zones, however driveways
Width
Width
from
can create conflicts and require special treatments in order to
maintain a safe and comfortable walking environment. Commercial 100’ 100’ 20’ 24’
Driveways
New driveways, or changes to existing driveways for either Residential 40’ 20’ 10’ 12’
Driveways
commercial or residential use must be reviewed by
BTD and PWD and approved by PIC.
SIDEWALKS
2
Residential
10’ Min.
20’ (U
Min. n
40’ (S signalized
ignali )
zed)
Commercial
20’
Min.
100’

Use Considerations
The public sidewalk has the right of way over private cross- >> On Downtown Commercial, Downtown Mixed-Use, and
ings. The following general design guidelines should be Neighborhood Main Street Types where space permits,
followed to minimize disruption to pedestrians while ensuring driveways should be designed with aprons, and maintain
safe operation: fully raised continuous Pedestrian Zone paths (i.e. side-
>> The Pedestrian Zone should be continuous, level, and walks remain at the same height and are not lowered or
clearly delineated across driveways to encourage drivers partially lowered to meet the road or driveway).
to yield to pedestrians (e.g., if the sidewalk is composed >> In constrained locations where the width of the sidewalk
of concrete, the concrete surface treatment should be is insufficient for a fully raised crossing, the roadway can
continuous across the driveway). be partially raised and the sidewalk partially lowered. This
>> Residential driveways should be designed with standard design minimizes the disruption to the pedestrian while still
curb cuts and an apron outside of the Pedestrian Zone. providing a traffic calming effect. On a typical 6” high
SIDEWALKS
>> Vehicular access across sidewalks must maintain the sidewalk, this is achieved by ramping down the sidewalk
minimum Pedestrian Zone width of 5’ and materi- at the driveway by 3” and raising the driveway by the
als must meet accessibility requirements outlined in the same amount 1.
Sidewalk Materials section found later in this chapter. >> If the sidewalk is too narrow to meet the minimum width
requirements in the Pedestrian Zone, a curb extension
should be considered where on-street parking is present. In
2
locations where a driveway functions as an intersection, it
should be designed with pedestrian safety features such as
crosswalks, small corner radii, and pedestrian signal heads
if signalized.
>> Additional details for driveway design are provided in
Driveway Guidelines by the BTD for use by the Boston Zoning
Board of Appeal, found on the City of Boston’s website.
3”
1
e
ad
’
.5
Gr
in
M
%
Max. 7.5%
15
Grade
5-
3”

Building Entrances
Overview Use
Building entrances connect the indoors with the public realm The design of individual entrances is especially important
and provide the public face of the building occupant. They on Downtown Commercial, Downtown Mixed-Use, Shared,
should be convenient and welcoming to pedestrians, well and Neighborhood Main Street Types, each of which require
maintained, and provide a good first impression. As building a strong edge and plenty of visual interest. Entrances for
edges frame the street, the cooperation of building owners is buildings on Neighborhood Residential and Neighborhood
critical to the success of any vibrant, livable community. Public Connector Street Types may be set back from the sidewalk
improvement initiatives and neighborhood design guidelines where appropriate, but should face the street and maintain a
can encourage investment in entrances by building owners. consistent street wall without large gaps between entryways.
SIDEWALKS
2

Considerations
The design of building entrances should include the following Buildings with raised first floors require a transition to meet
characteristics: the sidewalk. Exterior transitions, including stairways, railings,
>> In general, buildings should front the sidewalk, and and ramps, must not extend beyond the Frontage Zone 1.
entrances should face the street, providing access to and Access that is integrated into the interior of the building is
from the sidewalk. generally preferable but not always feasible. Interior ramps
>> The structure surrounding building entrances should or lifts can occupy valuable retail space or crowd circulation
be limited to the Frontage Zone to minimize impact on within lobbies.
the Pedestrian Zone. Awnings may overhang into the
Pedestrian Zone. Work in Historic Districts must be reviewed and approved
>> Individual building entries may be accented with the use of by the appropriate Historic District Commission.
texture or material changes in the pavement directly in front
SIDEWALKS
of the points of entry. Such pavement accents can also
include building names, numbers, or historic information.
>> Large folding or retractable doorways provide the greatest
connection between the public realm and building interiors.
Air doors and other industrial technologies can be applied
to storefronts for increased transparency and accessibility.
2
Retractable or large folding
doors connect building
interiors with the public realm.
Different textures
or materials accent
building entrances.
1
5’
in.
Exterior transitions
M
between the entrance

and the sidewalk, such as
ramps and stairs, must stay
within the Frontage Zone.

SIDEWALKS
2

Sidewalk Materials
42 Materials and Sidewalk Zones

44 Permeable Paving Materials Materials and Accessibility
The key components of sidewalk construction are proper The City of Boston follows high accessibility standards.
material selection, good detailing, and quality installation; With respect to the public realm, the City of Boston fol-
these components work together to create smooth, stable, lows accessibility requirements set by CMR 521 and the
slip resistant, and durable sidewalks. proposed Accessibility Guidelines for Pedestrian Facilities in
the Public Right-of-Way (PROWAG). Refer to these guide-
Sidewalk design plays a major role in establishing and lines for complete accessibility requirements and criteria.
reinforcing neighborhood and city identity. A specific palette
of materials, colors, and patterns can be used to iden- Listed below are highlights of the above accessibility
tify a neighborhood or district. In general, Neighborhood guidelines, which discuss design features that have the
Residential and Industrial Street Types with relatively narrow greatest impact on accessibility including the grade and
sidewalks should have a single material for the entire side- cross-slope of the sidewalk, curb ramps and crossings,
SIDEWALKS
walk. Downtown Commercial and Neighborhood Connector and the selection of materials. The guidelines below meet
Street Types with wider sidewalks may have more than one or exceed all Federal and local guidelines and regulations
type of paving material to differentiate between sidewalk regarding accessibility:
zones. Varying sidewalk materials within a single zone can be >> Surfaces should be smooth, stable, and slip resistant
used to accent or embellish special areas such as building and should minimize gaps, rough surfaces, and vibra-
entrances, trail approaches before crossing roadways, plaza tion causing features. Discontinuities in the surface,
2
edges, or transit stops. Inserting the name of each cross such as gaps, rises, and falls should not exceed 1/8”
street in the paving at corners is a functional wayfinding tech- where feasible.
nique. New or reconstructed sidewalks should always match >> The cross-slope of the walking zone may not exceed
those of existing sidewalks to create a continuous walking 2%; 1.5% is the desired design specification.
and visual experience. >> Ramps must be present at all intersections (exclud-
ing raised crosswalks.) Their design should minimize
Boston’s sidewalks must be accessible to people of all ages conflicts with motor vehicles. Detectable warnings
and abilities. This includes everyone from people with vision, must be included in the ramps or approaching raised
hearing, or mobility impairments to those pushing strollers or crosswalks to indicate where the roadway begins.
shopping carts. Accessibility is most critical in the Pedestrian Please refer to Chapter 4: Intersections for detailed
Zone and at crossings. Materials and details should be intersection and crossing guidelines.
selected to minimize gaps, discontinuities, rough surfaces or >> Design of sidewalks should avoid pooling of rainwa-
any other vibration causing features. Details should be deter or ice melt. Even small amounts of water can be
signed to prevent the creation of tripping hazards as materials hazardous and form ice.
settle and age and to avoid uncomfortable or painful bumps >> Designs should avoid conflicts with common ob-
and vibrations for pedestrians using wheeled devices such as stacles in the Pedestrian Zone. Street furniture, traffic
walkers, strollers, and wheelchairs. control devices, retail displays, and stormwater
management features must be located outside of the
The following sections provide guidance for creating comfort- Pedestrian Zone. Tripping hazards such as settled or
able sidewalks that also have environmental benefits and uneven sidewalk materials, abandoned sign posts, and
reinforce a sense of place in Boston’s neighborhoods. low planters should be addressed during redesign and
construction of sidewalks.
PWD is responsible for the management of >> The Pedestrian Zone should be continuous across
publicly-owned sidewalks. All sidewalk designs driveways and meet all of the guidelines above. Please
must be approved by PWD in coordination with the refer to Driveways found earlier in this chapter.
Mayor’s Commission for Persons with Disabilities.
Maintenance agreements with abutters are required Note: This section focuses on materials for the Pedestrian Zone.
for non-standard materials or installation details.

SIDEWALK MATERIALS
Materials and Sidewalk Zones
Overview Use
The primary goals for materials selection should be to The following guidelines cover the selection of materials by
maximize accessibility, sustainability, durability, drainage, sidewalk zone:
and aesthetic appropriateness. Given that certain materials
are better suited for specific zones and specific Street Types, Curb Zone
designs should always be context-sensitive and reflect the >> Granite is the standard material for curbs on
character of the street. Proper subgrade preparation is critical city-owned streets.
to prevent settling and deterioration over time. >> Non-standard materials may be used but require mainte-
nance agreements.
To ensure durability and limit maintenance, all mate-
rial specifications must be approved by the PWD in Greenscape/Furnishing Zone
consultation with the Mayor’s Commission for Persons >> Decorative accent strips of unit pavers are most appropri-
SIDEWALKS
with Disabilities prior to installation. Treatments within ate for the Greenscape/Furnishing Zone. Accent materi-
the standard category may be maintained by the PWD. als can include wire-cut bricks, unit pavers, or grating.
Materials in the enhanced category will require a main- Thematic elements such as markers and plaques can be
tenance agreement between abutters and the City. In embedded in this zone.
general, all non-standard materials require a maintenance >> Pavers are not recommended where gaps will result from
agreement. Treatments in the pilot category are experi- cutting to meet existing surface features.
2
mental and must be done in consultation with PWD and >> The use of stamped concrete as a substitute for brick
the Mayor’s Commission for Persons with Disabilities, and pavers will be considered on a case-by-case basis. In
evaluated at regular intervals as they age. Treatments in all cases, the color and stamping pattern should closely
the historic category are governed by guidelines of the match any existing brick.
appropriate Historic District Commission. >> Where curbside bus stops are present, a minimum of
5’ wide by 8’ deep concrete landing zone should be
provided at all bus stop doors.
Preferred Materials for Sidewalk Zones
Standard Enhanced Pilot Historic
Curb Zone Granite Granite pavers
Greenscape/ Concrete Permeable unit pavers Permeable unit pavers Brick accent strips
(See next page) (See next page) (Consult with Historic
Furnishing Zone District Commission)
Unit pavers (bricks,
granite and exposed
aggregate concrete)
Soft paving (grass, mulch,

decomposed granite)
Pedestrian Zone Smooth finish cast-in- Dark aggregate and/or Rubber Wire-cut brick pavers
place concrete panels exposed fine aggregate
with saw cut joints concrete Permeable pavements Granite pavers
(preferred) or tooled joints (See next page)
less than 3/8” wide Unit pavers (asphalt, Bluestone
granite, and wire-cut
brick)
Frontage Zone When part of the Pedestrian Zone, follow Pedestrian Zone guidelines; otherwise, base materials selection on
the Greenscape/Furnishing Zone guidelines.
*Notes Different types of materials come in an array of textures. Any paving material found in an active pedestrian path must
be smooth, stable, and slip resistant, and minimize gaps, discontinuities, and vibrations.
As technology progresses, pavements should be reevaluated for appropriate use in different sidewalk zones.

Considerations
Pedestrian Zone >> The installation of traditional brick pavers may result in un-
>> Concrete is the standard material for the Pedestrian Zone. even surfaces after settling if not properly maintained; this
Concrete panels should have a smooth, slip resistant finish can result in uncomfortable surfaces for those with wheel
as opposed to a broom finish. Concrete panels should be chairs, pushing strollers, or pulling suitcases.
four square feet or larger. Panels may be as small as two >> Concrete is the preferred material for the Pedestrian Zone;
square feet in limited areas such as at building entrances however, existing brick sidewalks may be replaced with wire-
and driveways. "Window pane" details should be avoided. cut brick so long that all accessibility requirements are met.
>> Concrete joints should be installed to create a surface that >> Use of unit pavers in the Pedestrian Zone requires
is as smooth and comfortable as possible to accommodate increased oversight of installation and long-term inspection
people with disabilities. Where feasible, saw cut rather and maintenance.
than tooled joints are preferred. Installation methods must >> Where practical, hand-holes, vaults, tree grates, and other
SIDEWALKS
be monitored carefully as concrete can crack while curing utility access points should be located outside of the
before joints are cut. Expansion joints should be filled to Pedestrian Zone. Where this is not practical, these access
reduce gaps to the maximum extent feasible to meet ac- points should match the level of the sidewalk and be firm,
cessibility requirements. stable, and slip and shock resistant.
>> Patterns can be sandblasted into standard concrete or >> As technology progresses, new materials should be piloted
aggregates to change the surface. and tested so long that all accessibility requirements are met.
2
>> The selection of recycled aggregates includes recycled
concrete, recycled glass, and industrial by products. Existing granite slab and bluestone sidewalks are protected
>> Concrete or granite joints in the sidewalk should be ori- historic resources often found on Downtown Commercial
ented along the direction of travel where possible to reduce Street Types. The guidelines below should be followed when
the frequency of joints across the Pedestrian Zone. working with historic materials:
>> Unit pavers may be used so long that it is feasible to >> For new projects or major reconstruction, historic materials
achieve and maintain all accessibility requirements. Larger should be modified as necessary to be made accessible.
unit pavers are preferred to minimize joints and should be This may involve resetting the material to make it level, treat-
oriented in the direction of travel. Beveled-edge pavers ing the surface to create a non-slip texture, or shaping the
should be avoided in the Pedestrian Zone. material to create accessible ramps.
>> Transitions between concrete panels, unit pavers, and tree >> Repair and reconstruction of existing brick sidewalks,
grates should be given special attention and designed to though not protected historic resources, should include
minimize bumps and differential settlement. grading as necessary and repaving with wire-cut bricks.
>> Tree grate surfaces are not considered to be part of an >> Stamped brick (i.e. concrete stamped as brick) is generally
accessible Pedestrian Zone. not allowed in designated Historic Districts where brick is
the standard surface treatment. Stamped brick creates an
Frontage Zone uneven surface and the coloring can fade over time.
>> When the Frontage Zone supports active pedestrian
use, like at building entrances, plazas, cafés, and where
seating is provided along building facades, the Frontage
Zone should be designed with the same principles as the
Pedestrian Zone.
>> Alternatively, when the Frontage Zone does not support
active pedestrian use, such as where street trees, flower
beds, rain gardens, and other greenscape elements are
planted along building facades, materials selection should
be similar to that of the Greenscape/Furnishing Zone.

SIDEWALK MATERIALS
Permeable Paving Materials
Overview
Permeable paving materials allow stormwater runoff to Permeable pavements are typically under laid with an infiltra-
infiltrate through the material into the ground instead of tion bed and subgrade soil. Permeable materials come in a
being diverted as runoff into the storm drain system. Water number of varieties and include:
that permeates through the material is stored underground >> Soft paving such as grass, mulch, and decomposed granite
for gradual absorption into the soil or is filtered through the >> Porous unit pavers with open joints or interlocking designs,
soil into the groundwater or a nearby surface water body. the openings are filled with porous aggregate
Permeable pavement systems can filter pollutants; reduce >> Permeable concrete is concrete designed to have more void
flooding, ponding, and ice; improve water quality; and spaces that allow air and water to pass through the material
potentially reduce the size of infrastructure needed to convey >> Concrete or plastic grid systems filled with soil and grass
stormwater off site. or gravel
>> Bound resin with aggregates (pervious asphalt) or bound
SIDEWALKS
All permeable materials are considered enhanced or pilot recycled material such as glass, rubber, and plastic
treatments, and require maintenance agreements with the
City of Boston. Construction and maintenance of all ma-
terials must be coordinated with the PWD, Boston Water
and Sewer Commission (BWSC), Parks Department, and
the Mayor’s Commission for Persons with Disabilities.
2
Preferred Permeable Materials for Sidewalk Zones
Standard Enhanced Pilot
Curb Zone Not applicable Not applicable Not applicable
Greenscape/ Not applicable Soft paving (grass, mulch, and Permeable concrete
decomposed granite)
Furnishing Zone Plastic or concrete reinforcing grids
Porous unit pavers
Bound recycled materials
Pedestrian Zone Not applicable Not applicable Permeable Concrete
Bound recycled materials
Frontage Zone When part of the Pedestrian Zone, follow Pedestrian Zone guidelines; otherwise base materials selection on the
Greenscape/Furnishing Zone guidelines.
*Notes Different types of materials come in an array of textures. Any paving material found in an active pedestrian path must
be smooth, stable, and slip resistant, and minimize gaps, discontinuities, and vibrations.
As technology progresses permeable pavements should be reevaluated for appropriate use in different sidewalk zones.

Use Considerations
>> Permeable paving can be used in a broad variety of >> Compared to traditional impermeable pavements, perme-
settings. All designs must consider the drainage character- able pavements can provide increased traction when wet
istics of the underlying soils, the depth of the water table, because water tends not to pool, and the need for salt,
and the slope of adjacent land. sand, and plowing can be reduced during winter due to low
>> Permeable pavements can be used in sidewalks, plazas, or no black ice development.
cafés, parking areas, alleys, and other low-traffic areas. >> Designs should include methods to convey larger storms to
>> Soft paving materials are only appropriate for the the storm drain system
Greenscape/Furnishing Zone or Frontage Zone, typically >> Long-term maintenance costs may be reduced because
around trees, planters, and enclosed greenscape elements. permeable pavements resist cracking and buckling in
>> Permeable concrete pavement can be piloted for use in the freeze-thaw conditions.
Pedestrian Zone as long as the resulting surface is durable, >> Regular maintenance of permeable pavements include:
SIDEWALKS
smooth, stable, slip resistant, and meets all other accessibil- >> Annual inspection of unit pavers and permeable
ity guidelines. concrete for deterioration
>> Porous unit pavers are most appropriate in the Greenscape/ >> Periodic replacement of sand, gravel, and vegetation
Furnishing Zone or the Frontage Zone, except where there where applicable
is active pedestrian use such as at bus stops or at cross- >> Annual vacuuming of pavements may be required
ings. They may also be used in small plazas offset from the to unclog sand and debris (Note: The use of sand in
2
sidewalk Pedestrian Zone. ice prevention should be avoided because it will clog
>> In specific locations where infiltration is not desired, such as pavement pores.)
adjacent to building foundations, engineered geotextile liners
can be used to redirect the water to an appropriate location.
If used, permeable concrete

in the Pedestrian Zone must
be smooth, stable, and
slip-resistance.
Infiltration bed

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2

Greenscape
48 Benefits of Street Trees

50 Benefits of Vegetated Stormwater Management Phytoremediation/
52 Soils Selection and Management
Phytotechnologies
Trees, shrubs, grasses, and other landscape plantings,
or “greenscape,” play an important role in making streets Phytoremediation or phytotechnologies—the use of
comfortable, delightful, memorable, and sustainable. Used plants to clean, remove, and stabilize contaminates—
appropriately, they can help define the character of a street or should be strongly considered in the design of green-
plaza, provide shade and cooling, reduce energy consump- scape elements. Many common organic contaminates,
tion, and absorb and cleanse stormwater. They also absorb including petroleum hydrocarbons, can be easily
greenhouse gases and help filter airborne pollutants. In processed and degraded by plants and associated
proximity to other green spaces, street trees can contribute to soil biology. Contaminates are found in stormwater, air,
native wildlife systems. existing site soils, and groundwater; it is encouraged that
plantings not only be designed to treat stormwater, but
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In addition to providing environmental benefits, a healthy other pollution sources as well. Greenscape can be de-
greenscape provides psychological and social benefits. signed to prevent the spread of contamination spills be-
People are attracted to places that have well-maintained fore they occur, or to remediate areas where a previous
plantings. Healthy greenscapes are good for city life and for contamination is suspected. This is especially important
business. The changing light and color along a tree-lined on Industrial Street Types, in maintenance yards, brown
street reminds us of the changing seasons. By connecting us fields, and other areas where high concentrations of
2
with nature in its beauty and complexity, plants help reduce pollutants may be of concern. For additional information
stress and restore a sense of calm and focus. on phytoremediation, please refer to the Environmental
Protection Agency’s website page on Contaminated Site
Maintaining landscape plantings on Boston’s dense streets Clean-Up Information (CLU-IN) and phytotechnologies.
is challenging. Sidewalk space is at a premium and the hard
surfaces required to support concentrated activity can be
hostile to trees and other plantings. Soil compaction, lack
of rooting space, poor soils, road salt, temperature fluctua-
tions, physical damage, and even air pollution and litter all Greenscape elements in the public right-of-way must
put stress on plants. These guidelines seek to balance the be approved by the Boston Parks Department and
benefits of a healthy greenscape with the realities of limited PWD. Enhanced and pilot treatments will require
space and the ongoing need for care and maintenance. special maintenance agreements.
The guidelines in this section are intended to enable street

trees and plantings to thrive, and to use stormwater as a
resource to support plant life and replenish groundwater.
The following sections provide a discussion of the benefits
of street trees, plantings, and vegetated stormwater man-
agement along sidewalks, as well as the importance of soil
selection and management in cultivating plant life.

GREENSCAPE
Benefits of Street Trees
Environmental
>> Reduced energy use and heat island effects: Trees been shown to remove as much as 60% of the airborne
reduce energy use by shading buildings and cooling the air particulates at street level. 2
through transpiration. A study on heat island effects in New >> Improved water quality and groundwater recharge:
York City concluded that trees and green roofs substan- Trees capture rainfall in their leaves and in the soil, trapping
tially reduce air temperatures, with street trees providing sediments, breaking down organic pollutants, and stabiliz-
the most cooling per unit area.* 1 ing non-organic pollutants such as metals. Trees also
>> Reduced greenhouse gases and airborne particulates: reduce the volume and temperature of stormwater runoff
Trees reduce greenhouse gases by sequestering carbon di- and help recharge groundwater. 3
oxide and reducing the need for air conditioning. Trees also >> Support of natural diversity: Trees make beneficial use of
improve air quality by capturing gaseous pollutants and rainfall and runoff to support the growth of the urban
particulates in the tree canopy surface. Street trees have forest ecosystem. 4
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* Rosenzweig, Cynthia et al. Mitigating New York City’s Heat Island with
Urban Forestry, Living Roofs, and Light Spaces. New York City Regional
Heat Island Initiative, Final Report. Albany: New York State Energy
Research and Development Authority Report 06-06, October, 2006.
2
UV
2
CO2 5
H2O
H2O 3

Social Economic
>> Enhanced comfort, beauty, and attractiveness of >> Improved comfort and appeal of retail districts: In
streets and public spaces: Trees provide shade and preference surveys, consumers indicate a willingness to
scale; define and accentuate streets and spaces; and travel further, stay longer, visit more frequently, and even
provide a soft, colorful counterpoint to the hard surfaces in pay more for parking in shaded, well-landscaped
the city. business districts.‡
>> Reduced stress and improved concentration: Studies >> Perception of quality and care, which extends to
have shown that even brief encounters with nature at a adjacent businesses: Healthy trees signal that a place is
small scale can reduce stress and mental fatigue, restoring well managed and maintained. This benefits the image of
the ability to focus and concentrate.† adjacent businesses, suggesting attention to detail and
>> Reduced exposure to UV rays: Shade provided by street good customer service.
trees makes it possible to walk, bicycle, and linger in public >> Increased residential property values: Trees on streets
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spaces with reduced risk of sunburn, skin cancer, and and in front yards add value to home properties, with
other harmful effects of UV rays. 5 increases generally in the range of 7% for homes in areas
>> Symbolic connection to the natural world: Trees in the with good tree cover.§ 6
urban environment are reminders that nature is ubiquitous
and interconnected through the climate, seasons, and the †
Kaplan, Stephen. The Restorative Benefits of Nature: Toward an
larger ecosystem. Integrative Framework. Journal of Environmental Psychology (1995),
2
Volume 15, p. 169-182.
‡
Wolf, Kathleen. Business District Streetscapes, Trees, and Consumer
Response. Journal of Forestry (December 2005), Volume 103, No. 8. pp.
396-400.
§
Wolf, Kathleen. City Trees and Property Values. Arborist News (August
2007), pp. 34-36.

GREENSCAPE
Benefits of Vegetated Stormwater Management
Overview
Boston’s streets and sidewalks are one of the city’s most The City of Boston encompasses just over thirty-one thousand
valuable resources, and they offer tremendous opportunities acres of land, over half of which is paved over with streets,
to improve stormwater management. New green strategies buildings, and parking lots. Stormwater runoff from Boston
for managing runoff along streets and sidewalks can reduce flows into four major watersheds: the Charles River, the Mystic
flooding, increase groundwater recharge, and reduce pollu- River, the Neponset River, or directly into Boston Harbor.
tion to our rivers and streams as well as to Boston Harbor. Boston also has a major challenge maintaining groundwater
Capturing rainfall before it flows into the city’s drainage and levels, mainly in areas that are on filled land that was previ-
sewer system can also help reduce sewer overflows and save ously open water and marsh. In these areas, wood pilings that
the city money on upgrading and repairing infrastructure. support many buildings may rot if groundwater levels drop.
Many of the best techniques for managing stormwater runoff Recharging stormwater rather than directing runoff into pipes is
use trees and other vegetation to capture rainwater as it falls, one strategy for maintain groundwater levels.
SIDEWALKS
and to collect and filter runoff from streets, sidewalks, and

other paved areas. Increasing vegetation also helps keep The City of Boston owns and controls about one quarter of
streets cooler, both by the shade from large trees, and by the land area of the city, and over half of city-owned property
evaporation and plant transpiration, which cool the air just as is streets and roads. The streetscape is one of the city’s best
perspiring cools the skin. areas for controlling and managing stormwater runoff.
2
3
5
4
1
H2O

Environmental Social
>> Reduced pollution to rivers and the harbor: Stormwater >> Enhanced understanding of water: When people see
is the main source of pollution to Massachusetts’ waters. water flowing into planted areas in the urban environment,
When rain falls, it washes pollutants from the roads, lawns, rather than disappearing into underground drains, they are
and built environment into local waterways. Stormwater more likely to 3 understand the importance—and the
can also cause overflows of “combined” sewers—sewer challenges—of managing water in urban areas.
pipes that carry both sanitary sewage and stormwater in >> Increased support for stormwater management: Visible
the same pipe. Reducing the amount of stormwater runoff stormwater management in the public right-of-way can
from urban areas will reduce pollution from direct runoff increase people’s awareness of water pollution and the
and from combined sewer overflows. Phytoremediation, importance of taking action to protect the environment.
or the use of plants to filter pollutants, is another benefit of Individual activities like picking up pet waste, reducing lit-
vegetated stormwater management techniques. 1 ter, and improving lawn care practices can reduce pollution
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>> Decreased flooding: By capturing more stormwater in in runoff.
trees and vegetation and by recharging more of it back >> Sense of connection to Boston’s water resources: In
into the ground, there will be less street flooding and lower Boston, streets function like small streams, carrying storm-
peak flows, which often cause flooding of local streams water to rivers and harbors. People can appreciate these
and low lying areas. connections even when they are far away from the water.
>> Increased groundwater recharge: Healthy vegetation
Economic
2
and porous soils dramatically increase how much rainfall
filters into the soil instead of running off into storm drains.
Increasing recharge and decreasing runoff can help 2 >> Reduced costs for wastewater treatment: When less
maintain Boston’s groundwater levels. water enters the combined sewer system, 4 wastewater
>> Reduced energy use: When stormwater flows into the treatment costs can be lowered.
combined sewer system, it is carried out to the Deer Island >> Potential capital project savings: In many cities, storm-
Wastewater Treatment Plant, where it is treated and dis- water management systems designed to mimic natural
charged out into Massachusetts Bay as if it were sanitary processes, also called “green infrastructure,” have been
sewage. Keeping stormwater out of the sewer system 4 found to be less expensive than conventional pipe and
reduces the use of energy to pump and treat this water. gutter systems or “gray infrastructure.”
Increased urban vegetation can also reduce ambient air >> Potential to create new green jobs: The installation and
temperatures, reducing the demand for air conditioning maintenance of vegetated stormwater treatment systems
requires a combination of engineering, construction and
operational labor skills. There is significant potential for job
creation and growth in these fields as stormwater manage-
ment requirements become more demanding.
>> Enhanced property values: Numerous economic studies
have shown that property values are higher in areas where
there are water features, open space, and vegetation in the
public right-of-way. Designing stormwater management
systems to provide public amenities such as open streams,
ponds, and street trees will 5 increase overall
economic benefit.

GREENSCAPE
Soils Selection and Management
Overview
Proper soil selection and management is one of the best and longevity of trees and other vegetation. They can also
ways to support healthy vegetation and to improve stormwa- improve stormwater management. Soil maintenance should
ter management in urban areas. Healthy soils—soils that have be part of an operation and maintenance plan for urban
a high organic content and plenty of pore space—support vegetation.
healthier trees and plants and promote more groundwater re-
charge and better filtration of stormwater. Heavily compacted New street trees and plantings present an opportunity to
soils act almost like pavement, absorbing little water, and use engineered soils to grow a much larger and healthier
supporting less biological activity than well aerated soils. greenscape and to clean and recharge significant volumes of
stormwater runoff. Design details for planting street trees and
Existing trees and planted areas that have become compact- implementing vegetated stormwater management techniques
ed and degraded can be significantly improved with aeration are found in the following sections. In all of these applica-
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to restore porosity and/or the addition of soil amendments, tions, careful selection of soil type and providing maximum
such as weed-free compost, to help retain soil moisture. Soil soil volume should be priorities.
improvements can make a significant difference in the health
Soils with sufficient organic content
and pore spaces provide plant roots
with nutrients, water, and oxygen for
healthy growth.
2

In constrained situations where existing street trees cause Structural soils require irrigation (passive or active) to support
sidewalk heaving or where space is limited, consider using a variety of plant types. Overflow drains may be necessary
structural soils. Structural soils are a type of engineered soil depending on the characteristics of the surrounding soils.
that is designed to meet the load bearing requirements of Structural soil applications can both provide a healthier
urban streets while still maintaining adequate porosity and or- environment for plants and better capture, filter, and
ganic content to support healthy vegetation. Some structural recharge of stormwater.
soils also contain materials that specifically retain moisture.
In urban contexts, structural soils allow the placement of As an alternative to structural soils, soil cell systems can be
ample, healthy soil beds beneath sidewalks and parking used to provide appropriate soil volumes. See Covered Tree
areas. Trees and plantings can be grown in dense urban set- Trenches later in this chapter for more information about
tings with paved surfaces above the root systems, provided structural soils.
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there is a way for water to enter the structural soil mixture.
Honeylocust growing in a covered

tree trench that provides 450 cubic
feet of planting soil per tree.

SIDEWALKS
2

Street Trees
56 Street Trees and Urban Design

57 Street Trees and Street Types Grow Boston Greener and
58 Choosing the Right Tree
59 Tree Siting and Spacing
Boston’s Climate Action Plan
60 Root Environment for Street Trees
61 Open Tree Trenches The City has partnered with a coalition of environmen-
62 Covered Tree Trenches tal and community organizations to form the Boston
63 Raised Tree Beds Urban Forest Coalition in an effort called “Grow Boston
64 Tree Pits Greener,” which seeks to increase tree canopy cover in
the City by planting 100,000 trees by 2020. By the time
Street trees help define many of Boston’s best-loved streets the trees are mature in 2030, the tree canopy cover is
and are a critical component of Boston’s urban forest expected to increase from 29% to 35%.
ecosystem. This section describes how and where to plant
street trees to achieve both environmental and urban design Grow Boston Greener is a component of Boston’s
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benefits. Climate Action plan. The major goals of Grow Boston
Greener are to:
Any resident of Boston can request to have a street tree >> Increase the tree canopy cover in the City, particularly
planted in front of their home or business, provided the in environmental justice and low canopy areas
sidewalk is wide enough, by calling the Park Line at 617-635- >> Mitigate the urban heat island effect and reduce en-
PARK (7275). An arborist must inspect the site to determine if ergy consumption through the appropriate placement
2
a tree can be planted. of trees on residential and commercial properties
>> Improve stormwater management through strategic
neighborhood plantings
The Boston Parks Department oversees maintenance >> Improve air and water quality
and planting of trees in the public right-of-way. The
maintenance program includes pruning, disease
control, removal, and storm damage repairs. The
Department’s oversight includes review and approval
of trees to be planted by others and the planting
of new trees throughout Boston’s neighborhoods.
Tree selection and planting design in the public
right-of-way must be approved by the Boston Parks
Department and PWD.

STREET TREES
Street Trees and Urban Design
Street trees can be used to serve a variety of urban design

functions. Based on their location, arrangement, and spacing
trees can:
>> Frame, define, and accentuate spaces
>> Emphasize linearity and long views
>> Create a ceiling and sense of enclosure
>> Provide needed shade and filtered light
>> Reinforce the rhythm of a streetwall
>> Add texture, delight, and human scale
Iconic plantings of street trees associate neighborhoods with

seasons, and contribute to a unique sense of place. Red oaks
in autumn on the Jamaicaway embody the essence of New
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England. Magnolias in bloom on Commonwealth Avenue

mark the arrival of spring.
Trees are an ideal form of shade, providing protection on

hot summer days while allowing heat and light to penetrate
during cold winter months. They can also calm traffic by
2
narrowing the apparent width of the roadway.
Street trees should be used in thoughtful compositions that

respect the overall street context, local environment, and
adjacent land uses.

STREET TREES
Street Trees and Street Types
Street trees should be considered in every street design Neighborhood Main Streets benefit enormously from
project; however, on some Street Types, trees are essential. trees, as visual preference studies have found commercial
For example, Boulevards and Parkways are defined in large districts with shade trees are consistently preferred over
part by the presence of trees. Below are guidelines for using districts without trees. Shade trees create the sense of an
trees on Boston’s Street Types. outdoor room and make streets more comfortable for sitting,
café dining, window browsing, and socializing. Trees should
Parkways are lined with continuous green spaces for trees, complement and not interfere with first floor uses, entryways,
either on the sides or in the median. If sufficiently wide, green cafés, or other activities in the Frontage Zone. Trees should
spaces provide an excellent rooting environment for large- not be planted in loading zones. Limbs should be pruned to
stature shade trees. Trees should be planted no more than maintain sight lines and maximize visibility of the street wall.
40’ apart to help create a continuous canopy. Species Different species can be used in clusters to highlight special
of a similar size, scale, and form should be planted along the areas and create a sense of place.
length of the road for consistency and to maximize visual
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impact. Avoid monocultures, as disease and insects may Large canopy shade trees are attractive and add value to
destroy street trees along an entire street. homes on Neighborhood Residential Streets. They help
keep homes cool in the summer while allowing light and heat to
penetrate in colder months. The branches also have the benefit
of tempering winter winds. Street trees should be spaced far
enough apart to allow light to reach front lawns and gardens.
2
Open tree trenches or front yards (with permission from owners)
should be used where possible to maximize rooting space.
Trees on Boulevards are planted at regular intervals in a

formal pattern with street lights, emphasizing linearity and
long perspective views. The pattern draws the eye to the ho-
rizon or to an important terminus, such as the State House on Downtown Commercial and Downtown Mixed-Use
Beacon Street, the Public Garden on Commonwealth Avenue, Street Types require trees that can adapt to low light depend-
or the Blue Hills on Blue Hill Avenue. Trees are planted in the ing on building heights, street width, and street orientation.
Greenscape/Furnishing Zone and are usually surrounded by Where there is insufficient rooting depth due to underground
pavement. Modern planting techniques such as covered tree utilities, raised tree beds can be considered.
trenches should be used to provide sufficient soil volume.
Large-stature shade trees of similar size, scale, and form Trees in Industrial settings must to be able to withstand
are typically planted 30’ apart to create a continuous drought and harsh conditions resulting from heavy traffic,
canopy. green-house gas (GHG) emissions, and heat island effects from
surrounding lots. Where possible, trees should be set back
Neighborhood Connector Streets are similar to from the street and planted in continuous filter strips between
Boulevards but are less formal. Trees should be planted the paved lots and the sidewalks. Tree species that can uptake
where they can best survive, such as in open or covered and remove urban contaminates and air pollutants should be
tree trenches. considered wherever possible.

STREET TREES
Choosing the Right Tree
Tree selection needs to address the ability of the tree to Choosing a tree for the right habitat can help minimize con-
mature in a given microclimate, as well as its ability to flicts with adjacent infrastructure. For example:
meet design objectives. Scale and form are key design >> Shallow rooted species should be considered near sewer
considerations. or drain pipes
>> Open-form trees should be considered near overhead wires
Large canopy shade trees play a critical role in the urban >> Trees with deeper roots and small trunk flares should be
forest ecosystem, and offer a unique presence on city streets. used adjacent to pavements
Providing sufficient rooting space is a challenge, however
this does not limit plantings to smaller trees; even small Other considerations for selecting the right tree include: the
trees will suffer in a limited rooting environment. Given all the scale and form; sight line requirements; the type of microcli-
uncontrollable variables in a street it is worth taking a chance mate; tolerance to drought and insects; inundation; resistance
that a shade tree will survive in less than ideal conditions. to vehicular emissions and salt; the ability to remediate pol-
Appropriate details should be used to enable trees to grow lutants; and the amount of maintenance. From an aesthetic
SIDEWALKS
without roots rising to the surface and deforming sidewalks. perspective, spring flowers, fall color, the quality of light and
shade, and the abundance of fruit, nuts, and leaf litter should
also be considered.
Examples of Parks Department Approved Street Trees

2
Large-Stature Shade Trees
Used for: Larger scale streets (Especially Boulevards, Parkways) and plazas
Canopy and form: Spreading to create a continuous canopy
Sample species: Sweetgum; Red Oak; Silver Linden; Zelkova
Medium-Stature Trees
Used for: Smaller scale streets and plazas
Canopy and form: Spreading or columnar
Sample species: Red Maple, Honey Locust; Chinese Elm; Black Tupelo
Short-Stature and Ornamental Trees
Used for: Planters, plazas, and areas with utility wires
Canopy and form: Spreading or columnar
Sample species: Hedge Maple, Cherry, Goldenraintree, Shadblow

(single-stem)
A complete list of Boston Parks Department approved street trees is available on their website.

STREET TREES
Tree Siting and Spacing
Trees should be planted in locations that provide the best Street tree plantings should strive for continuity along a street
conditions for growth within a given design framework. This while respecting adjacent uses. Each tree should comple-
could mean planting in private yards in residential areas (with ment and not interfere with first floor uses, entryways, cafés,
permission from owners), or clustering trees in open planting or other activities in the Frontage Zone. Trees should not be
areas on wide sidewalks or in plazas. Large, contiguous plant- planted in loading zones or within 10’ of bus stop landing
ing areas should be employed where feasible to enable large zones. Trees limbs should be pruned to maintain sight lines
canopy shade trees to reach maturity. and maximize visibility of the street wall.
Consider Boston’s Street

Types when choosing tree
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species. See Street Trees
and Street Types found
earlier in this chapter for
1 more information.
2
20’
2
15’
3
25’
15’
30’
15’
10’
20’ to
40’
Preferred Tree Spacing and Offsets
1 Short Stature 2 Medium Stature Trees 3 Large Stature Shade Trees

Ornamental Trees
On-Center Spacing 20’ 25’ 30’
Offset from Curbs or Path Edges 2’-6” 2’-6” 2’-6”
15’
Offset from Light Poles 15’ 15’
Offset from Driveways, Fire 10’

10’ 10’
Hydrants, Loading Zones
Offset from Intersections

20’ 20’ to 40’ 20’ to 40’
(Depending on direction of traffic)
The following guidelines have been developed for tree spacing and offsets. Note: Where site-specific conditions prohibit meeting the guidelines, trees should
be considered at the discretion of the Boston Parks Department.

STREET TREES
Root Environment for Street Trees
The ability of a tree to grow beyond a certain size is directly Landscaped areas in the Frontage Zone or on the edge of
related to the volume of soil available for roots. Providing adjacent properties (with permission from owners) can be
sufficient rooting soil in a dense, urban environment can be excellent places to plant trees, as they may offer open areas
costly, but is worthwhile given the unique benefits that mature for roots to spread. Examples include the residential edges on
shade trees provide. Commonwealth Avenue, where most of the iconic Magnolias
are planted. When open landscape areas are not available,
Tree roots do not survive well in highly compacted soil more intensive strategies are required.
because it lacks the void spaces needed for air and water to
circulate. Roots in compacted soil will migrate toward the sur- The last decade has brought several innovations in engineered
face for air and water, causing sidewalks to crack and heave. soils and sidewalk designs to support root growth. Below
are four strategies for planting trees in constrained sidewalk
When the rooting space is severely constrained, the tree roots settings. These strategies are intended to increase the volume
will grow to capacity, and then the tree will decline and die. of rooting soil while maintaining accessible sidewalks, and are
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discussed in detail on the following pages.

Trees in the Northeast U.S. need approximately 2 cubic
feet of soil per square foot of canopy area.† For example, Methods include:
a tree growing in a constrained 3’ by 8’ by 4’ pit would be ex- >> Open Tree Trenches
pected to reach about an 8’ diameter canopy before becoming >> Covered Tree Trenches
stressed and showing signs of decline. If the tree has access >> Tree Pits
2
to soil outside the pit, the canopy can grow much larger. >> Raised Tree Beds
†
Urban, Jim. Up By Roots, Healthy Soils and Trees in the Built Environment.
International Society of Arboriculture, Champaign Illinois. 2008
Pavement
Structural Soil Pavement Passive Irrigation

Base Pipes
Drainage Layer

STREET TREES
Open Tree Trenches
Overview Use
An open tree trench is an area of soil connecting a row of >> Curbside open tree trenches or “tree lawns” are commonly
trees that is covered with mulch, groundcover, grass (or used on Neighborhood Residential Street Types.
“tree lawn”), or other greenscape. Tree trenches are gener- >> Provide as large of a trench as needed for sufficient rooting
ally located in the Greenscape/Furnishing Zone, though they volume while maintaining appropriate sidewalk clearances.
can also be located in the Frontage Zone. For stormwater The typical size of a tree trench is 4’ wide by 3’ deep.
benefits, the sidewalk should be pitched toward the open If sidewalk constraints prohibit wider tree trenches, smaller
tree trench. Non-linear open tree areas can also be used for trenches, as narrow as 2’-6” wide, may be approved.
planting trees in clusters. >> Existing trenches that are smaller may be replanted at the
discretion of Boston Parks Department.
Trees planted in open tree trenches and areas with a sufficient >> Plant the tree so that the top of the root ball is flush or
amount of uncompacted soil have the greatest chance of nearly flush with the surrounding soil.
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surviving and thriving in an urban environment. >> The surface of the tree trench should be level with the
sidewalk to avoid creating a tripping hazard.
Considerations
>> Areas with heavily-used, high-turnover curbside parking
2
are not compatible with open tree trenches, as the soils be-
come compacted over time. Consider including pavement
Sidewalks should be breaks to provide intermittent access to parking.
flush with the edges >> Consider planting bare-root trees (trees with no soil around
of tree trenches to the roots). Confirm with Boston Parks Department or a tree
avoid creating tripping nursery specialist if bare-root planting is appropriate for the
hazards.
given species and timing.
Min. 2’-
6”
Min. 3’

STREET TREES
Covered Tree Trenches
Overview Use
A covered tree trench is a linear trench covered by pavement >> Use covered tree trenches in locations with heavy pedes-
designed to support root growth while providing structural trian traffic and high turnover parking.
support for sidewalks. A covered tree trench makes it pos- >> Provide as large a trench as needed for sufficient root-
sible to have large canopy shade trees in even the most ing volume. The trench should be at least 5’ wide
constrained urban environments. by 3’ deep, and should provide at least 450 cubic
feet of soil for a single tree, or 350 cubic feet of soil
Support for the sidewalk is typically provided by using engi- per tree if the space is shared among several trees in a
neered structural soils. Structural soil is designed to be loose cluster. Plant the root ball nearly flush with the surrounding
enough to allow air exchange, water movement, and root pavement, allowing for the depth of any covering such as
growth, yet compactable enough to support pavement||. Soil pavement or mulch.
cells and structural soils can be used in clusters around trees >> Provide an opening around the trunk of 2’ by 2’
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as well as in a linear trench if needed to avoid underground covered with mulch during the initial years; however keep
obstructions. the mulch away from the base of the trunk. Over time
the roots in this zone will expand and thicken with bark,
Tree trenches should be covered with pavement and permit eliminating the need for mulch.
passive irrigation to allow water to reach the soil. Provisions >> Provide subsurface drain lines in areas where the subgrade
may include the use of pervious pavement or flexible, perfo- drains poorly. If in doubt, install drainage infrastructure.
2
rated pipes beneath the pavement. >> Covered tree trenches must meet required load bearings.
Covered tree trenches are considered an enhanced treat- Considerations

ment and require a special maintenance agreement.
>> Consider covered tree trenches whenever sidewalks are
||
The use of prefabricated "soil cells"or suspended sidewalks may also be
being replaced along the length of a corridor.
considered. >> Engineered soils are required for both structural soil and soil
cells. The soil used with soil cells is similar to planting soil.
>> Structural soils require stringent quality control to ensure
proper mixing and compliance with specifications.
Min. 5’
Min. 3’
Min. 2’
’ Pervious pavement, including pervious pavers,

Min. 2 used in the Greenscape/Furnishing zone can
allow water to reach tree roots.
Structural soils provide extra rooting volume for

trees and, if used with pervious pavement, allow
for stormwater treatment and infiltration.

STREET TREES
Raised Tree Beds
Overview Considerations
Raised tree beds can be appropriate for planting trees in loca- >> Raised tree beds should not obstruct the Pedestrian Zone
tions where utilities or subsurface conditions prohibit planting and should only be used in sidewalks of generous width to
in the ground. However, tree growth is strictly limited by the avoid creating a tripping hazard.
size of the raised bed. In this constrained situation, smaller >> Consider slightly smaller container grown tree stock for
stature trees should be considered. raised tree beds.
>> Consider planting bare-root trees. Confirm with Boston
Raised tree beds can also provide seating if the height is Parks Department or a tree nursery specialist if bare-root
between 16” and 2’, with 20” being the preferred height. planting is appropriate for the given species and timing.
They can also be used to define spaces and provide a sense
of enclosure in plazas and other open sidewalk areas.
Use
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>> Size raised tree beds as large as needed to provide
sufficient rooting volume while maintaining appropriate
sidewalk clearances.
>> Clustering trees in large planters is a good strategy to
2
provide greater soil volumes to individual trees.
>> If there is subsurface space available for root growth,
provide a shallow layer of structural soil below the adjacent
pavement.
>> Provide subsurface drain lines in areas where the subgrade
drains poorly. If in doubt, install drainage infrastructure.
Pref. 20”
Min. 16”
Raised tree beds can double as seating.

STREET TREES
Tree Pits
Overview Use
Tree pits are used where space or resources do not permit >> Provide as large a tree pit as feasible while maintaining
the use of open or covered tree trenches. The tree pit should appropriate sidewalk clearances. The preferred size for a
be made as large as possible to provide maximum rooting tree pit is at least 4’ by 10’ by 3’ deep or 120 cubic
volume while maintaining the appropriate clear width for the feet. Smaller tree pits, as narrow as 2’-6” wide, may be
Pedestrian Zone. The sides of the pit below the sidewalk approved if sidewalk constraints prohibit the construction
should be open to the surrounding subgrade to allow for root of a full size tree pit.
penetration beyond the pit. >> Existing tree pits that are smaller than the recommended
minimum may be replanted at the discretion of Boston
Tree grates require maintenance to adjust for tree growth Parks Department.
and to correct for any settlement that may cause a trip- >> Plant the tree so that the root ball is nearly flush with the
ping hazard. Tree grates are considered an enhanced surrounding pavement while allowing for the depth of any
SIDEWALKS
treatment and will require a maintenance agreements. mulch or covering.

2
Min. 3’
Create tree pits as large

as possible to provide
maximum rooting volume
while maintaining the
appropriate clear width for
the Pedestrian Zone.

Considerations
>> Provide an opening around the trunk of 2’ by 2’. The >> Where sidewalk space is limited and minimum dimensions
remainder of the pit should be covered with mulch, pervious cannot be achieved with the installation of street trees,
pavers set in sand, or, if there is a maintenance agreement, consider providing curb extensions.
a tree grate. If mulch is used, keep it away from the base of >> The surface of a tree grate is not counted toward the width
the trunk. Over time the roots in this zone will expand and required for an accessible pedestrian pathway.
thicken with bark, eliminating the need for mulch. >> Tree grates must have break-out pieces around the trunk to
>> Install a wrapped 4” perforated water/aeration tube in each allow for growth.
tree pit per the most current approved Boston Parks Street >> Consider slightly smaller container grown tree stock for
Tree planting details. tree pits.
>> Pitch the sidewalk toward the tree pit to use stormwater >> Consider planting bare-root trees. Confirm with Boston
for irrigation. Parks Department or a tree nursery specialist if bare-root
SIDEWALKS
>> Provide at least 50% new soil and scarify soils at the inter- planting is appropriate for the given species and timing.
face with adjacent soil to promote blending. Depending on
the project site and soil conditions, the amount of new soil
may vary.
2
Pre
0’
Min
f. 1
f. 4
Pre
. 2’
’
-6”
Provide a 2’ by 2
opening around the
trunk of the tree.

Street Tree Species and Heights
SIDEWALKS
2
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Under Wire Species Evergreens

(Shorter Trees)
Scientific Name Common Name Height (Ft) Scientific Name Common Name Height (Ft)
1 Acer campestre Hedge Maple 25-40 16 Abies balsamea Balsam Fir 45-75*
17 Abies fraseri Fraseri Fir 30-40*
2 Acer ginnala Amur Maple (single- 15-18
18 Metasequoia Dawn Redwood 70-100*
stem)
glyptostroboides
3 Amelanchier canadensis Shadblow Service berry 15-25
19 Picea pungens Colorado Spruce 30-60*
(single-stem)
20 Picea glauca White Spruce 30-60*
4 Cercis canadensis Eastern redbud (single- 20-30
stem)
5 Crataegus crusgalli ‘var. Thornless Cockspur 20-30 * = Not a Recommended Street Tree
inermis’ Hawthorn
6 Koelreuteria paniculata Goldenraintree 30-40
7 Maackia amurensis Amur maackia 20-30
8 Malus Crab Apple 15-25
9 Parrotia persica Persian Parrotia, Persian 20-40
Ironwood
10 Prunus x. ‘autumnalis’ Cherry 30-40
11 Prunus x. sargentii Cherry 25-35
12 Prunus x. yedoensis Cherry 20-30
Yoshino
13 Ostrya virginiana American Hophornbeam 25-40
14 Gleditsia triacanthos Honeylocust 30-70

15 Syringa reticulata Japanese Tree Lilac 20-30

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2
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52
Tall Trees
Scientific Name Common Name Height (Ft) Scientific Name Common Name Height (Ft)
21 Acer x freemanii Freeman maple ‘Autumn 40-60 35 Quercus bicolor Swamp White Oak 50-60
‘Jeffersred’ Blaze’ 36 Quercus coccinea Scarlet Oak 70-75
22 Acer x freemanii ‘Marmo’ Freeman maple ‘Marmo’ 40-60 37 Quercus imbricaria Shingle Oak 50-65
23 Acer miyabei ‘morton’ Miyabe maple ‘State 30-50 38 Quercus macrocarpa Bur oak 70-80
Street’
39 Quercus rubra Red Oak 60-75
24 Acer rubrum Red Maple 40-60
40 Quercus palustris Pin Oak 60-70
25 Acer rubrum ‘Columnaris’ Columnar Red Maple 40-60
41 Quercus phellos Willow Oak 40-60
26 Aesculus hippocastanum Horsechestnut 50-75*
42 Quercus prinus Chestnut Oak 60-70
27 Celtis occidentalis Common Hackberry 40-60
43 Quercus shumardii Shumard Oak 40-60
28 Cerciphyllum japonicum Katsura Tree 40-60 44 Sophora japonica ‘Regent’ Japanese Sophora 50-75
29 Corylus colurna Turkish Filbert (Hazelnut) 40-50 45 Tilia cordata Little-Leaf Linden 60-70
30 Ginkgo biloba (Male) Ginkgo 50-80 46 Tilia tomentosa Silver linden 50-70
31 Gymnocladus dioicus Kentucky Coffeetree 60-75 47 Ulmus americana (disease Elm 40-60
resistant)
32 Liquidambar styraciflua Sweetgum 60-75
48 Ulmus parvifolia Chinese Elm 40-50
33 Liriodendron tulipifera Tuliptree 70-90*
49 Zelkova serrata ‘Village Village Green Zelkova 50-80
34 Nyssa sylvatica Black Tupelo 30-50
Green’
* = Not a recommended street tree

SIDEWALKS
2
Portland, Oregon

Vegetated Stormwater Management
70 Stormwater Planters
72 Rain Gardens Stormwater Planters and
Given the economic, aesthetic, and health impacts of water
Rain Gardens
pollution, compounded by climate change and more frequent
and heavy rain, the City of Boston is working to identify new Stormwater planters and rain gardens are designed to
ways to manage stormwater more effectively. The most collect and treat runoff from the surrounding area. They
efficient and cost-effective way to do this is through small rely on both physical and biological systems, using
scale stormwater practices throughout the city to collect and mulch, soil, plant root systems, and soil microbes to hold
manage stormwater where it falls. While the City of Boston’s water and capture pollutants such as bacteria, nitrogen,
streets and sidewalks make up only about 15% of the total phosphorus, heavy metals, oil, and grease. Stormwater
city area, they comprise over half of the land the city owns, planters generally have structural elements such as
making streets, alleys, and sidewalks obvious candidates for curbs, retaining walls, overflow pipes, and underdrains.
stormwater management practices. Rain gardens tend to be simpler recessed planting beds.
SIDEWALKS
Increasing urban vegetation will create more evapotranspira- The fundamental design principles, however, are the
tion—water sent into the air as vapor through either evapora- same: soils are highly porous with a high organic content
tion or transpiration from plants. This will both cool the air to support healthy plant communities. Planters and
and reduce the overall volume of runoff that is generated by gardens that are adjacent to paved areas can include
rainfall. While trees are the most effective form of vegetation structural soil beds to increase their stormwater manage-
for these processes, other vegetation can make a significant ment capacity.
2
improvement over traditional hardscape. Areas of grasses,
swales, rain gardens, and even small vegetated planters can Stormwater planters and rain gardens are not designed
be used to reduce the amount of paved surfaces and increase to hold standing water for long periods of time and
the overall vegetation in the city. should drain down to a dry surface within 24 hours of a
storm event. Plants should be selected that are toler-
Important considerations when selecting the right type ant of short periods of inundation, but can also survive
of vegetation include sight line requirements; the type of long dry periods as they will generally not be irrigated.
microclimate; tolerance to drought and inundation; resistance Plants should also be salt tolerant if runoff from streets
to insects and disease; resistance to vehicular emissions and or sidewalks will be captured. Planters and gardens
salt; the ability to remediate pollutants; and the amount of can be lined if infiltration is not desirable or feasible, but
maintenance required. lined planters must be designed to drain to an external
structure. All planters and gardens should have overflow
The systems described in the following sections are closely structures. Plant selection should be appropriate to the
related to each other and should be customized for a specific surrounding context, and should be sensitive to mainte-
location. Landscape architects and civil engineers must nance capacity.
survey existing soil and drainage conditions, create an overall
drainage and recharge plan, and specify the various com- Stormwater planters and rain gardens are considered
ponents according to the opportunities and constraints for a enhanced treatments and require special mainte-
particular project and location. nance agreements.
Accordingly, these guidelines provide basic descriptions of

each type of system, where they can fit into Boston Street
Types, and basic maintenance requirements, but exclude All vegetated stormwater management designs in the
recommendations for specific configurations or public right-of-way must be approved by the Boston
construction details. Parks Department and PWD. They are considered en-
hanced treatments and require special maintenance
agreements.

VEGETATED STORMWATER MANAGEMENT
Stormwater Planters
Overview
Stormwater planters are cost-effective enclosed structures that from building up in the soil, and an overflow pipe to control
can be modified to fit almost any physical constraint. They can excess flow and prevent flooding onto adjacent areas. Drains
be used in medians and added to the Greenscape/Furnishing and overflows are usually connected into nearby stormdrains.
or Frontage Zones of sidewalks. Stormwater planters may They usually have open bottoms to allow for infiltration.
also be used as traffic calming devices on curb extensions or Generally, a planter is composed of the following layers:
designed as chicanes. They can be designed for trees or low mulch, plants, specific soil mixture, infiltration bed, and the
vegetation depending on size and visibility constraints. native soil. Engineered geotextile lining material may be used
in some applications, but is generally not desired on the bot-
Stormwater planters are usually designed to capture runoff tom of the planter as it can easily clog.
from surrounding paved surfaces, including rooftops,
sidewalks, plazas, parking lots, and streets. They generally Stormwater planters are considered an enhanced treat-
SIDEWALKS
have structural walls and curbs, underdrains to keep water ment and require a special maintenance agreement.
2
Stormwater planters capture

and treat runoff, provide habitat Structural Wall Soil
for urban wildlife, and help
mitigate air pollution.
Perforated Pipe Infiltration Bed

Use
>> Stormwater planters can contain a wide variety of plant Maintenance requirements can include:
types, including simple grasses, perennials, shrubs, and, if >> Removal of sediment, litter, and debris as needed
there is sufficient rooting space, small trees. >> Clean out of sumps or pretreatment areas once or twice
>> Planters can be placed along sidewalks behind the cur- per year
bline. They can also be placed inside curb extensions and >> Annual weeding and replacement of dead plant material
in pedestrian plazas. >> Occasional mulch and top soil replacement
>> Planters should be designed with curbs and inlets to >> Aeration and/or replacement of soils if clogging or standing
withstand snow plows and street sweepers, and to provide water are observed for more than 24 hours after rain
access to parking and other site-specific needs. >> Inspection of inflow and overflow points, and other struc-
>> Runoff from rooftops, sidewalks, and pedestrian plazas can tural components after large rain events
be directed into planters without pretreatment. Runoff from >> Spring cleaning if area is used for snow storage
SIDEWALKS
streets and parking lots should receive some pretreatment
such as flowing through a sump or a sediment capture area. Considerations
>> Planters can line an entire block as long as breaks are
provided where on-street parking exists. >> Subsurface installation must account for utilities
>> Planters can be used adjacent to buildings, but generally and “areaways.”
waterproofing is desirable to prevent flooding into base- >> Designs must consider providing connections to traditional
2
ments and foundations. drainage systems.
>> Planters can be combined with seat walls to provide seating.

VEGETATED STORMWATER MANAGEMENT
Rain Gardens
Overview
Rain gardens function like stormwater planters but generally Filter strips are rain gardens that capture sheet flow from a
have fewer structural elements. They may appear more like parking lot or other paved area. During smaller rain events,
conventional landscaped areas but are depressed rather than runoff is absorbed in the filter strip. For larger events, the
elevated from the surrounding area. They can be used in runoff is partially absorbed and filtered before it flows to an
areas where a more natural garden aesthetic is desired. They infiltration trench or other system.
are commonly used in residential areas and urban settings
with ample space, as rain gardens are often larger providing In addition to the other benefits of vegetated stormwater
opportunities for more diversity in plant life over planters. management, these systems are capable of:
>> Enhancing the aesthetic appeal of streets, neighborhoods,
Vegetated swales are linear rain gardens that convey runoff and commercial or industrial sites
to a desired location and can be used to augment traditional >> Providing wildlife habitats
SIDEWALKS
pipe and gutter systems. Vegetated swales slow runoff veloc- >> Reducing soil erosion
ity, filter stormwater pollutants, reduce runoff temperatures, >> Providing locations for snow storage
and in low volume conditions recharge groundwater.
Green gutters are narrow vegetated swales constructed in Rain gardens are considered an enhanced treatment and
the Greenscape/Furnishing or in the Frontage Zone to cap- require special maintenance agreements.
ture, infiltrate, and convey runoff from the adjacent sidewalk.
2
Sidewalks should be pitched to convey runoff into swales or

green gutters.
Rain gardens can be located along

sidewalks, roads, or in parking lots.
In addition to other benefits, they can
provide space for snow storage during
the winter.

Use Considerations
>> Rain gardens are typically located along sidewalks, roads, >> Where space is limited, green gutters should be
or surface parking lots. They require engineered soils to considered.
permit stormwater to permeate and dense vegetative cover >> Where slopes exceed 5%, rain gardens should be terraced
to prevent erosion. Grasses are the most common plants or include check dams to prevent erosion.
used in rain gardens and vegetated swales. >> Plants should be selected to address site specific condi-
>> Filter strips are typically used along parking lot aisle tions such as amount of salt and pollutants, maintenance
and edges. capacity, and aesthetic context.
Maintenance requirements can include:

>> Removal of sediments, litter, and debris as needed
>> Identification of eroded areas for stabilization
SIDEWALKS
>> Watering during dry periods
>> Annual weeding and replacement of dead plant material
>> Occasional replacement of mulch and top soil as needed
>> Deep tilling and/or replacement of soils if clogging or
standing water are observed more than for 24 hours after
rain events

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2

Street Furniture
76 Seating
78 Bollards Boston’s Coordinated Street
79 Trash Compactors and Recycling Bins
80 Bicycle Parking
Furniture Program
81 Bicycle Racks
Boston’s streetscape is being transformed by the City’s
Well-designed street furniture makes the sidewalk more comfort- Coordinated Street Furniture program. Implemented by the
able and life on the sidewalk more convenient. Benches provide Property and Construction Management Department, the
places to rest, catch up with neighbors, or have lunch. Properly 20-year program includes over 400 elements on streets
distributed trash receptacles help to keep the street clean. throughout the city, providing amenities for residents and
Appropriately located bicycle racks and shelters are essential to visitors alike. The program exists at no cost to the City of
encouraging people to ride by making parking more convenient, Boston. The first coordinated program in the nation, it con-
and helps support bicycling as a viable mode of transporta- sists of a series of architecturally matching elements includ-
tion. In addition to providing amenities, street furniture can also ing bus shelters, city information panels, telephone pillars,
SIDEWALKS
provide a buffer from the noise and commotion of vehicles on and automatic public toilets. The installation of any of these
the street. elements must be coordinated with the City’s program.
Street furniture that is not thoughtfully laid out can obstruct and Note: In order to maintain consistent appearance within
clutter the sidewalk environment. This section provides design historic districts, fixture design, color, and materials must be
guidelines for street furniture in the sidewalk, including bicycle approved by local Historic District Commissions.
2
parking, seating, and waste receptacles. Street furniture is
normally installed in the Greenscape/Furnishing Zone, although
it can also be installed in the Frontage Zone and on curb exten-
sions. Street furniture should not be installed in or protrude into
Boston’s street furniture must be organized in a way that

maximizes safety, comfort, and function for all users. The design
of street furniture should be simple and compatible with the
existing built environment.
In addition to furniture, the layout of sidewalk elements such as

sign and light poles, utility covers, hydrants, traffic control devic-
es, and parking meters should seek to maximize safety, comfort,
and function. These essential roadside components must be
thoughtfully laid out to maximize accessibility and functionality.
Signs should be consolidated (based on size) to one pole or
light post to reduce clutter and maximize visibility. Smart meters
should be centrally located. Hydrant locations should minimize
conflicts with motor vehicles. Traffic control devices should not
be placed on curb ramps and must maximize visibility for the ap-
propriate roadway user. Utilities and “areaways” should be clear
of obstructions and accessible for maintenance. In addition, the
layout of the Greenscape/Furnishing Zone should function to
store snow and consider which furnishings and elements must
remain accessible during winter months. Interagency coordina-
tion is required in order to achieve these goals.

STREET FURNITURE
Seating
Overview Use
Providing a place to sit is a basic necessity. Seating gives pe- Seating comes in a variety of temporary and permanent
destrians a place to rest, wait, or simply to relax and enjoy street forms, such as chairs, benches, seating walls, steps, monu-
life. Providing comfortable, inviting places to sit can transform a ments, planters, raised tree beds, etc. People enjoy watching
sidewalk into a gathering place and enhance its role as a public others move about; the design and location of seating should
space and community amenity. Seating should encourage respond to how the surrounding space is used. The best
lingering, as longer stays produce livelier sidewalks. location for seating is a protected location (away from typical
pedestrian flows, beneath a street tree) outside the Pedestrian
Zone, with views of people walking by.
>> Care should be exercised to ensure that permanently
installed seating does not interfere with entrances to
buildings, loading zones, parked vehicles, access to fire
SIDEWALKS
hydrants, and other potential conflicts.

>> Seating should be provided for a minimum of two people.
Single seats may be provided as long as they are in groups
of 2 or more. Seating can be integrated into buildings,
raised tree beds, planters, and street walls. Street cafés
and temporary seating are covered earlier in this chapter.
2
>> Benches adjacent to bus stops should ideally be located at

the back of the sidewalk and face the street. They should
also be located to the right of and outside of the front door
landing zone and outside of the Pedestrian Zone.
’
.5
in
M
Min. 6
’
’
.1
in
M
’
.5
’
.3
in
Min.
in
5’
M

Considerations
The following ADA clear widths must be maintained when >> Seating should be provided both with and without armrests
installing benches: if possible. Armrests provide stability for those who require
assistance sitting and standing. Seating without armrests
>> 3’ minimum on either side of the bench (except allows a person in a wheelchair to maneuver adjacent
beside an ad panel of a bus shelter, where 6’ clear width to seating or to slide onto it easily. Seating areas longer
is required to open the panel door) than 4’ should provide armrests or other dividers to
>> 5’ minimum from fire hydrants discourage reclining.
>> 1’ minimum from any other amenity, utility, >> While movable seating provides flexibility to arrange the
or fixture space as desired, public seating on the sidewalk should be
>> 5’ minimum, ideally 6’ clear path to provide an ad- affixed to the sidewalk unless a responsible party agrees
ditional 1’ for people’s legs, in front of the bench when formally to be responsible for locking it up at night and
SIDEWALKS
located at the back of the sidewalk, facing the curb replacing it if necessary.
>> Where the back of the bench abuts a building, wall,
or other obstruction, a 1’ minimum clear width
should be provided for maintenance and trash removal
>> 5’ minimum clear path must be provided behind
a bench when located at the front of the sidewalk
2
facing the curb
2’-8 ½”
1’-11 7/8”
2’-¼”
17 ½”
Drawing based on the Boston Parks and Recreation Department

Standard Bench detail.

STREET FURNITURE
Bollards
Overview
Bollards are permanent or temporary posts or objects used Bollards can be used to:
to create an unobtrusive boundary between different modes >> Restrict vehicular access to car-free zones, trails, cycle-
of transportation or different realms of the street. Bollards tracks, waterfronts, etc.
function to protect pedestrians, bicyclists, buildings, and >> Prevent delivery trucks from using sidewalks in commercial
specific areas from vehicular access and to highlight traffic and mixed-use areas
calming measures. The abundance of pedestrianized streets >> Provide security measures for buildings and infrastructure
and plazas embedded in Boston’s centuries-old fabric makes such as government and financial institutions
bollards a critical element of the streetscape. >> Reduce turning radii to decrease vehicular speeds
around corners
Bollards can be fixed, flexible, or movable. They can be >> Create protected space for street furniture
designed to withstand heavy impacts, or give way on impact. >> Protect stormwater management features such as rain
SIDEWALKS
Movable and breakaway bollards are intended to deter ve- gardens, stormwater planters, and green curb extensions
hicle access, but allow entry for fire engines and ambulances >> Direct traffic flow and highlight traffic calming measures
in case of an emergency. Bollards come in all shapes and such as chicanes on Shared Streets
sizes, from standard posts to stormwater planters.
Considerations
Use
2
>> Bollards require proper maintenance when damaged due

The most important design feature when using bollards is to accidents or deterioration from the environment. If not
visibility. Bollards must be clearly visible in all lighting condi- maintained, they can become tripping hazards and may
tions for all users, particularly pedestrians and motor vehicles. leave sharp edges exposed.
Reflective material, lighting, and colors that provide contrast >> Movable bollards should be considered if restricting access
to the surrounding environment should be used. Proper size is only needed during part of the day, but they can be
and spacing should balance restricting vehicular access with more costly.
providing an unobstructed path for pedestrians. There are a >> Bollards can provide other amenities such as bicycle park-
number of different bollards used in the city, with the standard ing, lighting, power outlets, litter and recycling receptacles,
4” diameter black bollard being most commonly used. In and art.
addition to standard bollards, there are a number of styles
that are used to distinguish the character of certain Historic
Districts and some specially designated redevelopment areas.
8”
3’ (Max 4’)
4” Diameter
2’
6”
1’

STREET FURNITURE
Trash Compactors and Recycling Bins
Solar Powered Trash Compactors

In 2006, the City began installing solar powered trash com- The minimum sidewalk width required to accommodate trash
pactors. These smart receptacles increase capacity, prevent receptacles is 7’-6”. The following minimum setbacks
trash from being blown (or taken by birds) onto the sidewalk, must be maintained:
and discourage the disposal of household trash in sidewalk >> 18” surrounding the receptacle
barrels. As the number of receptacles increase, it is possible >> 5’ from fire hydrants
to lower operational costs by reducing the number of pick- >> 1’ from any in ground obstruction (manhole, tree pit etc.)
ups, particularly in locations traditionally requiring multiple >> 3’ from other street furniture
pick-ups per day. >> 5’ clear Pedestrian Zone adjacent to the receptacle
SIDEWALKS
2
Min. 1
’
Min. 3
’
Minimum 18” setback
surrounding the trash Min. 5
receptacle ’
In 2012, the inventory of trash compactors reached about Recycling Bins

600 units, with a concentration in the highest volume areas
of the city. Additionally, the units will be equipped with Wi-Fi In 2011 the City began a pilot of installing recycling bins
to report operational status and remaining capacity. Solar attached to the solar compactors. At no cost to the city,
receptacles should be considered the standard for new loca- 400 new solar-powered trash and recycling receptacles
tions, major sidewalk reconstruction, and plazas. Because of are currently being installed over the next year. The bins
their higher capacity, fewer receptacles are necessary in high feature wireless internet, allowing city workers to check
volume locations. Institutions and new developments are en- the status of an individual receptacle, helping reduce labor
couraged to provide solar compactors as part of streetscape costs to empty bins.
standards.

STREET FURNITURE
Bicycle Parking
Due to the small footprint of a bicycle—the typical parked Bicycle parking is installed through Boston Bikes, the City’s
bicycle is 6’ long by 2’ wide—bicycling is particularly comprehensive program to encourage bicycling, and requires
well-suited for a congested city like Boston where space approval from PIC. Over 1,500 racks have been installed from
for parking is at a premium. Providing ample, well-designed 2008 to 2011, with additional racks being installed throughout
bicycle parking is a key component of the City’s strategy to the city. While most racks were installed based on surveys
increase bicycling. Bicycle parking consists of a rack that of need, residents and businesses can request that the City
supports the bicycle upright and provides a secure place install racks on public sidewalks near their properties.
to lock. Bicycle racks should be permanently affixed to a
paved surface; movable bicycle racks are only appropriate for The specific amount and type of bicycle parking required
temporary use. for new developments is outlined in the City of Boston’s
Bicycle Parking Guidelines. Visit the Boston Bikes website
Bicycle parking is required in most types of new construction for more information on bicycle rack requirements and
and redevelopment. Long-term (overnight) bicycle parking for how to request the installation of a bicycle rack.
SIDEWALKS
residents, employees, and students should be provided within

buildings. Short-term bicycle parking should normally be
provided on the sidewalk or in plazas close to
building entrances.
2
’
.2
p
Ty
Typ. 6’

STREET FURNITURE
Bicycle Racks
Bicycle racks are essential to making bicycle parking more >> Where there is room, bicycles should be parked in clusters
accessible and bicycling a viable form of transportation. at a 45 degree angle in the Greenscape/Furnishing Zone or
Good bicycle parking designs are permanently fixed to the Frontage Zone 1.
ground, maximize capacity, maintain an orderly appearance, >> In streetscape projects, bicycle racks should be located in
are secure, and are simple to use. proximity to street trees to discourage the use of trees for
bicycle parking.
Use >> Property owners are encouraged to install bicycle racks on
sidewalks. Applications are available on the City website.
The City of Boston’s Bicycle Parking Guidelines require Requests to install bicycle racks on the public right-of-way
bicycle racks to be installed as part of street reconstruction must include a plan demonstrating compliance with the
projects on non-residential streets. The highlighted dimen- City’s Bicycle Parking and Complete Street Guidelines.
SIDEWALKS
sions are from the City’s Bicycle Parking Guidelines, which >> On-street bicycle parking should be considered where
should be referenced for a complete list of rack placement there are space constraints on the sidewalk. Eight to ten
setbacks and requirements. Overall, it is most important bicycles may be parked in one motor vehicle space. For
that racks are not installed so parked bicycles obstruct the more information, see Chapter 5: Smart Curbsides, On-
Pedestrian Zone or access to fire hydrants. Street Bicycle Parking.
2
Bicycle rack designs must meet the following criteria:
>> Support the frame of the bicycle at two points above the
bicycle’s center of gravity
>> Provide access for different bicycle frame sizes and styles
>> Allow easy locking of the frame and at least one but prefer-
ably both wheels
>> Be easily accessible while meeting all minimum setbacks
Min. 5’
Min. 3’
Min. 3’
1
Min. 2’-8”
(Rec. 3’)
Min. 3’ (Rec. 4’)
Min. 5’

SIDEWALKS
2

Transit Stops
84 Bus Stops
86 Bus Shelters
Sidewalks are essential pieces of infrastructure for the safety,

convenience, and accessibility of transit riders. Sidewalks The installation of transit stop amenities should be
provide space for passengers to wait at bus stops, and ac- done in consultation with the MBTA, BTD, PWD,
commodate shelters and other transit stop amenities. Transit and PIC. The MBTA’s Bus Stop Planning and Design
stop amenities improve operations, ridership, and the value Guidelines serve as the primary reference for the
of transit to the community. Amenities can include shelters, design, spacing, and location of transit stops in
benches, trash, recycling receptacles, lighting, street trees Boston. These guidelines focus on transit stops on
and vegetated stormwater management, bicycle racks, news- sidewalks, and do not cover the design of subway
paper boxes, and public art. Personalizing transit stops gives stations or light rail stops; for subway and light rail
the community a sense of ownership and pride. designs coordination with PWD, BTD, PIC, and the
MBTA is required. As the preferred location of transit
SIDEWALKS
Travel information for riders is also an important amenity at stops is typically adjacent to intersections rather than
transit stops; at a minimum this should include route and mid-block, transit stop siting and spacing is covered
schedule information, and ideally will include real-time arrival in Chapter 4: Intersections.
information where possible. Transit stops can also be loca-
tions for local area maps and wayfinding information.
2
All transit stops should be fully ADA accessible for pas-
sengers. Transit stops extend from the Pedestrian Zone to
the curb and should provide ample room for transit riders to
assemble without crowding the pedestrian clear path. Transit
stops may also be located on curb extensions and floating
islands where on-street parking is present.
Of the Massachusetts Bay Transit Authority’s (MBTA) 350,000

average weekday bus passengers, a majority board at stops
and shelters located on Boston’s streets. The MBTA’s busiest
transit routes ply through Dorchester, Roxbury, Mattapan,
Jamaica Plain, Allston/Brighton, and the South End. While
many stops are demarcated only by “tombstone” signs, sev-
eral hundred transit shelters have also been installed through
Boston’s Coordinated Street Furniture program. Where space
and ridership permit, shelters should be added to bus stops
to make them more comfortable and convenient.

TRANSIT STOPS
Bus Stops
Overview
Bus stops are the most basic transit stops, and should be >> The length of the stop depends on vehicle type as well as
comfortable, safe, and accessible. They must accommodate the location of the stop, (i.e., near-side, far-side, or mid-
the standard 40’ bus, or the articulated 60’ bus on select busier block) and should be done in consultation with the MBTA.
routes. Stops should be visible, providing a clear sightline In general, far-side, near-side, and mid-block stops should
between bus operators and users of the system. Simple be at minimum 60’, 90’, and 100’ in length respec-
stops without shelters may be appropriate where sidewalks tively. Along routes serving articulated buses, far-side,
are narrow along lower volume routes and on Neighborhood near-side, and mid-block stops should be at minimum
Residential and Industrial Street Types. 80’, 100’, and 120’ respectively. For minimum and pre-
ferred bus stop lengths, see the detailed chart in Chapter
The area on the sidewalk where passengers load and unload at 4: Intersections, Bus Stop Location.
bus doors is called the landing zone (also known as the landing >> Trees should not be planted within landing zones of a bus
SIDEWALKS
pad), which should be free from all obstructions including sign stop; these may vary depending on the type of bus used.
posts and bus stop amenities. The landing zone is a part of When street trees are desired near or within bus stops, the
the existing sidewalk that is essentially an extension of the MBTA must be consulted. Trees require a minimum offset of
Pedestrian Zone to the curb at bus stops so that passengers 10’ from landing zones.
may access the sidewalk directly from bus doors. Space
should be provided for snow storage during winter months in
2
order to maintain clear and accessible landing zones.

P
Pref. 8’
5’
Min.
Use Landing Zone
>> The landing zone at the all bus doors should be a clear
zone 5’ long, parallel to the curb, by 8’ deep. Newly
constructed sidewalks should have an 8’ by 8’, ide-
ally 10’ by 8’ landing zone to provide an accessible
space for loading and unloading. If the sidewalk is not wide
enough to support an 8’ landing zone, a curb extension
should be built where on-street parking is present to ac- >> Bus stops should be setback a minimum of 5’ from
commodate the minimum width. crosswalks. Where feasible, a 10’ setback is preferred.
>> Landing zones should be provided at all doors of the bus. >> Where possible, trash and recycling receptacles should be
For articulated buses, the distance between the front and placed near the front of the bus stop, at a minimum of
rear landing zones is 18’. Different length buses have 18” to the left of landing zones, minimum 3’
different door configurations, and landing zones should be away from benches, and in the shade where possible. They
designed in coordination with the MBTA. should also be anchored to the pavement to deter theft.

Considerations
Curb extensions at bus stops, also called bus bulbs, can Bus bays are a protected bus stop area with curb extensions at
provide additional pedestrian space and improve bus travel the beginning and end of the bus stop. Bus bays are generally
time by reducing the time needed for loading and unloading. not favored because they tend to procure further delay when
The depth of the curb extension is typically 6’, and the re-entering into traffic, and are better suited for slower speed
minimum length should allow passengers to board and exit at environments. On higher speed roadways, bus bays do provide
all bus doors. more separation for pedestrians boarding and exiting the bus,
>> Extensions are generally utilized at near-side bus stops; but will require more space for deceleration and acceleration.
however they are not compatible with intersections that
have high right-hand turn volumes.
>> Curb extensions must consider bicycle lane placement.
>> Bollards may be placed at the beginning of curb extensions
SIDEWALKS
to protect the pedestrian space.
2
P
Landing
Zones
>> Extensions are good locations for amenities such as

bicycle parking, street trees, and trash and recycling
receptacles, so long as the requirements for waiting area,
clear path, and the landing zone are met.
>> During the winter, curb extensions also provide valuable
space for snow storage at bus stops.
>> For more information on curb extensions at bus stops, see
Chapter 4: Intersections, Bus Bulbs.

TRANSIT STOPS
Bus Shelters
Overview Use
Well-designed transit stops can help make transit more The City of Boston provides two types of shelters: standard
comfortable and convenient. Bus shelters should be provided and ship-shaped. The standard shelter has three sides and
on all Key Bus Routes, the 15 busiest bus routes designated is 5’ wide, but can be modified to be two-sided. The
by the MBTA, if sidewalk space allows. When providing a bus ship-shaped shelter is 4’ wide and is one continuous
shelter, an ADA compliant, 5’ long (parallel to the curb) by 8’ oval shaped piece.
deep landing zone should be provided at all bus doors. Space
should be provided for snow storage during winter months in The siting of shelters is determined on a site-by-site basis.
order to maintain clear and accessible landing zones. The MBTA’s Bus Stop Planning and Design Guidelines
provide criteria to help determine which stops are eligible for
Shelter placement must allow for unobstructed loading and shelters. Factors for shelter installation include the amount of
unloading. Shelters must provide at a minimum the stop ID, weekday daily boardings, Key Bus Route designation; senior,
SIDEWALKS
route information, name of shelter’s owner, telephone number disabled, medical or social services; key municipal facilities
for maintenance, protection from the weather, seating or lean- close to the stop; community recommendations; bus route
ing bars. Bus shelters should have a name that incorporates a transfer points; infrequent service; poor side conditions; or if
local landmark displayed on the panel facing the street. the shelter promotes adjacent development/increased rider-
ship. After eligibility is determined, a site suitability test must
All bus shelter installation must be approved by the City be conducted.
2
of Boston’s Coordinated Street Furniture Program.
Pref. 8’
5’
Min. 3’ Min.
15’
Min.
Landing Zone

The following requirements must be met before a shelter can The following minimum clear widths for shelter placement
be considered: must be maintained:
>> Property ownership >> 1’ from a blank building face (shelters should not block
>> Abutter approval active store windows)
>> Compliance with accessibility requirements >> 4’ from the back of curb
>> Adequate physical space and clear widths >> 15’ from crosswalks for visibility at near-side bus stops
>> Close proximity to an existing bus stop >> 1’ from any ground obstruction (i.e., manhole, tree pit,
>> Approval and maintenance agreements by the City of Boston sign post, etc.)
>> 10’ from fire hydrants
>> 3’ to the right of the landing zone (maximum 25’
to the right of the landing zone)
SIDEWALKS
Considerations
The location of transit shelters should minimize obstructions
of sight lines. Curb extensions can be combined with transit
shelters to alleviate sight obstructions. Shelters should be
2
located between store entrances or shop windows wherever
possible. Transparent materials such as glass help eliminate
sight obstructions and improve security.
Shelters can be placed 6’ from the building face where

sidewalks are 15’ wide or greater in order to provide an
accessible path behind the shelter.
P
Shelters can provide more than just protection from inclement

weather and a place to rest:
>> Smart shelters can provide real-time travel information or
other news.
P >> Shelters are a good location to incorporate art displays or
historic information.
>> Designs may also consider solar power to support lighting
and heating elements to increase the comfort of waiting
passengers.

SIDEWALKS
2

Street Lights
90 Street Lights
92 Light Fixtures
94 Lighting Elements (Lamps)
95 Siting and Clearances
Appropriate street lighting facilitates safe movement of traffic

and provides a sense of safety and security for pedestrians,
but when used effectively, lighting can do much more. Good
streetscape lighting lends character to a street, and by high-
lighting salient features, provide a sense of place and civic
pride. Private property owners are critical participants in cre-
ating the overall streetscape lighting environment. Municipal
street lighting should complement the context and land use of
the Street Type, as well as account for existing lighting levels,
SIDEWALKS
nighttime design compositions, and aesthetics.
The goal of street lighting is to provide safe, even lighting

while reducing energy consumption and costs, light trespass
(unwanted light), and dark sky pollution. In the fall of 2010,
the Street Lighting Division and the Boston Environment
2
Department initiated a program to replace mercury vapor
lamps in existing cobrahead fixtures with LEDs. LEDs require
less energy and maintenance and are designed to minimize
light trespass and light pollution. LEDs can also enhance
visibility, with better color rendering (i.e., colors appear more
natural) and a more even spread of light, eliminating the need
for over lighting. The switch to LED lighting has the signifi-
cantly reduced the City’s energy use and greenhouse gas
emissions.
The Street Lighting Division of PWD manages and

maintains approximately 67,000 street lights through-
out the city, which includes 2,800 gas lights and
1,500 fire alarm lights. In addition, the Street Lighting
Division is in a public/private partnership with Historic
Boston and Light Boston to provide architectural
lighting of historical landmarks and church steeples
around the city. All street lighting designs must be
approved the Street Lighting Division.

STREET LIGHTS
Street Lights
Overview Use
The focus of these guidelines is to ensure compliance >> Lighting should reflect the character and urban design
with the specifications of the Street Lighting Division. This of the Street Type to create a recognizable hierarchy of
system exists to provide adequate street lighting on Boston’s roads and spaces.
sidewalks, streets, parks, playgrounds, and public spaces. >> Clear and consistent patterns should be used to rein-
The system also includes lighting to illuminate certain building force the direction of travel and delineate intersections.
facades, entrances, plazas, public art, and other important >> Pedestrian scale lighting (lower than 20’) should be used
landmarks at the discretion of the Commissioner of PWD. alone or in combination with roadway scale lighting in
high-activity areas to encourage nighttime use and as a
Street lights should: traffic calming device.
>> Facilitate safe movement of pedestrians, bicyclists, and >> Critical locations such as ramps, crosswalks, transit
motor vehicles stops and seating areas that are used at night must be
SIDEWALKS
>> Create an environment that feels safe and secure for visible and lit.
pedestrians >> New street lighting must be dark-sky compliant with cut-
>> Improve the legibility of streets, intersections, ramps, off fixtures to ensure that a minimum of 95% of emitted
transit stops, critical nodes, and activity zones light is directed toward the ground.
>> Reveal squares, public spaces, and special districts to >> Light poles may be furnished with electrical outlets
encourage nighttime use >> Clamp on brackets for banners or hanging planters are
2
>> Enhance the character of the streetscape by using fixtures possible but are not installed or managed by the Street
that are in keeping with the image of the City and the Lighting Division. They are considered enhanced treat-
unique look of specially designated districts ments that require maintenance agreements.
>> Use state-of-the art technology when appropriate to pro-
vide effective, energy efficient lighting that minimizes light
trespass and is dark sky compliant

Considerations
>> Paired alignment of light poles across a street provides a
formal look that reinforces the direction of travel.
>> Staggered arrangement of light poles provides a less
formal look that may allow for fewer lights.
>> On Neighborhood Residential Streets, a staggered arrange-
ment is preferred over lighting on one side of the street to
provide more uniform lighting.
>> As LED technology develops, future consideration should be
given to providing network control to allow for color control
as a way to highlight locations during emergencies.
SIDEWALKS
2

STREET LIGHTS
Light Fixtures
The Street Lighting Division currently maintains 19 differ-

ent types of light fixtures but is working to streamline the Special District Lighting
selection to help create a consistent image for the City and
to simplify maintenance. The basic set of standard fixtures In addition to the standard fixtures, there are a number of
includes the Pendant, Acorn, and contemporary LEDs. unique styles that are used to distinguish the character of
certain Historic Districts and some specially designated
Pendant: The Pendant fixture is based on the 1907 fixture redevelopment areas.
designed for Memorial Drive, which fixture was the first elec-
tric over-the-road fixture used on Boston. Prior to this, fixtures Examples of special district lighting include:
over the road were on cables. >> Beacon Hill
>> Back Bay
Acorn: The Acorn fixture is the current incarnation of the >> Marlborough Street
SIDEWALKS
Boston Post Light, which has been used with slight varia- >> Newbury Street
tions over time since the early 1900s. LED versions are now >> Commonwealth Avenue
required for energy savings and to reduce dark sky impacts. >> Fort Point Channel
>> Dewey Square
Contemporary LED: The City is in the process of reviewing >> Convention Center/Seaport District
designs for contemporary, LED based fixtures that can be
2
used in certain locations and special redevelopment areas All street lighting installations in Historic Districts
such as the Boston Innovation District. LED technology is must be reviewed and approved by the appropriate
in a rapid phase of development—new fixtures are being Historic District Commission.
developed each year.

Typical Lighting Fixture Dimensions and Spacing
Pendant Acorn Contemporary LED
SIDEWALKS
2
Typical Shaft Typical
Light Fixture Height Spacing Typical Use
Single 25’ 90’ to 120’

Pendant Boulevards, Parkways, and Neighborhood Connectors
Double 25’ 90’ to 120’
Single 11’, 13’, 16’* 50’ to 60’

Boulevards, Downtown Commercial, Downtown
Acorn
Mixed-Use, Neighborhood Main, and Shared Streets
Double 11’, 13’, 16’* 75’ to 80’
Boulevards, Neighborhood Connectors, Neighborhood

Road Scale (TBD) 20’ to 25’ 75’ to 120’
Residential, and Industrial
Contemporary LED
Downtown Commercial, Downtown Mixed-Use,
Pedestrian Scale (TBD) 11’ to 16’ 50’ to 80’
Neighborhood Main, and Shared Streets
Note: Acorn shaft heights vary: 11’ on Residential Street Types in historic districts, 13’ in retail districts, and 16’ on Boulevards.

STREET LIGHTS
Lighting Elements (Lamps)
City standard light fixtures are available with a number of differ-

ent lamp options that vary with respect to light color, color rendi- Illumination Levels
tion, efficacy (light output per unit energy), application efficiency
(visibility from light falling where needed), and lamp life. The City of Boston uses the recommended values in American
National Standard Practice for Roadway Lighting (Illumination
In general: Engineering Society RP-8-00) for LED street lights and follows
>> Cooler tones are used in the highest light situations (such Federal Highway Administration standards for lighting using
as electronic sign districts), while warmer or pure white High Intensity Discharge (HID) lamps to determine appropri-
tones are used in medium to lower light level situations. ate lighting levels for roadways, walkways, bicycle facilities,
>> Light that provides more accurate color rendition is pre- crosswalks, and pedestrian underpasses. These levels vary
ferred in areas with heavy nighttime activity, as it improves depending first on light type, then street functional classifica-
perception and sense of safety. tion (major, collector, and local roadways), and level of pedes-
SIDEWALKS
trian activity or “pedestrian conflict” (high, medium and low).

As part of the City’s efforts to reduce greenhouse gas emis-
sions, the City has been installing LED replacements for mer- Please refer to the current version of RP-8-00 for further
cury vapor lamps in cobrahead fixtures throughout Boston. recommendations on illumination levels.
The LED is expected to be the lighting element of choice for
future installations for a number of reasons:
2
>> LEDs offer up to 50% reduction in energy use and GHG

emissions by providing light that is more natural and evenly
distributed than other sources, allowing for greater visibility
with less light
>> LEDs last 12 to 15 years, versus four to five years for other
lamp types
>> LEDs can be color controlled to provide good color rendition
where needed, such as areas with high pedestrian activity
>> LEDs are directional and can be targeted to prevent
light trespass
Guidelines for Lighting Elements
Color Efficacy Application Lamp Life

Lamp Type Color/Tone Rendition (Lumens per Watt) Efficiency (Years) Typical Use
LED White Good 80 High 10 to 25 All locations with LED compatible fixtures.
High Pressure General lighting in areas with medium to

Warm Yellow Fair 108 Medium 4 to 5
Sodium low nighttime activity.
Electronic Sign Districts (Theater District,

Metal Halide Cool White Good 78 Medium 4 to 5 Landsdown Street); other areas with
heavy nighttime activity.

STREET LIGHTS
Siting and Clearances
Where possible, light poles should be located in the Note: In existing constrained rights-of-way where the dimen-
Greenscape/Furnishing Zone and should not impede sions listed below are not feasible, street lights should be
the Pedestrian Zone. The location of light poles must be located using engineering judgement.
coordinated with landscape, civil engineering, utility, and
traffic control plans to ensure that appropriate clearances are
maintained and that lighting is not obscured by tree canopies.
Minimum Street Light Siting and Clearances
SIDEWALKS
Min. 15’
2
Min. 15’
Min. 9’
Min.
20”
5’
Min.
6’
Min.
Traffic Light or Tree 15’

Banner Brackets 15’
Minimum Street Light
Curb Ramp 5’
Centerline Clearances
Minimum Vertical Bottom of Banner 9’
Fire Hydrant 6’ Clearances for Banners
and Hanging Plants*
Sidewalks <7’ Wide 20” Hanging Plant Brackets 13’
Minimum Pole Centerline
Setbacks from Curb
Sidewalks >7’ Wide 2’-3” Bottom of Hanging Plants 9’
*Note: Banners and hanging plants must be installed parallel to the roadway.

ROADWAYS
3

3
Roadways
Boston’s network of roads
has been built over centuries,
with streets first designed
for walking, horses, and
carriages. Over time, as
existing streets were re-
purposed and new street grids
were built to accommodate
the city’s growth, they became
dominated by automobiles.
This chapter covers roadway
design in the space between
ROADWAYS
curbs. It presents techniques to
rebalance the travel-lane needs
of different types of users—
bicycles, automobiles, delivery
3
trucks, and transit vehicles—
within Boston’s narrow rights-
of-ways.

Roadway Design Principles
Multimodal Smart
>> Boston’s roadways must be optimized to balance the >> Roadway elements such as sign and light poles, util-
needs of pedestrians, bicyclists, transit riders, and ity covers, hydrants, traffic control devices, etc, must
motorists, and will not be dominated by cars. Travel be thoughtfully laid out to maximize accessibility and
and parking lanes will be reduced to the minimum functionality; signs should be consolidated to reduce
number and widths necessary to accommodate clutter and maximize visibility, and utilities should
pedestrians, vehicular traffic including bicycles and be accessible for maintenance without obstructing
transit vehicles, as well as on-street parking. pedestrian crossings.
>> Opportunities will be taken to reallocate excess >> Opportunities should be explored to install sensors
roadway space once reserved for motor vehicle use to monitor and study operations, traffic conditions,
to widen sidewalks, install bicycle facilities, and/or modal counts, and air quality to improve the efficient
create plazas where possible. and safe movement of people and goods on Boston’s
roadways. Roadway design, signage, and lane
allocation will be coordinated with signal timing and
Green intersection design to efficiently move all modes of
transportation.
>> Roadway designs must offer people viable transpor- >> Wayfinding should be provided for all users on
tation choices and should provide safe and conve- Boston’s roadways. Walking, bicycling, and motor ve-
nient accommodations for all modes. Infrastructure hicle routes should be clearly signed and incorporate
for non-motorized transportation, high occupancy smart technologies wherever feasible for real-time
ROADWAYS
vehicles, and transit should be considered to help updates in delays, accident reports, and roadway
reduce single occupancy vehicles, congestion, and construction. During construction, alternative routes
greenhouse gas (GHG) emissions. should be signed for all modes.
>> Roadway designs must aim to maximize sustain-
ability to protect Boston’s environment. Designs
should reduce the amount of impervious surfaces to
3
recharge groundwater levels, treat stormwater runoff

on-site, and reduce erosion and water pollution.
>> Roadway materials should be long-lasting, low main-
tenance, and sustainable. Materials should be locally-
sourced, reused, or recycled whenever possible.
The Boston Public Works Department (PWD) and the Boston Transportation Department (BTD) are responsible for
approving all roadway designs on city-owned streets. As a division of PWD, the Public Improvement Commission
(PIC) must approve all changes to city-owned right-of-ways. Roadway designs may also require coordination with
the Boston Fire Department, Emergency Medical Services (EMS), and the Mayor’s Commission for Persons with
Disabilities.
For additional roadway design guidance, reference the Manual on Uniform Traffic Control Devices (MUTCD), the
National Association of City Transportation Officials (NACTO) Urban Street and Bikeway Design Guides, and the
American Association of State Highway and Transportation Officials (AASHTO) “Green Book” and “Bike Guide.”

Safe Speeds
25
Streets should operate at speeds that create comfortable Most city streets should be designed to
environments for pedestrians and bicyclists, as well as motor produce an operating speed that does
vehicles. Street designs will aim to limit excessive speeding, not exceed 25 mph.
and design speeds must be appropriate for the Street Type M P H
and context of surrounding land uses. New streets will be
designed to feel uncomfortable at speeds above the target The following exceptions apply:
design speed. On existing streets with excessive speeds,
traffic calming measures will be considered to reduce speeds
to improve safety and comfort for all users.
15
M P H
Shared Streets should be designed to produce op-
erating speeds that generally do not exceed 15 mph.
Pedestrians and bicyclists are particularly vulnerable in the
event of a crash. Speed is of fundamental importance: the se-
verity of a pedestrian injury in the event of a crash is directly 15
M P H
School Zones should be designed to produce op-
erating speeds that generally do not exceed 15 mph.
related to the speed of the vehicle at the point of impact. For
example, a pedestrian who is hit by a motor vehicle traveling
at 20 mph has a 95% chance of survival, whereas a pedes- 20
M P H
Neighborhood Residential Streets should be
designed to produce operating speeds that generally
trian hit by a motor vehicle traveling at 40 mph has a 15% do not exceed 20 mph.
chance of survival.† In addition, vehicles travelling at lower
speeds also have more reaction time which helps prevents
30 Parkways and Neighborhood Connectors
ROADWAYS
crashes. M P H should be designed to produce operating speeds
that generally do not exceed 30 mph.
Designing for reduced vehicles speeds is especially important
in a historic city like Boston. Boston has the highest walking
commute rate of any city in the US, due in large part to the Establishing speed regulations and posting speed limits
city’s historic compact form combined with its fine-grained requires conducting a comprehensive engineering study at
3
network of streets and paths. The city’s irregular street pat- locations where speed control is of concern. The purpose of
tern and short, intensely developed blocks contribute to pe- the study is to establish a speed limit that is safe, reasonable,
destrians constantly crossing the street. In addition, Boston’s and self-enforcing.
streets tend to have narrow sidewalks—often without a buffer
or Greenscape/Furnishing Zone—positioning people walking As stipulated by Massachusetts State law, the statutory
in close proximity to moving traffic. Together, these condi- speed limit on most city streets is 30 mph. Lower speed
tions make reducing vehicle speeds an important strategy to limits may be posted by BTD in school and safety zones.
improve safety and the quality of life in the city. The City of Boston supports new legislation to lower the
State statutory speed limit to 25 mph.
†
Killing Speed and Saving Lives, UK Dept. of Transportation, 1987,
London, England. See also Limpert, Rudolph. Motor Vehicle Accident
Reconstruction and Cause Analysis. Fourth Edition. Charlottesville, VA.
The Michie Company, 1994, p. 663.

Optimizing Use of
Street Space
The configuration and width of travel lanes and parking lanes
has a great impact on the availability of space on Boston’s
streets. Every foot of width between building faces is a pre-
cious commodity. Therefore, during road reconstruction and
resurfacing projects, the City of Boston shall assess reallocat-
ing street space to accommodate pedestrians, bicyclists,
and transit vehicles. Note that Massachusetts Law, under
Chapter 90E, section 2A states that all reasonable provisions
for the accommodation of bicycle and pedestrians shall be
made in the planning, design, construction, reconstruction, or
maintenance of any project. Street reconstruction should also
incorporate green elements such as street trees and land-
scaped areas. While these projects should strive to minimize
delay to motor vehicles, the safety and comfort of vulnerable Before Road Diet: Massachusetts Avenue with parking on
roadway users will be an equal priority. both sides of the street and two travel lanes in each direction.
Design solutions during resurfacing projects are likely to be

different than road reconstruction projects (e.g., projects in
which curb location and subsurface elements are impacted).
Road reconstruction projects are an opportunity to

ROADWAYS
reconsider all aspects of the cross section and to achieve a

balance between all users. This may include relocating the
curb, widening sidewalks, installing bicycle facilities, provid-
ing transit lanes, and incorporating green street elements.
Resurfacing and restriping projects, where the curb loca-

3
tion is fixed, should consider design solutions that reallocate

existing street space to accommodate bicycle and transit
facilities. Resurfacing projects are usually lower in cost and After Road Diet: Massachusetts Avenue with one parking lane,
quicker to implement than reconstruction projects. two travel lanes in each direction, and bicycle lanes in each
direction, as well as transit prioritization at specific locations
along the corridor.
Whether the project is a simple resurfacing or a more complex
reconstruction, the following basic steps should be undertaken
to optimize the use of street space.
The PWD and BTD must be consulted when street

optimization projects are being designed.

Lane Diet Lane Diet
Road Diet
Determine if the street is a candidate for a:
1 Road Diet
A road diet is a reduction in overall roadway width.
2 Lane Diet
A lane diet is a reduction in travel lane width.
Remove Lanes Reduce Lane Widths
An analysis should be done to determine if there is excess Consider narrowing lane widths based on the guidance in
ROADWAYS
capacity that can be reallocated to other modes by remov- the Minimum Lane Widths chart found on the next page.
ing one or more parking or travel lanes. To reduce excessive Reduced lane widths encourage slower vehicular speeds and
delay for motor vehicles, it may be necessary to retain turn can reduce crossing widths, further improving conditions for
lanes at intersections and/or adjust signal timing. A capac- pedestrians and bicyclists.
ity analysis is often necessary to evaluate the impacts of
the proposed design on the operation of the roadway or the Example candidates: Streets with travel lanes that are more
3
adjacent road network. than 10’ wide, streets with wide parking lanes, and
streets with wide center turn lanes.
Example candidates: Four-lane undivided roadways, which
can be converted to a three-lane cross section (one lane in Opportunities for reallocating space: During reconstruction
each direction with a center turn lane or center median), and projects, space can be reallocated to widen sidewalks, create
multi-lane streets with extra capacity where one or more lanes curb extensions, plant street trees or greenscape elements,
can be removed. See Three Lanes with a Center Turn Lane install street furniture, implement bicycle lanes or cycle
later in this chapter for more information. tracks, or provide on-street parking lanes.
Opportunities for reallocating space: During reconstruction During resurfacing and restriping projects, installing minimum
projects, space can be reallocated to widen sidewalks, create lane widths can provide additional space to install bicycle
curb extensions, plant street trees or greenscape elements, lanes or cycle tracks. On roadways with on-street parking and
install street furniture, implement bicycle lanes or cycle bicycle lanes, it is advantageous to provide additional width
tracks, or provide on-street parking lanes. to either the parking lane or the bicycle lane, particularly in
areas with high parking turnover, to reduce the likelihood that
During resurfacing and restriping projects, removing travel or a bicyclist will be struck by a motorist opening a car door.
parking lanes can provide additional space to install bicycle
lanes or cycle tracks. On roadways with on-street parking and
bicycle lanes, it is advantageous to provide additional width
to either the parking lane or the bicycle lane, particularly in
areas with high parking turnover, to reduce the likelihood that
a bicyclist will be struck by an opening car door.

Minimum Lane Widths in
the City of Boston
The following chart presents guidelines for designating lane
widths in the City of Boston. The lane widths should be con-
sidered minimums in design where available right-of-way is
constrained and trade-offs are required to meet the needs of
all users. They should be applied to major street reconstruc-
tions as well as projects where lane functionality is reallocated
between existing curb lines.
A design exception may be required for some widths on fed-

eral or state-funded projects. Due to coordination with other
jurisdictions, minimum lane width values are categorized by
the traditional functional classification system. Decisions
regarding lane widths in the city should support the desired
characteristics of Boston’s new Street Types.
The presence of heavy vehicles is a key consideration when

using minimum lane widths. Wider lanes ( 11’ to 12’) are
appropriate in locations with high volumes of heavy
vehicles (> 8%).
Because of the intricate history of Boston’s streets, typical

ROADWAYS
curb-to-curb widths vary along the length of a roadway,

providing multiple cross section widths and lane configura-
tions. Some of the most frequent curb-to-curb widths found
in Boston are 26’, 34’, and 40’; these cross sections
highlight the narrow right-of-way the City must work within.
In addition to narrow curb-to-curb widths, building setbacks
3
provide a limited sidewalk realm, typically 7’ in width. The

challenges of roadway design are emphasized when faced
with trade-offs in trying to provide space for all modes.
Narrowing lane widths and reclaiming space once dedicated

for automobile traffic is an important tool in equitably dividing
roadway space. Studies‡ show that narrower lane widths have
no measurable impact on capacity; however they may result
in a reduction of average travel speeds by one to three mph.
In response to specific conditions on a given roadway, lane
widths different from those prescribed may be required.
All lane width dimensions must be approved by BTD.
‡
Potts, Ingrid B., Harwood, Douglas W., and Richard, Karen R.
Relationship of Lane Width to Safety for Urban and Suburban Arterials.
Washington, D.C.: Transportation Research Board, 2007.

Minimum Widths for Roadway Lanes
FHWA Bicycle
Street Type Classification Bus Lane Turn Lane Travel Lane Lane Parking Lane
Downtown Commercial
Arterial 11’ 10’ 10’ 5’ 7’
Downtown Mixed-Use
Neighborhood Main
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Neighborhood Residential Collector N/A 10’ 10’ 5’ 7’
Industrial Street
Shared Street
Local roadways are typically one to two travel lanes, with or without parking, and
Parkway do not have pavement markings.
Local
Boulevard
3
Notes
Bus Lane
>> The minimum width of a shared bus and bicycle lane is 12’. Wider (13’ to 15’) shared bus and bicycle lanes are preferred to en-
able bicyclists and buses to pass each other.
>> Flexposts are only required for contra-flow bus lanes.
Travel Lanes
>> Wider travel lanes (11’ to 12’) are appropriate in locations with high volumes of heavy vehicles (> 8%).
>> Travel lanes immediately adjacent to on-street parking should provide a minimum combined parking and travel lane width of 19’.
>> Shared lane bicycle pavement markings are permitted on travel lanes of any width, in locations with and without parking. Bicycle
lanes are preferred to wider shared travel lanes, as narrower travel lanes are associated with lower speeds.
Bicycle Lanes
>> The preferred width for bicycle lanes is 6’ in areas with high volumes of bicyclists.
>> Wider bicycle lanes (6’ to 7’) are preferred in locations with heavy parking turnover.
>> Bicycle lanes 4’ in width may be considered on non-arterial roadways when not adjacent to on-street parking or at constrained
intersections.
Parking Lanes
>> Parking lanes with frequent loading zones may require wider parking lane widths.
>> Decisions regarding parking lane width when adjacent to bicycle lanes should consider parking turnover rates and vehicle types.
>> For lanes with peak hour parking restrictions, 12’ is the minimum width to accommodate shared use by parked vehicle and
bicycles during off-peak times.

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3

Design Features that
Reduce Operating Speeds
106 Mid-block Neckdowns
107 Chicanes
108 Center Islands
109 Speed Tables
110 Paving Treatments
111 Neighborways
Boston’s roadways must be designed to operate at speeds

appropriate for the context of the Street Type. Reconstruction,
resurfacing, and restriping projects offer opportunities to
redesign roadways and reduce operating speeds to desired
values. As discussed earlier in this chapter, narrower lane
widths have a traffic calming effect. Other speed-reduction
strategies discussed in this section will be considered for
roadway designs in Boston.
Traffic calming can be done without reconstruction or resur-

facing through tactical, efficient, and cost-effective mea-
sures; these include the installation of pavement markings
and/or flexposts, and the strategic placement of parking. In
addition, enforcement and regulatory measures can be used
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to reduce speeding.
As the focus of this chapter is street design “between the

curbs,” other chapters should be referenced for additional
traffic calming strategies including:
>> Intersection treatments such as signal timing progression,
3
raised intersections, and curb extensions can be used
to reduce traffic speeds—these are discussed further in
Chapter 4: Intersections.
>> Street trees have a calming effect on traffic speeds—they
are discussed in Chapter 2: Sidewalks.
Design features that reduce operating speeds must be

approved by BTD and PWD. Designs may also require
coordination with the Boston Fire Department, EMS, and
the Mayor’s Commission for Persons with Disabilities.
For additional design guidance, reference BTD’s

Pedestrian Safety Guidelines for Residential Streets.

DESIGN FEATURES THAT REDUCE OPERATING SPEEDS
Mid-block Neckdowns
Roadway geometry can be altered at mid-block locations to >> Where neckdowns provide pedestrian crossings,
reduce motor vehicle speeds by diverting the driver’s path of Americans with Disabilities Act (ADA) compliant curb
travel. Neckdowns are curb extensions on opposite sides of ramps, tactile warning strips, and cross slopes must be
the road which create a “pinch-point.” They are particularly provided; consider other traffic calming elements such as
useful on streets with longer block lengths where motorists raised crossings. For more information, see Chapter 4:
tend to pick up speed. They can be combined with mid-block Intersections, Raised Crossings and Intersections.
pedestrian crossings 1 to further enhance pedestrian safety >> Mid-block neckdowns can serve as alternatives to speed
by reducing crossing distances and increasing visibility. tables. See Speed Tables later in this Chapter for
more information.
Use >> Care should be taken to avoid suddenly squeezing bicy-
clists into the traffic flow on streets with higher volumes
>> Mid-block neckdowns can be used on two-way streets of traffic, particularly in locations with steep uphill grades
with one lane in each direction, and one-way roads with no where bicyclists may be travelling considerably slower
more than two lanes. They are sometimes combined with than motor vehicle traffic.
intermittent medians to reduce speeds along the length of >> On low-volume Residential Streets, neckdowns can
a roadway. reduce the street to one lane, requiring on-coming drivers
>> Vegetation used in the neckdown should generally be low- to alternate passage through the neckdown, while keep-
growing and low-maintenance. ing enough space for fire trucks and other large vehicles.
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>> In locations with mid-block pedestrian crossings, >> Designs should consider snow removal operations.
sight distances should be maintained. Mid-block neckdowns offer space to store snow in winter;
however, visual cues should alert snow plow operators of
the change in the roadway.
Mid-block
3
neckdowns
can help slow motor
vehicle speeds, narrow
crossing distances, and
provide locations for
greenscape.

Chicanes
Overview Use
A chicanes is a design feature that creates an “S” curve >> Chicanes can be used on two-way streets with one lane
in the roadway that drivers must weave through, with the in each direction, and one-way roads with no more than
effect of slowing speeds. Chicanes can be created by al- two lanes.
ternating parking from one side of the roadway to the other, >> The amount of horizontal deflection should be based on
as well as through curb extensions 1. Chicanes provide the proposed design speed of the roadway.
opportunities to increase sidewalk space and introduce >> Vegetation used in chicanes should generally be
green street elements in the right-of-way. low-growing and low-maintenance. In locations with
mid-block pedestrian crossings, sight distances must be
maintained.
Considerations
Chicanes require traffic to slow
down to navigate an “S” curve in >> Chicanes can serve as alternatives to speed tables. See
the roadway, as well as provide Speed Tables later in this Chapter for more information.
space for greenscape elements.
>> Care should be taken to maintain space for bicyclists, and
to avoid suddenly squeezing bicyclists into the traffic flow
on streets with higher volumes of traffic, particularly in
locations with steep uphill grades where bicyclists may be
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travelling considerably slower than motor vehicle traffic.
>> Designs should consider snow removal operations.
Chicanes offer space to store snow in winter; however,
visual cues should alert snow plow operators of the
change in the roadway.
3
1

Center Islands
A center island can be used to narrow the roadway, reduce >> Sidewalks should not be reduced in width and bicycle
motor vehicle speeds, and improve pedestrian crossings. lanes should not be eliminated in order to provide space or
Center islands also provide opportunities to introduce green additional width for islands.
elements in the right-of-way, and can be used to absorb >> Center islands can be combined with mid-block pedestrian
stormwater and reduce the heat island effect. crossings to reduce crossing distances. For more informa-
tion see the Intersections Chapter, Crosswalk Markings at
Use Uncontrolled Locations.
>> Permeable surfaces, street trees, and low-growing (less
>> Center islands with crosswalks and pedestrian refuges than 3’ at mature height including the height of the
improve pedestrian safety and access by reducing crossing curb and earthwork), drought-resistant plant materials
distances and enabling pedestrians to cross roadways in should be used wherever safe and feasible.
two stages. Islands with crossings should be designed with >> Plants should be located as far from the curb as possible
a stagger, or a “z” pattern 1, forcing pedestrians to face to prevent exposure to salt and sand.
oncoming traffic before progressing through the second >> Center islands should be at least 6’ wide when used
phase of the crossing. Center islands with crosswalks for low plantings, 10’ wide for columnar trees and
should meet all accessibility requirements. 18’ wide for larger shade trees.
>> Center islands can reduce the risk of head-on collisions >> Designs should consider snow removal operations. Center
and limit left turn opportunities to desirable locations (e.g., islands offer space to store snow in winter; however, visual
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signalized intersections). cues should alert snow plow operators of the change in
>> Center islands should be carefully designed to ensure the roadway.
proper drainage and maximize the potential for on-site
stormwater retention and infiltration.
>> Landscaped center islands are considered enhanced treat-
ments, and require a maintenance agreement.
3

Speed Tables
Overview
Speed tables are raised pavement areas that are placed at >> Speed tables should be clearly marked with reflective pave-
mid-block locations to reduce vehicle speeds. Speed tables ment markings 2 per the MUTCD to alert motorists and
are elongated and have been shown to effectively reduce bicyclists of their presence and they can adjust their speed
85th percentile speeds. Well-designed speed tables en- accordingly.
able vehicles to proceed comfortably over the device at the
intended speed, but cause discomfort when traversed at Considerations
inappropriately high speeds.
>> Speed tables should not be confused with speed bumps.
Speed table designs must be approved by BTD and PWD Speed bumps are used in parking lots and are NOT recom-
in consultation with the Boston Fire Department and EMS. mended for public streets.
>> Speed tables 22’ in length have a design speed of 25
Use to 30 mph and are easier for large vehicles to negotiate.
>> Avoid placing speed tables at the bottom of steep inclines
>> Speed tables are typically 3” higher than the roadway where bicyclists travel at higher speeds and may be
surface and 3” below the top of the curb, but can be surprised by their presence.
fully raised 6” to the height of the curb. >> Speed tables should be utilized in series or supplemented
>> Generally speed table design provides 22’ of length, with other traffic calming measures to effectively reduce
with 6’ ramps and a 10’ flat section along the top. They travel speeds throughout a corridor or neighborhood. When
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normally extend the full width of the roadway, although used alone, speed tables may otherwise result in speed
sometimes they are tapered at the edges to accommodate spiking, or when motorists travel at higher speeds
drainage patterns. between tables.
>> Speed tables should be designed with a parabolic profile or >> Designs should consider snow removal operations. Visual
a flat top 1, with consideration for a smooth transition for cues should alert snow plow operators of the change in
bicyclists. the roadway.
3
Speed tables should
provide a smooth
transition, and designs
should accommodate
stormwater drainage
patterns.
1
2’2
p.
Ty

Paving Treatments
Overview
The choice of roadway materials can have significant impacts >> Pedestrian crossings must meet accessibility requirements
on traffic safety and speeds, user comfort, vehicle mainte- by providing a smooth, stable, and slip-resistant accessible
nance costs, stormwater management, roadway noise, and path, and should include the necessary reflective markings
the heat island effect. Paving treatments include stamped as required in the MUTCD 1. Pavers should not be used
concrete or asphalt, and colored pavements. in crosswalks.
>> The use of colored pavements for traffic control purposes
Paving treatments can help reduce speeds and are more (i.e., to communicate a regulatory, warning, guidance
commonly used on streets with high volumes of pedestrians message) is narrowly circumscribed by the MUTCD, and
and lower volumes of motor vehicle traffic, such as shopping may be required to follow Federal Highway Administration’s
districts and main streets. Boston’s historic cobblestone (FHWA) experimentation process.
streets are an example of the effects of textured pavements
on vehicle speeds. Modern textured pavements are smoother Considerations
than cobblestones which help accommodate bicyclists.
Regardless of the material used on the roadway, an acces- >> Key considerations for pavement materials selection include
sible, smooth travel path must be provided at crosswalks in constructability, ease-of-maintenance, smoothness, durabil-
order to accommodate people with disabilities. ity, porosity, and color. Also, consideration should be given
to the Street Type, the volumes and types of users (i.e.,
Use pedestrians, heavy vehicles, bicyclists, etc.), adjacent land
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uses, and stormwater management goals.

>> Concrete is discouraged where frequent utility cuts are >> Materials that are locally-sourced or recycled should
likely, and must have joints to allow for expansion. be considered.
>> Pavers should generally not be used in roadway construc- >> Textured pavements are an expensive treatment and include
tion; however, they may be used in historic districts but long-term maintenance responsibilities.
require approval from the Historic Districts Commission >> Consider the reflective characteristics of the pavement; high
3
and the Public Improvement Commission. albedo pavements absorb less heat.
>> Care should also be taken to ensure that materials do not >> Slippery surfaces such as smooth granite, tile, or brick
settle to different heights. should not be used as they create slippery conditions for
>> The use of paving treatments in parking lanes can visually bicyclists and pedestrians in wet weather.
reduce the width of the roadway. >> Pavements that resist heaving and rutting should be used for
locations where heavy vehicles stand or park, or locations
that are particularly susceptible to wear, such as high-volume
intersections or steep grades. Concrete bus pads should be
considered on high frequency bus routes.

Neighborways
Overview Use
Neighborways, also known as “bicycle boulevards,” are quiet, >> Design features that reduce operating speeds are used to
often residential, streets that are designed for slower speeds, maintain low speeds (20 mph or less) on neighborways.
discourage unnecessary through-traffic by motor vehicles, and >> Neighborways are best accomplished in neighborhoods
give priority to bicyclists and pedestrians. Neighborways are with a grid street network (where one street is chosen
shared roadways where separate bicycle facilities (i.e., bicycle as the neighborway and through motor vehicle traffic is
lanes, cycle tracks, etc.) are not necessary. Neighborways are directed to parallel routes), but can also be accomplished
pedestrian and bicycle friendly streets, typically designated by by combining a series of road and trail segments to form
special wayfinding signs and pavement marking symbols. Also, one continuous route.
for other design considerations on shared facilities, see Shared >> Ideally, neighborways should not carry more than 1,000
Streets, Chapter 1, Streets Types. motor vehicles per day to be compatible with bicycling.
Traffic management devices are typically used to discour-
age motor vehicle through-traffic, while still enabling local
traffic access to the street.
>> Neighborways should be long enough to provide connec-
tivity between neighborhoods and common destinations.
Curb extensions can be used to create
traffic calming devices such as diverters,
chicanes, or mid-block neckdowns to help Considerations
maintain low speeds on neighborways.
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>> At major street crossings, neighborways may need
additional treatments other than marked crosswalks for
pedestrians and bicyclists. Treatments can include sig-
nage, median refuge islands, curb extensions, rapid flash
beacons, bicycle-sensitive loop detectors, and/or bicycle
signal heads.

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3

Travel Lanes
114 Three Lanes with Center Turn Lane

116 Peak Time Restricted Parking Lanes
117 Routes with Frequent Heavy Vehicles
118 Fire Department & EMS Accommodations
119 Reversible Lanes
The design of travel lanes will depend on available right-

of-way space, land use context, the mix of users, traffic
volumes, and roadway design speeds. Travel lane designs
should consider the impacts to all users, and the prevalence
of each user on the roadway, including bicyclists, passenger
vehicles, heavy trucks, buses, and emergency vehicles.
Accommodating all modes is challenging within Boston’s

constrained right-of-ways. Opportunities to move curblines are
rare and expensive. Narrow right-of-way widths in conjunc-
tion with varying roadway widths along the length of the street
create challenges to designing consistent facilities, especially
for bicyclists. Sharing roadway space has been one tool to
solve the narrow right-of-way problem. Strategies to share
space include peak-hour parking restrictions and shared lane
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markings for bicyclists. Another design tool widely used across
the country is shared center turn lanes, also known as two-way
left turn lanes.
The number and width of motor vehicle lanes will be mini-

mized to discourage speeding, provide space for pedestrian
3
and bicycle facilities, and decrease impervious surfaces.
Travel lane designs must also consider providing access for
truck traffic to industrial areas, as it is necessary for economic
development.
Travel lane designs must be approved by BTD and

PWD. BTD is responsible for all lane markings and
PWD for the reconstruction of city-owned roadways.

TRAVEL LANES
Three Lanes with Center Turn Lane
Overview
The most common road diet configuration involves convert- Roadway configurations with two travel lanes and a center turn
ing a four lane road to three lanes: two travel lanes with a turn lane can:
lane in the center of the roadway, often supplemented with >> Discourage speeding and weaving
painted, textured, or raised center islands 1. If considered >> Reduce the potential for rear end and side swipe collisions
during reconstruction, raised center islands may be incorpo- >> Improve sight distances for left-turning vehicles
rated in between intersections to provide improved pedes- >> Reduce pedestrian crossing distances and exposure to
trian crossings and incorporate greenscape elements. motor vehicle traffic
>> Reallocate space for sidewalks, bicycle lanes, cycle tracks,
Four to three lane conversions have been found to reduce bus bulbs, or curbside parking, which in turn creates a buffer
total crashes by an average of 29%.† The magnitude of the between motor vehicle traffic and pedestrians,
safety benefits at specific locations depends on the roadway >> Improve access for emergency vehicles by allowing them
context and the specific design of the conversion. to use the center turn lane to bypass traffic if a continuous
two-way left turn lane is provided.
†
Crash Modification Factor Clearing House, Countermeasure: Road diet
(Convert 4-lane undivided road to 2-lanes plus turning lane), http://www.
cmfclearinghouse.org/study_detail.cfm?stid=23
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3

Use Considerations
>> Four to three lane conversions should be considered for >> Four to three lane conversions typically have minimal effects
roadways with documented safety concerns, and along on the vehicular capacity of the roadway because left-turning
priority bicycle routes. vehicles are moved into a common two-way left turn lane.
>> Routes with volumes less than 15,000 average daily traffic >> Four to three lane conversion designs may consider provid-
(ADT) are generally good candidates for four to three lane ing a continuous turn lane down the center of the roadway,
conversions. called a two-way left turn lane.
>> Routes with volumes between 15,000 to 20,000 ADT may >> Consider documenting before-and-after studies of the
be good candidates for four to three lane conversions and conversion for safety and traffic flow improvements.
should be evaluated for feasibility.
>> Routes with volumes more than 20,000 ADT should be
evaluated for feasibility and studied to ensure that traffic
controls and access management are appropriate for larger
volumes of vehicles.
>> The minimum width of the center turn lane is 10’.
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3
1

TRAVEL LANES
Peak Time Restricted Parking Lanes
Overview
Peak time restricted parking lanes are parking lanes that are >> Peak hour restricted parking lanes should be a minimum
converted to other uses during peak or rush hour times. The of 12’ wide to accommodate parked cars and bicycles
traditional application of this treatment involves converting in off-peak times. See the Minimum Lane Width Chart
parking lanes to general purpose travel lanes. However, peak found earlier in this chapter for more information.
time restricted parking lanes can also be converted to other >> Peak time restricted parking lanes are not compatible with
purposes, including high-occupancy vehicle (HOV) lanes, bus curb extensions or neckdowns.
lanes, and bicycle lanes.
Considerations
Peak time restricted parking lanes can increase the capac-
ity of the roadway for general purpose traffic. Depending on >> Converting parking lanes to general purpose travel lanes at
conditions, an additional travel lane can improve capacity by peak times can make it difficult to install bicycles lanes due
600 to 1000 vehicles per hour. However, the capacity advan- to safety concerns associated with having moving traffic on
tages of peak time restricted parking lanes for moving general both sides of the bicycle lane. Potential solutions include
purpose traffic assume universal compliance with the parking off-street cycle tracks or shared travel lanes.
restriction; enforcement is required to deter illegally parked >> In some situations, there may be benefits to removing peak
vehicles during peak hours. time restricted parking lanes where they currently exist. The
availability of parking during peak times may encourage mo-
Use torists to visit roadside businesses. Also, parking improves
ROADWAYS
pedestrian comfort and safety by providing a buffer between

>> Peak time restricted parking lanes may be considered on pedestrians and moving vehicles. Finally, full time parking
roadways where additional capacity is needed during spaces permit the installation of curb extensions for different
peak hours. purposes such as bus bulbs to improve transit efficiency.
>> The decision to install peak time restricted parking should
be accompanied by a prompt and rigorous enforcement
3
effort that involves ticketing and towing illegally parked

vehicles.
Travel Lane During Peak Hours Parking Lane During Off-Peak Hours

TRAVEL LANES
Routes with Frequent Heavy Vehicles
Overview
Many of Boston’s busiest streets are also frequented by >> Heavy vehicle braking characteristics should be considered
heavy vehicles, such as commercial vehicles, buses, and when determining the placement of warning signs for inter-
heavy trucks. Heavy vehicles have different performance sections, curves, railroad crossings, mid-block pedestrian
characteristics than cars. For example, they require more crossings, and shared use trail crossings.
space for turning and longer stopping distances. Therefore, >> Separate cycle tracks or off-road paths should be provided
it is important to ensure that roads frequented by heavy on heavily used routes if insufficient space is available in
vehicles are designed to accommodate them safely alongside the roadway to accommodate both heavy vehicles and
other roadway users. bicyclists safely.
>> Skid resistance and strength should be considered when
Providing routes for heavy vehicles is essential to support- choosing pavement surfaces for routes frequented by heavy
ing Boston’s economy. The transportation network should vehicles. For routes with bus stops, consider installing
prioritize specific routes to accommodate freight, commercial concrete bus pads.
vehicles, and transit vehicles.
Considerations
Use
>> Flush medians or center turn lanes of sufficient width can
>> Roadways with more than 8% to 10% heavy vehicles help facilitate left-turn movements for heavy vehicles by
should generally have 11’ outside lanes. providing a space to stop and wait for gaps.
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>> Intersections with high volumes of large trucks, transit, and >> On sharply curving roads frequented by heavy vehicles,
commercial vehicles should be designed to sufficiently additional lane width may be necessary.
accommodate turning radii and stacking space. For ad- Boston’s transportation network should
ditional guidance on turning radii for heavy vehicles, refer to prioritize specific routes to accommodate
Chapter 4: Intersections, Corners and Curb Radii. freight, commercial vehicles, and
transit vehicles to supporting economic
development.

TRAVEL LANES
Fire Department & EMS Accommodations
Overview Use
Roadway designs must consider the needs of emergency Listed below is the Code of Massachusetts Regulations (CMR)
responders driving fire trucks and EMS vehicles. The goal of 527, which governs fire lanes in Massachusetts:
the Fire Department and EMS are to minimize response times >> Designation. The head of the fire department shall require
to save lives—seconds can make the difference between life and designate public or private fire lanes as deemed nec-
or death. The EMS department responds to an average of 300 essary for the efficient and effective use of fire apparatus.
emergencies per day and more than 100,000 per year, making Fire lanes shall have a minimum width of 18’.
Boston EMS one of the busiest services in the country. In fis- >> Obstructions. Designated fire lanes shall be maintained
cal year 2010, the Fire Department responded to over 70,000 free of obstructions and vehicles, and marked in an ap-
incidents, and responded to 72% of all calls within 4 minutes. proved manner.
>> Maintenance. All designated fire lane signs or markings shall
Many of the treatments in these guidelines are designed to be maintained in a clean and legible condition at all times
calm traffic and reclaim roadway space for a more equitable and replaced when necessary to insure adequate visibility.
division of the public right-of-way. Pedestrian deaths and inju-
ries significantly decrease as motor vehicle speeds decrease. The City of Boston Fire Prevention Code states:
Where speeding is of concern, traffic calming improves >> Approved hard-surface, all-weather access fire lanes,
pedestrian and bicycle safety and access, reduces frequency not less than 20’ in width, for use of Fire Department
and severity of vehicle crashes, adds parking lanes, and also apparatus, shall be provided to within 25’ of any build-
provides opportunities to introduce greenscape elements to ing or other structure at the site.
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reduce stormwater runoff.

New streets must be a minimum of 18’ to 20’, and aim to
Designs with traffic calming features must be approved improve connectivity; cul de sac developments are discouraged.
by PWD and BTD in consultation with the Boston Fire Curb extensions at mid-block must not reduce the overall
Department and EMS in order to minimize impacts to street width to less than 14’.
emergency response times.
3
Parking within 20’ of intersections is prohibited in the

City of Boston. Enforcement and design measures, including
signage, pavement markings, and curb extensions should
be considered to ensure intersections are free of parked
motor vehicles.
Considerations
>> Consider the maneuvering needs of fire trucks and emer-
gency response vehicles. At corners, the design of curb
radii must be balanced to accommodate fire trucks as well
as pedestrians; see Chapter 4: Intersections, Corners and
Curb Radii, for more information.
>> The design of plazas and curb extensions must take into
account the requirements for fire truck stabilization arms to
provide ladder access to upper stories on buildings.

TRAVEL LANES
Reversible Lanes
Reversible lanes have been effectively used to manage >> Reversible lanes on parkways should be designed to
congestion in numerous cities in the U.S., including Boston ensure pedestrian and bicyclist safety and comfort at
(Interstate 93). Reversible lanes allow one or more lanes on a intersection crossings. At intersections where no pedes-
roadway to switch the direction of travel at different times of trian crossing island is possible, sufficient crossing time
day. Reversible lanes are intended to improve traffic flow and should be provided to ensure slower pedestrians can clear
increase capacity during peak hours, roadway construction, the intersection.
planned special events, and for emergency management. >> Reversible lanes on freeways and bridges are often
Reversible lanes are typically found in tunnels, on bridges, designed with movable barriers that separate oppos-
and on highways. ing directions of traffic. This can be an important safety
consideration, due to increased speeds and the potential
There are generally two types of reversible lanes: for head-on crashes.
>> The direction of the entire width of the road reverses >> In locations where the entire direction of the road reverses
(e.g., all lanes are one-way inbound in the morning, and during certain hours of the day, entry and exit points must
outbound in the evening). This type of treatment is less be carefully designed to guide vehicles towards the correct
common in the U.S. direction of travel. This sometimes requires the closure of
>> The road remains two-directional, however the direction certain entry and exit points where such movements can’t
of one or more lanes in the center reverse direction during be accommodated.
rush hour. This is a more common type of reversible lane >> Reversible lanes may not work well on roads with poor
ROADWAYS
treatment in the U.S. sight distances caused by hills and curves in the road.
>> Reversible lane projects should undergo before and after
Reversible lane designs must be approved by BTD studies to determine if they are achieving their purpose of
and PWD. easing congestion without increasing crashes.
Use
3
Reversible lanes are appropriate for limited access freeways,
longer bridges and parkways with heavy commuter volumes.
Reversible lanes are not recommended for other Street Types
as they are associated with increases in the number and se-
verity of motor vehicle and pedestrian crashes on streets with
frequent intersections and pedestrian activity. The reversible
nature of the center of the street makes it impractical to pro-
vide either medians or left-turning lanes at intersections which
results in higher speeds and sudden lane changes on the part
of motorists, and long crossings with no median crossing
island for pedestrians. The combination of higher speeds and
unpredictable movements reduces safety for all modes.
Where appropriate, reversible lanes require signage, signal-

ization, pavement markings, and/or physical separation to
ensure drivers understand the operations of the roadway.
All traffic control devices for reversible lanes must comply
with the latest edition of the MUTCD. Changeable overhead
lane-use control signals require constant monitoring and
maintenance, since failure of a signal can have serious conse-
Silver Spring, Maryland
quences in terms of driver safety.

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3

Transit Lanes
122 Curbside Bus Lanes

123 Median Bus Lanes General Design Considerations
124 Contra-Flow Bus Lanes
125 Median Protected Busways
For Transit Lanes
Efficient, cost-effective public transportation is essential for >> Improving the frequency, speed, comfort, and reliability
continued growth and quality of life in a dense, compact city of transit is critical to supporting growth and encourag-
like Boston. Compared with single occupancy vehicles, buses ing mode shift away from private automobile use.
consume far less public space per passenger trip and can >> Transit lanes are well suited for arterial roads along
help relieve congestion, improve air quality, and reduce corridors with high population densities, frequent
GHG emissions. headways (10 minute peak or less), a concentration of
bus routes, and a concentration of major destinations.
The Massachusetts Bay Transit Authority (MBTA) runs an >> Curbside bus lanes are typically 11’ wide. They
extensive network of buses serving over 300,000 passengers are less expensive and easier to install than median
and growing each day. Buses that travel in mixed traffic on bus lanes or busways, but can be compromised by
congested streets are subject to delays. The City and MBTA double parked vehicles, turning vehicles, and vehicles
are working together to make bus operations in Boston faster entering and exiting parking lanes. Effective enforce-
and more reliable. Setting aside street space for the exclusive ment is essential.
use of transit vehicles is one way to improve efficiency in >> Curbside bus lanes should always consider shared
congested areas of the city. use with bicyclists when sufficient width is available;
typically 13’ to 15’ enable buses and bicyclists to
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Dedicated transit lanes (bus lanes and protected busways) pass one another. The minimum width of shared bus/
make it possible to increase the frequency and reliability of bicycle lanes is 12’.
bus service along a corridor and, where bus traffic is heavy, >> Combining bicycle use with physically protected bus-
help reduce congestion in other travel lanes. When combined ways typically is not feasible. These lanes are generally
with signal priority strategies and bus stop improvements designed to carry buses at high speeds with few
(shelters, seating, off-board fare collection, and real-time outlets. Separate bicycle facilities should be provided.
3
information displays), transit lanes can result in high quality,
fast, comfortable, and cost effective public transportation.
While transit lanes are the preferred design, in constrained

situations transit lanes may not be feasible, and enhancements Transit lane designs must be approved by PWD,
such as bus bulbs, consolidation of bus stops, and queue BTD, and the MBTA. For additional guidance for the
jumps at intersections can be used to improve travel speeds design of Bus Rapid Transit (BRT), see the Institute for
by reducing boarding times and time spent at traffic lights. Transportation and Development Policy’s Bus Rapid
Transit Planning Guide.
These guidelines outline two basic types of transit lanes:
Bus Lanes, which are demarcated with color but no physical
separation, and Busways, which are physically separated
from general traffic. Bus Stops and shelters are discussed in
Chapter 2: Sidewalks. Designs for transit at intersections (i.e.,
queue jumping lanes, signals) are discussed in Chapter 4:
Intersections.

TRANSIT LANES
Curbside Bus Lanes
Curbside bus lanes in the roadway are reserved primarily for >> Space for a curbside bus lane is typically created by
buses and are distinguished by colored pavement, bus-only removing a travel lane, parking lane, or median.
pavement markings, and signage 1. They are generally open >> Curbside parking adjacent to bus lanes should be avoided
to private vehicles at intersections as turning lanes. Where when feasible, as vehicles performing parking maneuvers
bus lanes are adjacent to curbside parking, vehicles can in the bus lane will delay buses and decrease the efficiency
cross the bus lane to access parking but may not continu- of service.
ously travel in them. In general, bus lanes should operate as >> Measures to reduce conflicts with right-turning vehicles
shared bus/bicycle lanes 2 where space permits. and opposing left-turning vehicles through signalization
and signage should be considered.
Use >> Curbside bus lanes can complicate access to adjacent
commercial buildings particularly if parking is removed for
>> Curbside bus lanes provide fast, efficient service on one- installation.
way or two-way multi-lane streets where there is adequate
width to accommodate them.
>> Curbside bus lanes are placed on the right hand side of the
road, adjacent to the curb or curbside parking. They work Where space permits, curbside bus lanes
best in locations with no curbside parking. should allow for shared bus/bicycle use. A
>> To deter encroachment by private vehicles, curbside bus minimum width of 12’ is required for shared
bus/bicycle lanes, but preferably 13’ to 15’ wide
ROADWAYS
lanes are marked with colored pavement and bus-only lanes should be provided to allow for passing.
pavement markings.
>> The minimum width of a bus lane is 11’.
>> Curbside bus lanes can be shared with bicyclists when
sufficient width is provided for dual bicycle/transit use,
typically 13’ to 15’ to enable vehicles and bicyclists
3
to pass one another. The minimum width of shared bus/

bicycle lanes is 12’.
2 1

TRANSIT LANES
Median Bus Lanes
Overview Use
Median bus lanes run in the center of multi-lane streets with >> Median bus lanes provide fast, efficient, and reliable ser-
station stops located on center islands. Compared with vice on two-way, multi-lane streets with adequate width
curbside bus lanes, median bus lanes provide better service for bus lanes and stations. They are preferable to curbside
and have fewer conflicts with parking, stopping, and turning bus lanes on streets with high-turnover parking and heavy
vehicles. However the cost is typically higher because of the right-turn volumes.
need for island station stops. Generally stops are spaced >> Bus stops along median bus lanes are generally spaced
farther apart than curbside bus stops. With fewer conflicts further apart, ( 1/3 to 1/2 mile) than curbside bus stops
and more widely spaced stops, median bus lanes provide ( 1/5 to 1/4 mile) to permit greater speeds and reduce
high quality service that approaches BRT. Also see Median trip times for buses. For more information on bus stop
Protected Busways later in this chapter for more information. spacing distances, see Chapter 4: Intersections, Bus Stop
Location.
>> To deter encroachment by private vehicles, bus lanes are
Median bus lane stations marked with colored pavement and bus-only
are typically spaced pavement markings 1.
every 1/3 to 1/2 mile. >> The minimum width of a bus lane is 11’.
Considerations
ROADWAYS
>> Space for a median bus lane is typically created by removing
a travel lane, parking lane, or median.
>> Compared with physically-separated median busways,
median bus lanes are less expensive to construct and main-
tain, consume less roadway width, and are more flexible
for passing and entering buses, but they may be subject to
3
encroachment by private vehicles. Enforcement is required.
>> Station dimensions vary depending on the peak passenger
volume 2.
2
The minimum width
of a bus lane is 11’.

TRANSIT LANES
Contra-Flow Bus Lanes
Overview
Contra-flow bus lanes run counter to the flow of general >> To deter encroachment by private vehicles, bus lanes are
traffic on one-way streets, essentially rendering the street marked with colored pavement and bus-only
two-way 1. They are generally used on short segments of pavement markings and flexposts where feasible 2.
connector streets to provide a continuous transit network, >> Arrow pavement markings are used to highlight the
such as the contra-flow bus lane on Washington Street in direction of travel.
the South End. Because pedestrians, bicyclists, and drivers
may be unaccustomed to looking both ways on these streets, Considerations
contra-flow lanes should be well marked and separated from
opposing traffic lanes. >> Space for a contra-flow bus lane is typically created by
removing a travel lane, parking lane, or median.
Use >> Contra-flow bus lanes are less likely to be encroached
on by private vehicles than other bus lanes, as offenders
>> Contra-flow bus lanes provide fast, efficient, and reliable would be trapped and easily apprehended.
service on streets that are one-way for general traffic with no >> Signal progression should take into consideration bus head-
parking on the contra-flow side. ways riding against regular traffic flow.
>> The minimum width for a contra-flow bus lane is 11’, >> Measurements to reduce conflicts with opposing left turn-
and may require additional width for separation depending on ing vehicles through signalization and signage should
the context of the roadway. be considered.
ROADWAYS
>> Separation from opposing traffic can be achieved with double >> Contra-flow bus lanes may require modifications be made
yellow lines supplemented by flexposts depending on traffic to existing signal timing.
speeds, visibility, available width, and land use context.
3

TRANSIT LANES
Median Protected Busways
Overview Use
Median protected busways are transit lanes in the center >> Median protected busways provide fast, efficient, and reli-
of multi-lane streets that are separated from general traffic able service on multi-lane streets with adequate width for
by means of a physical barrier 1. Only transit and emer- the lane, barrier, and stations.
gency vehicles are permitted in these lanes. Combined with >> Separation from general traffic is achieved by means of a
comfortable stations and off-board fare collection, median curb, island, fence, or other well-defined structural feature.
protected busways can form the framework of a BRT system. >> Bus stations on median protected busways are generally
They can also serve as a precursor to light rail. spaced further apart ( 1/3 to 1/2 mile) than curbside
bus stops ( 1/5 to 1/4 mile) to permit greater speeds
Median protected busways are less flexible than median bus and to reduce trip times for buses. For more information on
lanes as they do not generally allow passing and buses can bus stop spacing distances, see Chapter 4: Intersections,
only enter and exit at specific locations. They are also more Bus Stop Location.
expensive to construct and maintain than median bus lanes; >> The minimum width for a busway is 11’ for the bus
however, they allow for more consistent speeds and require lane plus 1’ shy distance from the median barrier.
less enforcement.
Considerations
>> Space for a median protected busway is typically created
by removing a travel lane, parking lane, or median.
ROADWAYS
>> The width of the station varies depending on peak pas-
senger volume.
>> Opportunities for passing and entry/exit of buses must be
designed into the system.
>> Because of the physical barrier, special procedures for
snow removal are required.

ROADWAYS
3

Bicycle Facilities
General Design Considerations

128 Cycle Tracks
129 Bicycle Lanes
for Bicycle Facilities
130 Left-Side Bicycle Lanes
131 Buffered Bicycle Lanes >> Road diets, lane diets, and the consolidation or removal
132 Contra-Flow Bicycle Lanes of on-street parking should be considered in order to
133 Climbing Lanes provide adequate space for bicycle facilities. More
134 Marked Shared Lanes guidance on optimizing street capacity and Boston’s
135 Priority Shared Lanes minimum lane widths is provided earlier in this chapter.
>> While Massachusetts State Law maintains it is illegal
Since Mayor Menino launched Boston Bikes in 2007, Boston for motorists to open car doors into oncoming traffic
has made considerable progress in becoming a bicycle until it is safe to do so without interfering with other
friendly city, incorporating bicycling into transportation traffic, including bicyclists and pedestrians, the
projects, retrofitting existing streets with new bicycle lanes, potential hazard of opening car doors should still be
and establishing new programs that support and encour- considered when developing appropriate designs
age bicycling. Ridership in the City has more than doubled, for bicycle facilities. Design options on the following
increasing 122% from 2007 to 2009. To date, more than 50 pages have been provided to help reduce conflicts
miles of on-road bicycle facilities and 1,500 bicycle parking between bicycles and the opening of car doors.
spaces have been installed, with more facilities to be installed >> Colored pavement should be considered to increase
in the upcoming years. awareness of bicycle facilities at:
>> Curbside locations where there are conflicts with
These guidelines outline two basic types of cross sections: parking or stopping in the bicycle lane
ROADWAYS
exclusive facilities where roadway space is designated for >> The beginning of the block for a short distance to
bicycle use, and shared facilities where bicycles and other highlight a bicycle lane
vehicles share roadway space. Like pedestrians, bicyclists are >> Intersections to increase awareness of conflicts
vulnerable road users and can be seriously injured in a minor areas and increase visibility
collision. For many people, bicycling in close proximity to fast >> Roadways should be designed to provide the most
moving traffic can be uncomfortable. On streets without bi- direct and appropriate bicycle route, and minimize
3
cycle facilities, the competition for space can result in unsafe convoluted or out-of-the-way routing. Where roadway
behavior by both motorists and bicyclists. In addition, the widths change along the length of the street, designs
lack of on- or off-street bicycle accommodations can increase should aim to provide continuous facility types to the
the number of bicyclists riding on the sidewalk, conflicting maximum extent feasible.
with pedestrian traffic. Well-designed bicycle facilities reduce >> Bicyclists are more vulnerable to broken or uneven
conflicts and help facilitate predictable movements. pavement, drainage structures, and utility access
covers, which can cause a loss of balance or swerv-
Exclusive bicycle facilities are the preferred facility type in ing. Drainage inlets should be safe for bicycle wheels.
Boston; however, in general, exclusive facilities are not appro- Where possible, the installation of bicycling facilities
priate on Neighborhood Residential and Shared Streets where should be coupled with an evaluation of pavement
traffic conditions support bicycling without needing separa- conditions and improvements to ensure smooth
tion, and neighborway treatments should be considered. See riding surfaces.
Neighborways found earlier in this chapter for more informa- >> Angled parking adjacent to on-street bicycle facilities
tion. On streets where an exclusive facility is not feasible, the should require reverse-angle parking to increase vis-
appropriate shared facility design should be determined by an ibility of bicyclists when exiting spaces.
engineer and approved by BTD.
Guidance on intersection treatments for bicycles is pro- Bicycle facility designs must be approved by BTD,
vided in Chapter 4: Intersections, Bicycle Accommodations PWD, and Boston Bikes. Additional guidance for
at Intersections. Bicycle parking is covered in Chapter 2: the design of bicycle facilities can be found in the
Sidewalks, Bicycle Parking and Bicycle Racks. MUTCD, the NACTO Urban Street and Bikeway
Design Guides, and the AASHTO “Bike Guide.”

BICYCLE FACILITIES
Cycle Tracks
Cycle tracks are bicycle facilities physically separated from >> Cycle tracks should be designed to allow bicyclists to pass
adjacent travel lanes. They can be designed at the same level one another.
of the sidewalk separate from pedestrian travel 1, or on the >> Cycle tracks require increased parking restrictions com-
roadway separated through the use of a raised median or pared to bicycle lanes to provide for visibility at
on-street parking 2. Cycle tracks are for the exclusive use intersection transitions.
of bicyclists and provide added separation that enhances >> Vertical curb separation should be considered where on-
the experience of bicycling on urban streets. Cycle tracks street parking is not present. Snow clearance will need to be
can either be one-directional or two-directional, and can be considered with this option. Parking protected cycle tracks
provided on both sides of two-way streets or on one side of may be combined with islands at corners and crossings.
one-way streets. >> When a cycle track is provided on the same side of the
road as transit operations, transit stops and waiting areas
Use should be provided between the cycle track and the road-
way to reduce conflicts between pedestrians loading and
>> Cycle tracks are typically installed on streets with higher unloading, and bicyclists.
traffic volumes and/or speeds, with long blocks and there- >> On streets with high volumes of pedestrians and con-
fore fewer intersections. strained sidewalks, cycle tracks may not be appropriate
>> Cycle tracks can be useful on streets that provide connec- due to the strong likelihood that pedestrians will use the
tions to off-street trails, since bicyclists on these streets cycle track as an extension of the sidewalk.
ROADWAYS
may be more accustomed to riding in an area separated >> The presence of drainage and utility structures along the
from traffic. curb may reduce the effective width of the cycle track.
>> Intersection design for cycle tracks is complex and requires >> Maintenance should be considered during all seasons,
careful attention to conflicts with turning vehicles. See including street sweeping and snow removal during winter.
Chapter 4: Intersections, Cycle Tracks at Intersections for
more information.
3
>> The minimum width of a one-way cycle track is

5’ to 7’, and a two-way is 8’. When adjacent to
on-street parking, a minimum 2’ to 3’ buffer should
be provided between parking and the cycle track; the
buffer serves as a pedestrian loading and unloading zone
and helps keep bicyclists out of the door zone of parked
vehicles.
1
2

BICYCLE FACILITIES
Bicycle Lanes
Bicycle lanes provide an exclusive space for bicyclists through >> When deciding which side of the roadway to place bicycle
the use of lines and symbols on the roadway surface. Bicycle lanes, consider parking configurations and turnover, the pres-
lanes are for one-way travel and are normally provided in both ence of medians, the continuity of the facility, and the configu-
directions on two-way streets and/or on one side of a one-way ration and complexity of turning movements at intersections.
street. Bicyclists are not required to remain in a bicycle lane Left-side bicycle lanes are discussed on the next page.
when traveling on a street, and may leave the bicycle lane as >> Wider bicycle lanes ( 6’ to 7’) enable bicyclists to pass
necessary to make turns, pass other bicyclists, or to properly one another on heavily traveled corridors and increase
position themselves for other necessary movements. Bicycle separation from faster traffic.
lanes may only be used temporarily by vehicles accessing >> Where additional space is available, consider providing a
parking spaces and entering and exiting driveways and alleys. buffered bicycle lane, discussed later in this section.
>> On constrained corridors with high parking turnover,
Use consider designing pavement markings to guide bicyclists
outside of the door zone of parked vehicles. Treatments
>> Bicycle lanes can be used on one-way or two-way streets, include installing a buffer on the parking side of the bicycle
and on single or multi-lane roads. lane, door zone, hatch marks, or using parking T’s instead
>> Bicycle lanes may be placed adjacent to a parking lane or of a longitudinal parking line.
against the curb if there is no parking. >> Consider using colored pavements to highlight areas where
>> Bicycle lanes are typically installed by reallocating existing conflicts might occur, such as at intersection and
ROADWAYS
street space (i.e., narrowing other travel lanes, removing driveway crossings.
travel lanes, and/or reconfiguring parking lanes).
>> The minimum width of bicycle lanes in Boston is
5’, with 4’ permitted under limited circumstances
based on engineering judgment. Bicycle lanes 4’ in
width may be considered for non-arterial roadways when
3
not adjacent to on-street parking. Bicycle lane, travel lane,
and parking lane widths are provided in the Minimum Lane
Width Chart found earlier in this chapter.

BICYCLE FACILITIES
Left-Side Bicycle Lanes
In some locations, bicycle lanes placed on the left-side of the >> On one-way streets with parking on both sides, bicyclists
roadway can result in fewer conflicts between bicyclists and riding on the left will have fewer conflicts with car doors
motor vehicles, particularly on streets with heavy right-turn opening on the passenger side.
volumes, or frequent bus headways where buses commonly >> Colored pavement should be considered in curbside
operate in the right-side curb lane. Left-side bicycle lanes locations to increase awareness of the restriction against
can increase visibility between motorists and bicyclists at parking or stopping in the bicycle lane.
intersections due to the location of the rider on the left-side of >> Left-side placement may not be appropriate in locations
the vehicle. where the street switches from one-way to two-way
operation.
Use >> Left-side bicycle lanes may not be appropriate near the
center or left-side of free flow ramps, or along medians with
>> On one-way streets where parking is only provided on the street car operations, unless appropriate physical separa-
right-hand side, left-side bicycle lanes are often a better tion can be provided including signal protection where
option than right-side bicycle lanes because there are appropriate. See Chapter 4: Intersections, Bicycle Lanes at
fewer conflicts with parked cars. The same is true for two- Intersections for more information.
way streets with continuous, raised center medians where
on-street parking is not provided adjacent to the median.
>> Left-side bicycle lanes have the same design requirements
ROADWAYS
as right-side bicycle lanes.

3

BICYCLE FACILITIES
Buffered Bicycle Lanes
Buffered bicycle lanes are created by painting a flush buffer >> Where only one buffer can be installed on a constrained
zone between a bicycle lane and the adjacent travel lane. corridor with on-street parking, the buffer should typically
While buffers are typically used between bicycle lanes and be placed between the bicycle lane and parking lane,
motor vehicle travel lanes to increase bicyclists’ comfort, depending upon roadway speeds and parking turnover.
they can also be provided between bicycle lanes and parking
lanes in locations with high parking turnover to discourage
bicyclists from riding too close to parked vehicles.
Use
>> The recommended minimum width of a buffer is
3’; however width may vary depending upon the
available space and need for separation. Buffers should be
painted with solid white lines and channelization
markings 1.
>> Buffers can be useful on multi-lane streets with higher
speeds, but are not required in these locations.
ROADWAYS
3

BICYCLE FACILITIES
Contra-Flow Bicycle Lanes
Overview Use
The current pattern of street directions in Boston (i.e., two-way >> Contra-flow bicycle lanes are used on one-way streets that
or one-way in one of two directions) has been developed provide more convenient connections for bicyclists where
primarily to facilitate efficient movement of automobile traffic other alternative routes are less desirable or inconvenient.
and has led to significant number of one-way streets. This, >> Contra-flow lanes are less desirable on streets with frequent
combined with the organic, non-grid nature of much of the and/or high-volume driveways or alley entrances on the side
city’s layout, often make bicycling to specific destinations with the proposed contra-flow lane.
within short distances difficult. >> Care should be taken in the design of contra-flow lane
termini. Bicyclists should be directed to the proper location
A contra-flow bicycle lane can help to solve this problem, by on the receiving roadway.
enabling only bicyclists to operate in two directions on one-
way streets. Contra-flow lanes are useful to reduce distances Considerations
bicyclists must travel and can make bicycling safer by creating
facilities to help other roadways users understand where to >> Observations of wrong way riding may indicate the need to
expect bicyclists. consider a contra-flow lane.
>> A bicycle lane or other marked bicycle facility should be
provided for bicyclists traveling in the same direction as
motor vehicle traffic 1 on the street to discourage wrong
way riding in the contra-flow lane.
ROADWAYS
>> Parking is discouraged against the contra-flow lane as driv-

ers’ view of oncoming bicyclists would be blocked by other
vehicles. If parking is provided, a buffer is recommended
to increase bicyclists’ visibility. On-street parking should be
restricted at corners.
>> A double yellow line should be provided between the contra-
3
flow lane and opposing travel lane. The double yellow line
should be dashed if parking is provided on both sides of
the street.

BICYCLE FACILITIES
Climbing Lanes
Overview Use
On roadways with steep and/or sustained grades where there >> Climbing lanes should be used in the uphill direction on
is not enough space to install standard 5’ wide bicycle roadways with steep grades to provide a dedicated space
lanes on both sides of the street, climbing lanes are provided for bicyclists.
on the uphill side of roadway while shared lane markings >> Climbing lanes have the same minimum width as stan-
are provided in the downhill direction. Bicyclists traveling in dard bicycle lanes, 5’.
an uphill direction move at significantly slower speeds than
adjacent traffic, and therefore benefit from the presence of Considerations
a bicycle lane. When travelling downhill, bicyclists gain mo-
mentum and can travel at similar speeds as motor vehicles; >> In general, designs should aim to provide bicycle lanes on
therefore, shared lane markings are provided in the downhill both sides of the street where space permits. Wider outside
direction. travel lanes with shared lane markings should be provided
if standard bicycle lanes do not fit within the provided
right-of-way.
>> If on-street parking is provided in the downhill direction, it is
particularly important to ensure that bicyclists are directed
to ride in a location outside of the door zone.
ROADWAYS
3

BICYCLE FACILITIES
Marked Shared Lanes
Overview
Where it is not feasible or appropriate, dependent upon >> On narrow travel lanes adjacent to on-street parking,
the Street Type and surrounding context of the roadway, shared lane markings should be placed in a location that is
to provide separate bicycle facilities such as lanes or cycle outside of the door zone 2 of parked vehicles.
tracks, bicyclists, motorists, and transit vehicles share travel >> Shared lane markings should be supplemented by SHARE
lanes. Marked shared lanes are indicated by specific bicycle THE ROAD signs, and MAY USE FULL LANE signs
symbols called shared lane markings 1 or “sharrows.” where appropriate.
Shared lane markings help direct bicyclists to ride in the most Considerations
appropriate location on the roadway, provide motorists visual
cues of where to expect bicyclists, and help encourage safer >> Marked shared lanes should be provided after considering
passing behaviors. They may also be used in multiple lanes narrowing or removing travel lanes, parking lanes, and me-
for positioning bicyclists for turning movements. dians as necessary to provide an exclusive bicycle facility.
>> Shared lane markings may be placed on both sides of the
Use road where there are multiple routes along a corridor.
>> For multi-lane applications, shared lane markings should
Marked shared lanes are typically provided on streets where generally be provided in the outside travel lane, but
space constraints make it impossible to provide bicycle lanes. symbols can be marked in multiple lanes to indicate travel
Shared lane markings should not be used on streets with patterns by bicyclists. Shared lane markings may be
ROADWAYS
speed limits higher than 35 mph, or on streets where speeds supplemented by additional treatments; see the following
and volumes are low enough that it is desired for bicyclists to section, Priority Shared Lanes, for more information.
ride in traffic. For detailed dimensions on placement of shared >> Shared lanes can be used to complete connections
lane markings, see the latest edition of the MUTCD. between bicycle lanes and other facilities.
3

BICYCLE FACILITIES
Priority Shared Lanes
On multi-lane streets, marked shared lane symbols, or >> Priority shared lanes should be provided after consider-
“sharrows,” can be enhanced with dashed longitudinal lines ing narrowing or removing travel lanes, parking lanes, or
and colored pavements 1. This marked lane within the lane medians as necessary to provide an exclusive facility.
can reduce conflicts by encouraging (though not requiring) >> Dashed longitudinal lines and/or colorized pavement may
vehicles to use inside lanes and reserve the outside lane for be provided along the length of the corridor, or be
bicyclists. On streets with narrow travel lanes, priority shared location specific.
lanes direct the bicyclist to the correct and most conspicuous >> The City of Boston is currently conducting an FHWA ap-
position on the road—the middle of the travel lane. proved experiment along Brighton Avenue for design varia-
tions in dashing styles, colored pavements, and signage for
Use priority shared lanes.
>> Priority shared lanes are appropriate on multi-lane one-

way and two-way streets with higher traffic volumes and
speeds, where roadway space is not available for separate
bicycle facilities.
>> Shared lane markings should be supplemented by SHARE
THE ROAD signs, and BICYCLE MAY USE FULL LANE signs
where appropriate.
ROADWAYS
3
1

4 INTERSECTIONS

4
Intersections
Boston’s neighborhoods
are defined by its squares—
Dudley, Hyde, Roslindale,
Mattapan, Kenmore, and
Maverick—where streets,
sidewalks, and public spaces
come together, and all
modes of travel converge.
Intersections at the heart
of these squares take many
forms, depending on street
geometry, the character of
buildings, and the presence
of greenscape and art.
Intersections can serve as
neighborhood gateways and
plazas. Ranging in scale and
4 INTERSECTIONS
complexity, they can be simple
or challenging to navigate.
This chapter presents ways to
balance the needs of all users
while preserving a unique
sense of place at Boston’s
intersections.

Intersection Design Principles
Accessible for All Ease of Maintenance Reclaiming Space

Universal accessibility design Intersection materials should be long- Intersections that contain wide,
principles should inform all aspects lasting and sustainable, requiring a low undefined areas of pavement
of intersection design, ranging from amount of maintenance. Pavers are not necessary for the efficient
geometry to signal timing with a not allowed in crosswalks, and a clear movement of motor vehicles provide
commitment to achieving the best accessible path should be provided opportunities to reclaim street space
outcome for all users within the across intersections. for pedestrians, transit users, and
constraints of each site. bicyclists, as well as greenscape.
Minimum Signal Cycle Lengths Traffic Controls

Signal cycle lengths should be minimized to reduce delay Intersections should be evaluated to
for all users. As technology advances, traffic signalization provide the most efficient and cost-
should evolve towards a smarter, more equitable system effective method of control, including
that passively detects pedestrians, bicyclists, transit, and STOP- and YIELD-controlled, as well
motor vehicles. as signalized intersections.
P
4 INTERSECTIONS
Reduce Clutter Balancing Users’ Needs

Intersection elements, such as Intersection design should balance the safe and efficient move-
sign and light poles, utility covers, ment of non-motorized users with the efficient movement of motor
hydrants, traffic control devices, vehicles. Pedestrians and bicyclists are susceptible to far greater
etc, must be thoughtfully laid out injuries in the event of a crash with a motor vehicle. As pedestrians
to maximize accessibility and are the most vulnerable roadway user, intersection designs must
functionality, and utilities should be prioritize their needs. This design principle must inform all aspects
accessible for maintenance without of intersection design, from determining the number of lanes, to the
obstructing pedestrian crossings. configuration of crosswalks, to the design of traffic controls.

Emissions Smart Tags All-Weather Access
“Tags” are an evolving Intersections should function during
Reductions technology that provide all weather conditions including rain
Coordinated signal timing can reduce information to people via and snow. Designs should prevent
energy consumption and emissions and mobile devices with internet ponding of precipitation at ramps,
should be considered in every project, access, which are particularly and provide storage space for snow
but should not cause excessive delay to useful for people walking during winter.
environmentally-friendly modes of travel or using transit. Designs
such as walking and bicycling. should consider including
tags to provide way-finding
Stormwater information, as well as details Obeying the Law
Intersections should facilitate
Management about local facilities and
businesses. predictable movements, and
Green street elements should be encourage people to obey all traffic
incorporated whenever possible to reduce laws, in particular laws that impact
runoff and the amount of impervious the safety of non-motorized users.
surface at intersections and street corners. Traffic controls should be designed
Greenscape should be incorporated not in a consistent, predictable manner
only to recharge groundwater, but to filter to help encourage safe behaviors.
pollutants and improve air quality.
4 INTERSECTIONS
The Boston Public Works Department (PWD) and Boston Transportation

Sensors Department (BTD) are responsible for approving all intersection designs. The
Public Improvement Commission (PIC) must approve all changes made to
Opportunities should be explored to install
city-owned right-of-ways. Intersection designs may also require coordina-
sensors to monitor and study operations,
tion with the Boston Fire Department, Emergency Medical Services (EMS),
traffic conditions, modal counts, and air-
and the Mayor’s Commission for Persons with Disabilities.
quality to improve efficiency.

4 INTERSECTIONS

Multimodal Intersections
142 Pedestrian Experience

143 Transit User Experience
144 Bicyclist Experience
145 Motorist Experience
146 Multimodal Level of Service
Intersections are locations where modes come together, and Traditional policies, both written and unwritten, have focused
where the most conflicts and crashes occur on the roadway. primarily on reducing motor vehicle delay, which offers
People who travel on Boston’s streets should feel safe and benefits of reducing vehicle emissions and fuel consumption;
comfortable, and experience a minimal amount of delay dur- however, these policies prioritized motorists over other users.
ing all trips regardless of whether they are made on foot, by Moving forward, intersection design in Boston will equally
bicycle, via transit, or in an automobile. Intersection designs address the safety, comfort, and convenience of all modes.
must address three basic needs:
The design of multimodal intersections will include the follow-
Safety – the most important objective of intersection design ing considerations:
is the safety of all users.
>> The safety of all users will be the priority of
Convenience – intersections should be convenient to ac- intersection design.
cess and comfortable for all users. >> Decisions regarding intersection design will not be made
solely on the delay to individual legs or movements occur-
Minimal Delay – users should not be unduly delayed when ring for short periods of time.
moving through intersections. >> Automatic pedestrian phases—not requiring pushbutton
activation—should be used wherever feasible.
Intersection safety is of paramount concern in the City of >> Generally, concurrent pedestrian phases will be provided
Boston. Intersection design should carefully balance the for the full length of the corresponding vehicle phase
safety needs of all users, and should recognize that non- when feasible.
motorized users are more vulnerable and suffer far greater
injuries in the event of a crash. Different design elements of the roadway environment impact
4 INTERSECTIONS
the basic needs described above. Unfortunately, several
Intersections should be functional and easy to navigate, and elements that improve conditions for one mode can have
designed with intuitive geometry and clear regulatory and the effect of reducing the quality of service for other modes.
wayfinding instructions through signage, pavement markings, Multimodal Level of Service (LOS), also termed “quality of
and signalization. Also, designs should reflect users’ desired service,” provides a set of tools that can be used to measure
travel paths as seamlessly as possible. how well intersections perform for various modes. In the
context of intersections, the following pages illustrate the
elements that matter most to each mode, as well as a discus-
sion of the tradeoffs faced with trying to balance the needs of
safety, convenience, and minimal delay for all users.

MULTIMODAL INTERSECTIONS
Pedestrian Experience
The primary needs of pedestrians at intersections include:
Safety Convenience Minimal Delay
Lower motor vehicle Less exposure to Accessible crossings: Comfortable and Frequent opportuni-
speeds: conflicts: >> American’s with inviting spaces: ties to cross:
>> Narrower motor >> Dedicated space Disabilities Act >> Appropriate >> Appropriate
vehicle lane widths >> Shorter crossing (ADA) compliant sidewalk widths for traffic controls
>> Reduced distances curb ramps that pedestrian volumes (i.e., signage vs.
turning radii >> Improved sight prevent ponding of >> Crossings that signalization)
>> Traffic calming lines and visibility precipitation reflect pedestrian >> Pre-timed
measures >> Crossing islands >> ADA compliant desire lines pedestrian signals
where appropriate crosswalks >> Buildings that for every cycle
>> Appropriate signal >> Accessible pedes- front the street >> Responsive
timing and cross- trian signals that >> Transparent pushbuttons where
ing treatments inform users when store fronts applicable
signals have been >> Street trees >> Direct routes
activated >> Amenities such as across complex
benches, recycling intersections
and trash recep-
tacles, public art,
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street cafés, etc.
P P

Transit User Experience
The primary needs of transit users at intersections include:
Good pedestrian Accessible transit Connections to other Comfortable transit Minimal delay in
and bicycle stops: modes: stop locations: service:
accommodations >> ADA compliant >> Good pedestrian >> Transit shelters >> Frequent
(see previous landing zones at and bicycle >> Recycling and trash headways
sections) all doors accommodations receptacles >> Signal priority
>> Appropriate >> Bicycle share >> Route information >> Queue jump lanes
Less exposure to sidewalk widths stations >> Storage space for >> Off-bus fare
conflicts: for pedestrian >> Wayfinding snow during winter collection
>> Bus bulbs (Curb volumes signage
extensions at >> Well-lit
bus stops) transit stops
>> Transit-only lanes
>> Far-side bus stops
P
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P

Bicyclist Experience
The primary needs of bicyclists at intersections include:
Lower motor vehicle Less exposure to Degree of separation: Well-maintained >> Responsive
speeds: conflicts: >> Intersection treat- and bicycle-friendly traffic signals
>> Narrower motor >> Dedicated space ments for separate intersections: >> Bicycle signals
vehicle lane widths >> Shorter crossing bicycle crossings >> Good pavement >> Bicycle detection
>> Reduced distances >> Bicycle lanes quality >> Direct routes
turning radii >> Signal design that >> Buffered >> Materials that across complex
>> Traffic calming accommodates bicycle lanes reduce vibrations intersections
measures bicycle speeds >> Cycle tracks >> Connections to
>> Signal design that other bikeways
reduces conflicts >> Wayfinding signs
with other modes >> Bicycle parking
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P P

Motorist Experience
The primary needs of motorists include:
Designs that reduce Safe options for turn- Well-maintained Responsive signal
conflicts and the ing movements: intersections: design:
severity of crashes: >> Phase-separated >> Good pavement >> Coordinated
>> Improved sight turning movements quality signal timing
lines and visibility >> Advanced >> Wayfinding signage >> Responsive
>> Dedicated space stop bars loop detectors
for all modes >> Separate turn and signals
>> Warning signage lanes (only when
and pavement necessary)
markings
>> Well-lit crossings
P P
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Multimodal Level of Service
Overview
Level of Service (LOS) is used to measure the effectiveness of The 2010 Highway Capacity Manual (HCM) provides methods
streets and roadways in meeting the needs of travelers based for measuring multimodal level of service (MMLOS) that en-
on various modeling techniques. Traditionally, LOS in urban ables road designers to balance the interrelated needs of all
areas focused particularly on the capacity of intersections, modes of transportation. This is a particularly useful tool for
specifically on the amount of delay caused to motorists. intersection design. The 2010 HCM introduces new model-
ing techniques that cover a broader range of factors that are
important to non-motorized users, such as perceived comfort
and safety in the roadway environment. A transit quality of
service is a new feature of the 2010 HCM as well. The follow-
ing factors are taken into account for MMLOS:
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>> Pedestrian LOS: includes the traditional measure of delay >> Bicycle LOS: includes two models that measure capac-
and sidewalk capacity (based on volumes and sidewalk ity—one for roadways and one for shared use paths. A third
width), but now also includes a pedestrian quality of ser- model provides a measure of bicyclists’ feeling of comfort
vice model. The model uses traffic volumes, speeds, and along a roadway, given various traffic factors including travel
the quality of the buffer between the sidewalk and roadway volumes, speeds, lane widths, presence of a shoulder or
to determine how comfortable and safe a typical pedes- bicycle lane, presence of occupied on-street parking, etc.
trian feels when walking adjacent to and crossing the road.
>> Motor vehicle LOS: the HCM continues to provide a motor
>> Transit LOS: determined for “urban street facilities” and vehicle LOS model that measures capacity (or delay) at
“urban street segments.” Factors include the frequency of intersections.
service, travel time speeds, crowding, reliability, amenities
at stop, and pedestrian LOS. Multimodal LOS will be used as a planning tool to balance
the needs of all modes during future transportation projects
in the City of Boston. Designers should use this tool to
balance maximizing safety and accessibility with improving
mobility and reducing delay for all modes.
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P

Intersections and
Street Types
The design of an intersection should reflect the context of Intersections with Parkways
converging Street Types, surrounding land uses, and the and Boulevards
neighborhood identity. Key elements of an intersection,
such as lane and curb alignments, crosswalk locations, and Parkways and Boulevards are characterized by longer
bicycle accommodations, vary in design and configura- block lengths and consistent design elements along the
tion depending on the function of the street and role of the length of the corridor, and require special consideration at
intersection in the surrounding neighborhood. For example, intersections. Where Parkways and Boulevards cross other
Dorchester Avenue, a Neighborhood Main Street in most Street Types, it is important that the character of the former
sections, has been improved with new plazas and wider be maintained. For example, Commonwealth Avenue, one of
sidewalks at main intersections, such as Peabody Square the Boston’s most well-known Boulevards, intersects many
and Andrews Square, to support a lively pedestrian realm Neighborhood Residential Streets; however, throughout the
with retail shops and restaurants. length of the corridor and at crossings the character of the
Boulevard is maintained.
Urban design elements on Downtown Commercial,
Downtown Mixed-Use, and Neighborhood Main Streets,
should take precedence over design features on
Neighborhood Connector, Residential, and Industrial Street
Types. Intersections that transition from one Street Type to
another should alert all users of the change in the character
of the roadway through obvious and intuitive design features.
Intersections of the following Street Types involve important
types of transitions and design considerations.
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Intersections with Neighborhood Intersections between Neighborhood
Residential Streets Main Street and Neighborhood Connector
When other Streets Types intersect Neighborhood Residential As Neighborhood Connectors approach Neighborhood
Streets, the design of the intersection should reflect the change Main Streets, an increase in pedestrian and bicycle activ-
in use of the street. Users approaching the Residential Street ity should be expected and must be considered in designs.
should recognize a change in the roadway towards a slower Gateway treatments, traffic calming measures, and the creation
speed environment. Treatments such as raised crossings and of inviting spaces should characterize intersections between
curb extensions can help facilitate slower speeds, and visually Neighborhood Connectors and Neighborhood Main Streets.
demarcate the change in Street Type.
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Placemaking at Intersections
152 Reclaiming Space at Intersections

154 Gateways and Transitions Street Name Signs
155 Building Entrances
and Multimodal Wayfinding
Intersections, while serving important transportation func- Street name signs and multimodal wayfinding signs are
tions, are also outdoor rooms for the surrounding community. important for the safety and convenience of all users on
They are places for people to gather and enjoy rather than Boston’s roadways, and should be placed at strategic
only to pass through. Factors that contribute to a sense of locations to maximize visibility. Street name signs can be
place at intersections and along roadways include: mounted overhead or on posts. The placement of street
>> Physical elements such as building facades that help name signs should be determined on a case-by-case
“enclose” the space, street trees, free standing walls, and basis using engineering judgement. Consideration should
decorative fences be given to possible obstructions including trees, utility
>> Public facilities like libraries, post offices, and poles, traffic signals, and other signs.
community centers
>> Local amenities including corner groceries, restaurants, Post-mounted street name signs should be placed on
and specialty retail stores existing posts wherever possible unless obstructions
>> The presence of a subway, bus-station hub, or Hubway reduce visibility. Also, they should be placed diagonally
bicycle share station opposite on the far-right side of a four-way intersection of
>> Attractive sculptures and wall art such as murals that help two-way streets.
to define community identity
Street name signs that highlight local district or neighbor-
Redesigning intersections to create a more lively, pedestrian- hood character are encouraged, and should be similar in
friendly environment can be achieved through simple, creative look and feel to enhance the sense of place.
measures such as installing planters; benches at corners;
neighborhood boards or kiosks to announce local events; As street name signs play an important role in wayfind-
curb extensions to create small plazas and parks; and ing, specific pedestrian and bicycle wayfinding signs are
pedestrian-scale lights. also important for navigating Boston’s complex street
4 INTERSECTIONS
network. Innovative and creative wayfinding can include
Intersections also play an important role in wayfinding and street names embedded in the sidewalk at corners or in-
urban recognition. Intersections are often where memorable stalled on building facades; simple ground markers used
landmarks are located, such as a building, plaza, or piece to distinguish walking or bicycling routes or highlight
of art, which can help people recognize their location or specific destinations; and special pavement markings
remember a route through the city. Major intersections can on the sidewalk or roadway demarcate popular walking
also serve as gateways, indicating the arrival at a new district routes like the Freedom Trail or bicycle routes.
or neighborhood.
Pedestrian scale signage should include Braille and be
multi-lingual as necessary and appropriate to the specific
location. In general, bicycle wayfinding signs should be
post-mounted and provide directional, distance, and/
or time information to popular destinations, major transit
hubs, and bicycle paths and routes.
All signs on Boston’s streets should conform to the

latest edition of the Manual on Uniform Traffic Control
Devices (MUTCD) and meet all accessibility require-
ments. Locations for signs should be selected based
on engineering judgment and must be
approved by BTD and PWD.

PLACEMAKING AT INTERSECTIONS
Reclaiming Space at Intersections
Reclaiming space for pedestrians and non-motorized users

at intersections can be accomplished with short-term and
long-term solutions:
Short-term ways to creatively redistribute space at intersec-

tions include reclaiming parking spaces for parklets 1,
bicycle share stations 2, temporary plazas, and mock curb
extensions. Space can be redefined with seating areas, plant-
ers, and paint.
Long-term options include tightening corner radii, permanent

curb extensions 3, the removal of turn lanes or parking lanes,
the closure of slip lanes and incorporating the space into
the sidewalk, or the narrowing of travel lanes. Space can be Non-permanent
reclaimed for a variety of purposes including improving safety, interventions,
widening sidewalks, adding bicycle facilities, and providing such as in-street
space for traffic control devices, utilities, greenscape 4, street bicycle share stations
and parklets, can help
furniture 5, vending, and public art. Space can be reclaimed
redistribute space at
in the middle of an intersection, extended from corners, or legs intersections and enliven 1
of an intersection can be closed to motor vehicle traffic and the public realm.
converted for other purposes such as a pedestrian plaza. Large
sculptures can be incorporated to serve as a gateway treat-
ment and landmark. An island or extension can also provide a
location for a transit stop.
Some of Boston’s intersections are especially broad for

historic reasons. The evolution of Boston’s transportation net-
work produced streets that intersect at irregular angles, and
4 INTERSECTIONS
often large corner radii were built to accommodate streetcar

tracks; this additional roadway pavement at intersections
can be reclaimed to make the space more comfortable for
pedestrians and bicyclists, and to reinforce the sense of place
and community identity.
4
Slip lanes and

islands can
be reclaimed
for additional
sidewalk space
and help slow
turning
vehicles.

2
Curb extensions permanently

reclaim space at intersections,
and can create space for
greenscape, seating, and
public art.
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5

Gateways and Transitions
Overview
Major intersections often serve as transitions and gateways Horizontal cues at intersections may be more subtle but are
that mark a change between Street Types and neighbor- effective at alerting drivers, bicyclists, and pedestrians that
hoods. Gateways may not always mean the literal sense of they are transitioning into a new space. Cues include the
the word, but can include a variety of visual cues—some are color and texture of the paving, the geometry of the intersec-
located on the surface of the roadway and sidewalks, while tion, and changes in the height of the roadway. Crosswalks
others are vertical elements that can be recognized from a can be wider, accented with colored paint, and/or include
distance. The visual cues at transitions help alert users of a special markings along the edges while providing an acces-
change in the roadway environment, and are important feasible path along the center. Crosswalks or entire intersections
tures that contribute to the sense of place in the community. can be raised 4 to provide easier crossings and calm traffic
as motorists enter a neighborhood. Curb extensions can also
Use slow speeds through intersections and reinforce the sense of
enclosure, similar to the presence of larger buildings.
Vertical cues include the massing and height of buildings at
corners, which should be greater to create an architectural Considerations
gateway marking the entrance to a new district or the heart
of a Neighborhood Main Street. Corner building entrances All visual cues should be contextual and relate to the Street
should open at the corner, and help to form a visual frame Type or district beyond the transition or gateway. A smaller
around the intersection. Other vertical cues that can suggest gesture of the same elements—raised crosswalks, special
a gateway or transition include sculptures, murals, and other paving, or lighting—could be repeated in subsequent, smaller
forms of public art; varying heights of street trees 1; decora- intersections. In this way, the transition or gateway at the
tive stormwater planters 2; special lighting fixtures 3; and initial intersection introduces the palette for the neighborhood
banners strung across the street or mounted on light poles and helps to set the tone for the next several blocks.
announcing the district or neighborhood.
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4
2

Building Entrances
Overview Use
The way a building entrance relates to the street can have sig- >> Building entrances should be placed at corners when-
nificant impacts on pedestrian flows, access, and safety. Ideally, ever possible, to encourage pedestrians, bicyclists, and
buildings should front the sidewalk. Entrances should provide transit users to cross at intersection locations rather than
access to and from the sidewalk. Note, this section focuses on mid-block.
entrances at corners; for more general information on building >> Corner building entrances should be set at a diagonal to
entrances, see Chapter 2: Sidewalks Building Entrances. the corner 1 to optimize sidewalk space and help sepa-
rate movements of pedestrians entering the building with
Corner buildings should locate entrances at the corner rather those that are passing by.
than closer to mid-block. Building entrances located at >> Sidewalks near building entrances should be wide enough
mid-block are more likely to encourage mid-block pedestrian to accommodate people who are standing, socializing, and
crossings, whereas building entrances located at corners are walking through 2. Additional space based on pedestrian
more likely to encourage crossing at intersections. Mid-block volumes may be needed at corners to accommodate
locations offer sight lines in two roadway directions; corner people waiting to cross the street 3.
locations offer sight lines in three or more roadway directions. >> It is important to maintain visibility at building entrances,
Corner entrances provide more eyes on the street, the most particularly when located adjacent to pedestrian crossings.
direct pedestrian access to buildings for more people, natural
meeting locations, and better taxi and transit accessibility.
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P
Considerations
>> Building owners with store fronts and corner entrances should
consider providing lighting during non-business hours for
safety and to maximize visibility of the sidewalk and roadway.
>> Building entrance designs should consider the relationship of
the entrance 4 to transit stops.
>> Vehicles may not park within 20’ of an intersection.
Designs should consider striping, signage, and providing 20’
long curb extensions to deter parking. Additionally, measures
should be taken to prevent motorists from obstructing cross-
walks while dropping off or picking up passengers at corner
building entrances.

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Intersection Geometry
158 Corners and Curb Radii

160 Curb Ramps
162 Curb Extensions
164 Crossing Islands
166 Raised Crossings and Intersections
168 Neighborhood Traffic Circles
169 Diverters
Well-designed intersection geometry is crucial for creating

safe and efficient multimodal intersections. Many of Boston’s
intersections have complicated geometric configurations as
the result of patchwork, centuries-old street patterns meeting
more regular street grids built over the city’s various landfills.
While typical right-angled, four-legged approaches are abun-
dant in most neighborhoods, there are also many instances
of odd-angled intersections such as those along Dorchester
Avenue, and multi-legged approaches such as at Kenmore
Square, Grove Hall, and Andrews Square. The geometry of
many of Boston’s major intersections provides a unique sense
of place and can help define a neighborhood.
Designing multimodal intersections requires geometry that

increases safety for all users in combination with effective and
efficient traffic control measures. Changes in geometry can
help to reduce vehicle turning speeds, increase pedestrian
comfort and safety, and create space for dedicated bicycle
facilities. One of the key considerations of intersection
geometry is the location of pedestrian crossing ramps and
4 INTERSECTIONS
crossings relative to vehicle paths.
Intersection geometry must be approved by BTD and

PWD in consultation with the Boston Fire Department,
Boston EMS, and the Mayor’s Commission for
Persons with Disabilities. For additional road-
way design guidance, reference the MUTCD, the
National Association of City Transportation Officials
(NACTO) Urban Street and Bikeway Design Guides,
and the American Association of State Highway
Transportation Officials (AASHTO) “Green Book” and
“Bike Guide.”

INTERSECTION GEOMETRY
Corners and Curb Radii
Overview Use
As one of the great walking cities, Boston intersections The smallest feasible curb radii should be selected for corner
require well designed and pedestrian-friendly corners. Corner designs. Small curb radii benefit pedestrians by creating
design has a significant impact on how well an intersection sharper turns requiring motorists to slow down, increasing
serves the diversity of roadway users. Two of the most impor- the size of waiting areas, allowing for greater flexibility in the
tant corner design elements are the effective curb radius and placement of curb ramps, and reducing pedestrian crossing
the actual curb radius. Actual curb radius refers to the curve distances. Small curb radii may be more difficult for large
that the curb line makes at the corner, while effective curb vehicles to negotiate, however on-street parking or bicycle
radius refers to the curve which vehicles follow when turning, lanes may provide the larger effective radii to accommodate
which may be affected by on-street parking, bicycle lanes, the appropriate design vehicle.
medians, and other roadway features.
The following guidelines should be considered when
Corner and curb radii designs must be approved by BTD designing corners:
and PWD. >> Corner designs must balance the needs of pedestrians
and vehicles.
1
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Small curb radii

benefit pedestrians
by helping to control
vehicle speeds
and creating more
sidewalk space.

>> Corner designs should maximize pedestrian safety and >> The maximum desired effective curb radius is 35’ to
comfort by minimizing the actual curb radii while providing accommodate large vehicles 2; however all factors that
an adequate effective radii to accommodate large trucks. may affect the curb radii must be taken into consideration.
>> The design of the actual curb radius should be based on These include:
the elements that create the effective radius, which must >> The Street Types
accommodate the selected design vehicle’s turning radius. >> The angle of the intersection
The design vehicle should be selected according to the >> Curb extensions
types of vehicles using the intersection with considerations >> The number and width of receiving lanes
to relative volumes and frequencies. >> Where there are high volumes of large vehicles
>> An actual curb radius of 5’ to 10’ should be used making turns, inadequate curb radii could cause large
wherever possible including where: vehicles to regularly travel across the curb and into the
>> There are higher pedestrian volumes pedestrian waiting area
>> There are low volumes of large vehicles
>> Bicycle and parking lanes 1 create a larger effective radius Considerations
A variety of strategies can be used to maximize pedestrian
safety while accommodating large vehicles, including:
>> Adding parking and/or bicycle lanes to increase the effec-
tive radius of the corner
>> Striping advance stop lines 3 on destination streets to
enable large vehicles to make the turn by encroaching into
the adjacent roadway space
Effective radius
>> Varying the actual curb radius over the length of the turn so
that the radius is smaller as vehicles approach a crosswalk
and larger when making the turn
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>> Installing a textured, at-grade paving treatment to
Actual curb radius
discourage high-speed turns while permitting turns by
larger vehicles
>> Restricting access and operational changes prohibiting
certain movements
Effective
radius
Actual
curb
radius

Curb Ramps
Overview
A curb ramp provides pedestrians a smooth transition from the PWD is currently in the midst of a multi-year effort to sys-
sidewalk to the street. Appropriately designed curb ramps are tematically install over 700 ADA compliant curb ramps an-
critical for providing access across intersections and at mid- nually. Curb ramps must be approved by PWD, BTD, and
block for people with mobility and visibility disabilities. ADA the Mayor’s Commission for Persons with Disabilities,
guidelines require all pedestrian crossings be accessible to and comply with all accessibility guidelines.
people with disabilities by providing curb ramps. Curb ramps
also benefit people pushing strollers, grocery carts, suitcases,
or bicycles.
1
4 INTERSECTIONS

Use
Intersection geometry should be influenced by the following >> A level landing pad 2, no greater than 2% slope in any
curb ramp design principles: direction and a minimum of 4’ wide perpendicular to
>> Wherever feasible, curb ramp locations should reflect a the curb, must be provided on the sidewalk.
pedestrian’s desired path of travel through an intersection. In >> Curb ramps should generally be as wide as the Pedestrian
general, this means providing two separate curb ramps at a Zone 3 on the approaching sidewalk.
corner 1 instead of a single ramp that opens diagonally at >> Curb ramps must include ADA compliant detectable warn-
the intersection. ing strips 4 to alert people who have visual impairments
>> Curb ramps should be designed to avoid the accumulation that they are about to enter a roadway. Detectable warn-
of water or debris. One strategy for preventing water accu- ings strips include a series of truncated domes. Detectable
mulation is to locate drainage inlets on the uphill side of the warning strips must ensure a 70% contrast in color to with
ramp. During winter, snow must be cleared from curb ramps the surrounding pavement, and the standard color is yellow.
to provide an accessible route. Detectable warning strips must be designed according to
specifications determined by PWD.
>> Detectable warning strips are required at all roadway cross-
ings, regardless of whether there is grade separation, such
as at raised crossings and raised intersections 5, at cross-
ing islands, or at crossings along Shared Streets.
5 >> If used, pedestrian pushbuttons should be easily activated
and conveniently located near each end of the crosswalk,
between the edge of the crosswalk line and the side of a
curb ramp.
2 Considerations
4
>> There are a variety of standard curb ramp designs, includ-
4 INTERSECTIONS
ing perpendicular ramps and parallel ramps. In the case of
perpendicular ramps, the ramp is perpendicular to the curb
line; for parallel ramps, the ramp is parallel to the curb line.
The appropriate design should be determined on a site-
by-site basis. Key factors to consider include pedestrian
Width of
crossing distances, desire lines, sidewalk width, proximity
Pedestrian
Zone to traffic, curb height, street slope, and drainage.
Level M
in. >> Flares are required when the surface adjacent to the
Landing Pad 5’
Flares ramp’s sides is walkable but they are unnecessary when
this space is occupied by a landscaped buffer. Excluding
flares can also increase the overall capacity of a ramp in
high-pedestrian areas.
4’ >> Consider installing raised crossings or raising the entire
n.
Mi intersection 5. Raising the crossing or intersection
Detectable eliminates the need for curb ramps because a continuous
Warning Strip
sidewalk realm is provided across the intersection. Note,
Perpendicular detectable warning strips still must be provided at raised
Curb Ramp Detail crossings and intersections. For more information, refer to
Raised Crossings and Intersections later in this chapter.

Curb Extensions
Overview
Curb extensions, also known as neckdowns, bulb-outs, or >> Curb extensions at intersections may extend into either
bumpouts, are created by extending the sidewalk at corners one or multiple legs of the intersection, depending on the
or mid-block. Curb extensions are intended to increase configuration of parking.
safety, calm traffic, and provide extra space along sidewalks >> Street furniture, trees, plantings, and other amenities must
for users and amenities. not interfere with pedestrian flow 6, emergency access, or
visibility between pedestrians and other roadway users.
Curb extensions have a variety of potential benefits including:
>> Additional space for pedestrians to queue before crossing Considerations
>> Improved safety by slowing motor vehicle traffic and empha-
sizing pedestrian crossing locations >> The turning needs of larger vehicles should be considered
>> Less exposure to motor vehicles by reducing crossing in curb extension design.
distances 1 >> Care should be taken to maintain direct routes across
>> Space for ADA compliant curb ramps 2 where sidewalks intersections aligning pedestrian desire lines on either side
are too narrow of the sidewalk. Curb extensions often make this possible
>> Enhanced visibility between pedestrians and other as they provide extra space for grade transitions.
roadway users >> Consider providing a 20’ long curb extension to
>> Restricting cars from parking too close to the crosswalk area restrict parking within 20’ of an intersection.
>> Space for utilities, signs, and amenities such as bus shelters
or waiting areas, bicycle parking 3, public seating 4,
street vendors, newspaper stands, trash and recycling
receptacles, and greenscape elements
Curb extension designs must be approved by BTD and PWD.
Use
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>> Curb extensions should be considered at corners or mid-

block only where parking is present or where motor vehicle
traffic deflection is provided through other curbside uses
such as bicycle share stations or parklets.
>> Curb extensions are particularly valuable in locations
with high volumes of pedestrian traffic, near schools, at
unsignalized pedestrian crossings, or where there are
demonstrated pedestrian safety issues.
>> A typical curb extension extends the approximate width of
a parked car, or about 6’ from the curb.
>> The minimum length of a curb extension is the
width of the crosswalk, allowing the curvature of the curb
extension to start after the crosswalk which should deter
parking; NO STOPPING signs should also be used to dis-
courage parking. The length of a curb extension can vary
depending on the intended use (i.e., stormwater manage-
ment, bus stop waiting areas, restrict parking).
>> Curb extensions should not reduce a travel lane or a
bicycle lane to an unsafe width 5.

>> Curb extensions should be proposed on snow emergency
routes after consultation with BTD and PWD.
>> In order to move traffic more efficiently, curb extensions should
not be installed on arterials with peak hour parking restrictions.
>> When curb extensions conflict with turning movements, the
width and/or length should be reduced rather than eliminating
the extension wherever possible.
>> Emergency access is often improved through the use of curb
extensions as intersections are kept clear of parked cars.
>> Curb extension installation may require the relocation of exist-
ing storm drainage inlets and above ground utilities. They may
also impact underground utilities, parking, delivery access,
garbage removal, snow plows, and street sweepers. These
impacts should be evaluated when considering whether to
install a curb extension.
>> Curb extensions at bus stops are called “bus bulbs.” See
Transit Accommodations later in this chapter for
more information.
A typical curb
extension is
about 6’ wide, or
approximately the
width of a parked car.
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3
6’
1 5 p.
Ty
5’
n.
Mi
2’
to
2 1’

Crossing Islands
Overview Use
Crossing islands are raised islands that provide a pedestrian Crossing islands should:
refuge while crossing multilane roadways. Crossing islands >> Include at-grade pedestrian cut-throughs as wide as the
improve pedestrian safety by reducing pedestrian exposure connecting crosswalks 1, detectable warnings 2, and
in the roadway and improve access at intersections and mid- be gently sloped to prevent ponding of water and ensure
block crossings. They are particularly valuable when used at proper drainage
unsignalized crossings along multilane roads because they >> Be at least 6’ wide, preferably 8’ wide, to provide
make it easier for pedestrians to find gaps in traffic and allow adequate refuge for pedestrians with strollers or bicycles
pedestrians to cross in two stages. At mid-block crossings, >> Accommodate turning vehicles
islands should be designed with a stagger, or in a “z” pattern, >> Extend beyond both sides of the crosswalk at intersections 3
forcing pedestrians to face oncoming traffic before progress-
ing through the second phase of the crossing. For an illustra- Signalized intersections with crossing islands must be
tion, see Chapter 3: Roadways, Center Islands. designed to allow pedestrians to cross in one stage. Please
refer to BTD’s Signal Operations Design Guidelines for more
Crossing islands must be approved by BTD, PWD, and the information.
Mayor’s Commission for Persons with Disabilities, and
comply with all accessibility guidelines.
4 INTERSECTIONS
Mi
n.
3
6’

Considerations
>> Crossing Islands should be considered where crossing >> Where possible, stormwater management techniques 4
distances are greater than 50’. should be utilized on crossings islands with adequate
>> Crossing islands should generally not be considered for space, however not in the pedestrian clear path to and
two- or three-lane roads. from crosswalks. Plantings should be low growing to maxi-
>> To guide motorists around crossing islands, consider mize visibility, and ideally involve minimum maintenance.
incorporating diverging longitudinal lines on approaches to >> For more information regarding median crossing islands at
crossing islands. mid-block, see Chapter 3: Roadways, Center Islands.
>> If there is enough width, center crossing islands and curb
extensions can be used together to create a highly visible
pedestrian crossing and effectively calm traffic.
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Raised Crossings and Intersections
Overview
Raised crossings and intersections are created by raising the Raised crossings and intersections:
roadway to the same level as the sidewalk. Raised crossings >> Make it physically more difficult for drivers to go through
are essentially speed tables that include crosswalks across crossings and intersections at unsafe speeds
the top of the table. Raised intersections are a similar concept >> Improve drivers‘ awareness by prioritizing pedestrian
to speed tables applied to an entire intersection. These treat- crossings and helping define locations where pedestrians
ments provide an array of benefits especially for people with are expected
mobility and visual impairments because there are no vertical >> Eliminate water ponding and debris collection at the base
transitions to navigate. See Chapter 3: Roadways for more of ramps
information on Speed Tables.
Raised crossings and intersections must be approved

by BTD and PWD, in consultation with the Mayor’s
Commission for Persons with Disabilities, the Boston
Fire Department, and Boston EMS. Please refer to the
Pedestrian Safety Guidelines on Residential Streets for
traffic calming with raised devices.
Unit pavers should

not be used in
raised crossings or 3
intersections.
e
6” ris
e r 6’
ov
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Use
>> Increase visibility between drivers and pedestrians by >> Raised crossings and intersections are appropriate in areas
raising pedestrians in the motorists’ field of view and giving of high pedestrian demand, including commercial and shop-
pedestrians an elevated vantage point from which to look ping districts, college campuses, and school zones. They
for oncoming traffic should also be considered at locations where pedestrian
>> Create pedestrian crossings which are more comfortable, visibility and motorist yielding have been identified as issues.
convenient and accessible since transitioning between the >> Raised crossings can be provided along side streets of
sidewalk and roadway does not require negotiating a major thoroughfares to slow traffic exiting the main street.
curb ramp >> Raised crossings should provide pavement markings 1
for motorists and appropriate signage at crosswalks per
the MUTCD.
>> Raised crossings and intersections may not appropriate for
high-speed roadways such as Parkways, Neighborhood
Connectors, or Industrial Streets Types. Vehicle speeds, vol-
umes, and the types of vehicles using the roadways are also
factors to consider when implementing raised crossings.
>> Design speeds and emergency vehicle routes must be
considered when designing approach ramps.
>> Unit pavers should not be used in raised crossings or
intersections.
>> Raised crossings and intersections require detectable
warnings for the visually impaired at the curb line 2.
Considerations
>> Care should be taken to maintain direct routes across
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intersections aligning pedestrian desire lines on either side
of the sidewalk.
>> Raised crossings are particularly valuable at unsignalized
mid-block locations, where drivers are less likely to expect
or yield to pedestrians.
>> High-visibility or textured paving materials 3 can be used
to enhance the contrast between the raised crossing or
intersection and the surrounding roadway.
>> Installation of raised crossings and intersections may affect
snow removal operations. Snow plow operators should be
adequately warned and trained.
>> Raised intersections and crossings can be used as gateway
treatments to signal to drivers when there are transitions to a
slower speed environment that is more pedestrian-oriented.
>> Designs should be carefully thought out to ensure proper
drainage. Raised intersections can simplify drainage inlet
placement by directing water away from the intersection. If the
intersecting streets are sloped, catch basins should be placed
on the high side of the intersection at the base of the ramp.

Neighborhood Traffic Circles
Overview
Traffic circles, or small roundabouts, can reduce speeds >> Traffic circles provide great opportunities to include green
and accidents in low-volume areas. They are also good for infrastructure 1. They can be designed with greenscape
Neighborways because they can be used in lieu of STOP signs elements that capture stormwater and help create a sense
which force bicyclists to lose momentum. Traffic circles also of community. Plant material should be maintained in order
move vehicles efficiently and moderate vehicular speeds to not obstruct visibility.
through the intersection, and thereby help to reduce emissions.
Considerations
Traffic circle designs must be approved by BTD and PWD,
in consultation with the Boston Fire Department, and the >> Designs should consider the speed of the roadway.
Boston EMS. >> Access to underground utilities must be considered.
>> A neighborhood partner should be identified for mainte-
Use nance of any plantings.
>> Circles are ideal locations for art or neighborhood gateway
>> Traffic circles are a good alternative to STOP-controlled inter- treatments, however elements must not obstruct visibility.
sections, particularly at four-way stops, and are designed to >> Maintain circle visibility with paint and reflectors.
slow traffic at the intersection of Residential Streets. >> Regulatory and/or warning signage 2 should be provided
>> Create a mountable curb for areas with large trucks or where to remind traffic to proceed counterclockwise around
emergency vehicles require access in constrained spaces. the circle.
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2
1

Diverters
Overview
Boston’s Neighborhood Residential Streets are often used >> Appropriate regulatory and warning signage should be
as cut-through routes by traffic headed to regional destina- provided to alert traffic of changes in the roadway.
tions. Diverters are curb extensions or traffic islands used at >> Diverters should be designed to impact motor vehicle
intersections specifically to deter heavy volumes of through movement but should facilitate bicycle and pedestrian ac-
vehicle traffic on Residential Street Types. Well-designed di- cess 1. Accessible pedestrian pathways must be provided.
verters can enhance the comfort and accessibility of a street >> Diverter designs should be carefully thought out to ensure
for pedestrians and bicyclists by reducing motor vehicle proper drainage and maximize the potential for on-site
volumes and speeds, preventing turning conflicts, and reduc- stormwater retention and infiltration.
ing pedestrian crossing distances. Diverters also provide >> Vegetation used in diverters should be low-growing and
opportunities to introduce green elements at intersections, drought-resistant 2.
and can be used to absorb stormwater and reduce the heat
island effect. Considerations
Two types of diverters are used in Boston: half-closures and >> Consideration must be given to the impact of diverters on
diagonal diverters. Half closures block travel in one direction emergency vehicles; designs that allow emergency vehicle
on an otherwise two-way street and diagonal diverters are access are preferred and should be coordinated with a
placed diagonally across an intersection, preventing through local emergency response program.
traffic by forcing turns in one direction. >> Diverters require strong support from the local community.
A highly interactive public input process is essential.
Diverter designs must be approved by BTD, PWD, the >> Temporary diverters can be installed to test how a perma-
Boston Fire Department, and the Boston EMS. nent diverter might affect traffic flows in a neighborhood.
>> Diverters are an important component of Neighborways,
Use which allow through bicycle and pedestrian traffic but
discourage through motor vehicle traffic.
>> Diverters should only be considered as part of an overall >> A diverter’s impact on speeding is generally limited to the
4 INTERSECTIONS
traffic calming strategy, including street direction changes intersection; additional countermeasures are usually neces-
for an area when less restrictive measures such as signs sary to address speeding at mid-block locations.
are not effective.
1
2
Half-Closure Diverter

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Crosswalk Design
172 Standard Crosswalks

173 Enhanced Crosswalks
Well-designed crosswalks are key to maintaining Boston’s

status as a pedestrian-friendly city. While most of Boston’s
intersections have marked crosswalks at each approach,
specific locations can be specially marked to emphasize
unique pedestrian desire lines. Examples include a wide
crosswalk across the Greenway connecting South Station
to the Financial District, and a diagonal crosswalk connect-
ing the Park Plaza area to the Boston Common. In Boston’s
neighborhoods, crosswalks are located to provide safe
access to jobs, homes, and destinations such as local institu-
tions, parks, and housing for the elderly.
Safety for all pedestrians, especially for those with disabilities,

is the single most important criteria informing crosswalk
design. Crosswalks help guide pedestrians to locations
where they should cross the street as well as inform driv-
ers of pedestrian movements. In addition to intersections,
crosswalks are used in locations where pedestrians may not
be expected, such as at mid-block crossings or uncontrolled
crossings (crossings where motorists do not have signals or
stop signs).
This section describes Boston’s Standard and Enhanced

crosswalk designs. As the pace of innovation and technology
advances, new techniques and treatments should be consid-
4 INTERSECTIONS
ered and tested in order to maximize safety and accessibility.
Crosswalk designs must be approved by BTD and

PWD, in consultation with the Mayor’s Commission for
Persons with Disabilities.

CROSSWALK DESIGN
Standard Crosswalks
Overview
The City of Boston has two primary crosswalk marking styles: >> ADA-compliant curb ramps should direct pedestrians into
the crosswalk. The bottom of the ramp should lie within the
The continental style 1, also called a “high visibility” cross- area of the crosswalk (flares do not need to fall within the
walk, typically consists of 12” wide bars spaced 4’ crosswalk).
on center perpendicular to the path of travel, and two >> Stop lines at stop-controlled and signalized intersections
12” wide transverse lines placed 10’ apart (outside should be striped no less than 4’ and no more than
dimension) parallel to the path of travel. 30’ from the approach of crosswalks.
The transverse marking style 2 typically consists of two Considerations

transverse (parallel) lines 12” wide placed 10’ apart
(outside dimension) to delineate the outside edges of the Continental style crosswalks are generally considered safer
crosswalk, parallel to the pedestrian path of travel. because they are more visible to drivers. Continental cross-
walks should be considered at:
All crosswalk designs must adhere to the City of Boston’s >> Mid-block uncontrolled crossings
Traffic Engineering Standard Plans and Specifications. >> Intersections and mid-block crossings along school
walking routes
Use >> Transit stops and stations
>> Intersection legs with concurrent pedestrian phases
>> Crosswalks should be at least 10’ wide or the width >> Locations with heavy pedestrian volumes as determined
of the approaching sidewalk 3 if it is greater. In areas of by BTD
heavy pedestrian volumes, crosswalks can be up to
25’ wide. In all other controlled locations, transverse style crosswalks
>> Crosswalks should be aligned with the approaching may be considered. Transverse style are more common at the
sidewalk and should be located to maximize the visibility 4 intersection of Neighborhood Residential Streets.
of pedestrians while minimizing their exposure to conflict-
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ing traffic. Designs should balance the need to reflect the Crosswalk markings should consist of non-skid, thermoplastic,
desired pedestrian walking path with orienting the crosswalk retro-reflective material. On new pavement, thermoplastic
perpendicular to the curb; perpendicular crosswalks minimize markings should be recessed when possible so that the
crossing distances and therefore limit the time of exposure. surface of the marking is flush with the pavement to reduce
>> The MUTCD provides guidance on crosswalk markings for maintenance needs and provide a smooth, accessible surface.
intersections with exclusive pedestrian phases that permit
diagonal crossings.
3 M
. 14
in
1 0’
2

CROSSWALK DESIGN
Enhanced Crosswalks
Overview
Boston recently began using an enhanced crosswalk >> Enhanced crosswalks should only be used at intersections
design in addition to the standard designs, particularly where they are secondary to other traffic control devices.
along Neighborhood Connector and Neighborhood Main See Guidelines for Crosswalk Installation on the following
Streets. Keeping in mind that all crosswalk widths must be a page for additional design features that increase safety.
minimum of 10’ wide, enhanced crosswalks are typically >> Decorative markings should be restricted to outside the
designed with two decorative bands along the path of travel pedestrian path of travel.
which can be 2’ to 3’ wide, with a minimum of a
5’ wide unmarked center to provide a smooth, acces- Considerations
sible path for wheelchairs and walkers. Crosswalks can also
be enhanced with different colored pavements. The decora- >> Unit pavers and materials that differ from the surround-
tive bands or colored pavement can help improve crosswalk ing pavement 2, such as concrete placed on an asphalt
visibility, create a more aesthetically pleasing pedestrian- street, may not be used in crosswalks. Pavers can be
friendly environment, and support branding along a district or susceptible to settling and damage, and can become
corridor. Newly reconstructed sections of Dorchester Avenue uncomfortable and unsafe over time.
and Massachusetts Avenue have enhanced crosswalks. >> Durability and ease of maintenance must be a consider-
ation in material selection. Paint applied to the surface of
Use paving often wears off but is relatively easy to restore.
>> Enhanced crosswalks are usually marked with thermoplas-
>> All crosswalks must meet basic requirements for visibility, tic material which is inlaid into the pavement with heat;
including 12” wide white transverse lines along markings should be slightly depressed from the roadway
the boundary of the crosswalk to maximize visibility 1. surface to avoid tripping hazards, deterioration from snow
Additional measures should be taken to increase visibility plows, and excessive wear.
beyond minimum standards.
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1
M
in.
5’

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Guidelines for Crosswalk Installation
176 Marked Crosswalks at Controlled Locations

178 Marked Crosswalks at Uncontrolled Locations Massachusetts Crosswalk Laws
180 Advanced Yield Markings and Signs
182 In-Street YIELD TO PEDESTRIAN Signs In accordance with Massachusetts State Law Chapter
183 Rectangular Rapid-Flash Beacons 89 Section 11, when traffic control signals are not in
place or not in operation, motorists shall slow down or
Crosswalks are defined as follows: stop for a pedestrian within a crosswalk marked in ac-
cordance with the MUTCD if:
Marked crosswalks are distinctly indicated as a pe- >> The pedestrian is on the half of the traveled way on
destrian crossing through pavement markings and can be which the motorist is traveling
supplemented with paving treatments and signage. >> The pedestrian approaching from the opposite side of
the traveled way is within 10’ of that half of the
Unmarked crosswalks legally exist at every corner of an traveled way on which the motorist is traveling
intersection but are not marked with pavement markings; they
are essentially an extension of the sidewalk where pedestri- Motorists shall not pass any other vehicle stopped at a
ans cross the street. marked crosswalk to permit a pedestrian to cross, and
shall not enter a marked crosswalk while a pedestrian
There are two types of marked crosswalks typically found in is crossing.
Boston:
>> Marked crosswalk at controlled locations: crosswalks are Ultimately it is the responsibility of each motorist to drive
striped and vehicle traffic is controlled by signage, signal- cautiously to avoid collisions with pedestrians to the
ization, or pavement markings. maximum extent feasible, and likewise, it is the respon-
>> Marked crosswalks at uncontrolled locations: crosswalks sibility of each pedestrian to exercise care and caution to
are striped at locations where traffic is not controlled by avoid injury.
signage, signalization, or pavement markings. Motorists
and bicyclists must yield the right-of-way to pedestrians in Unfortunately, Massachusetts laws are silent on the rights
crosswalks determined by Massachusetts State Law. of pedestrians in unmarked crosswalks at locations that
are not signalized. In most other states, the right-of-
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Unmarked crosswalks are mostly found on streets with low way is granted to pedestrians in unmarked crosswalks.
vehicle volumes where marked crosswalks are not needed Because of this, crosswalk markings are a critical
for safety. Otherwise, crosswalks are not marked in specific consideration in order to establish the legal right-of-way
locations where pedestrian crossings are not encouraged for pedestrians at stop-controlled and uncontrolled
because of safety concerns. intersections in Massachusetts. The City of Boston sup-
ports creating new legislation that grants explicit rights to
pedestrians in unmarked crosswalks.
However, there are many locations where installing

marked crosswalks alone is insufficient to address
pedestrian safety. For more information on additional
treatments to improve safety for pedestrians at uncon-
trolled locations, see Marked Crosswalks at Uncontrolled
Locations later in this section.

GUIDELINES FOR MARKING CROSSWALKS
Marked Crosswalks at Controlled Locations
Overview Marked Crosswalks at

Intersection controls are one of the most important factors
Stop-Controlled Intersections
in intersection design. The goal of controlling intersections is
to provide the safest, most efficient means to move people Stop-controlled approaches are easiest for pedestrians to
across an intersection, whether walking, riding a bicycle, cross because motorists and bicyclists must stop and yield
taking the bus, or driving. Specific attention should be given the right of way to pedestrians. Stop-controlled intersections
to vulnerable users, such as pedestrians and bicyclists, at also help reduce pedestrian wait times. However, the use of
intersections. Intersection controls range from uncontrolled STOP signs must balance safety with efficient traffic flow for
intersections with no marked crosswalk, to complex signal- all modes, including bicycles and transit vehicles. STOP sign
ized intersections with crosswalks striped on all legs, multiple installation requires specific warrants be met as determined by
phases, intervals, and indications. the MUTCD.
Engineering judgment should be used to establish the most Typically, marked crosswalks should be installed at each leg of
appropriate controls on a site-specific basis. The following all stop-controlled intersections, unless otherwise directed by
factors should be considered when determining BTD. Stop lines should be striped at stop-controlled intersec-
intersection controls: tions no less than 4’ and no more than 30’ from the
>> Vehicular, bicycle, and pedestrian traffic volumes on all approach of crosswalks, unless determined otherwise by an
approaches engineering study. Where marked crosswalks are not provided,
>> Number and angle of approaches stop lines should be placed using engineering judgment.
>> Approach speeds
>> Sight distance available on each approach In general, STOP signs may be appropriate if one or more of the
>> Reported crash experience following conditions exist:
>> Where the application of the normal right-of-way rule (yield
Depending on the type of intersection and the selected con- to those already in the intersection or to those approaching
trol devices, it may not always be appropriate or cost effective from the right) would not provide reasonable compliance
to mark crosswalks at all intersections. Alternate treatments with the law
4 INTERSECTIONS
may be necessary to optimize safety and visibility, which are >> A street entering a highway or through street
discussed in the sections that follow. >> An unsignalized intersection in a signalized area
>> High speeds, restricted view, or crash records indicate a
need for control by a STOP sign
At intersections where a full stop is not necessary at all times,

consideration should be given to using less restrictive mea-
sures, such as YIELD signs. YIELD or STOP signs should not be
used for speed control. The use of STOP signs should also be
limited on streets with bikeways where feasible, especially on
Neighborways, as it requires significant energy to stop and start
and signs resulting in lower levels of compliance.
Crosswalk designs at stop-controlled intersections must be

approved by BTD and PWD in consultation with the Mayor’s
Commission for Persons with Disabilities.

Marked Crosswalks at Marked Crosswalks at
Circular Intersections Signalized Intersections
Circular intersections, such as rotaries, modern roundabouts, Signalized intersections are used throughout the City of
and traffic circles, permit traffic to travel in one direction Boston to assist in safely moving pedestrians, bicyclists,
around a center island. The City of Boston has a significant motor vehicles, and transit vehicles. All signalized intersec-
amount of rotaries which are built for higher speeds, and can tions should contain indications for motor vehicles and
use signals, STOP signs, or YIELD signs at one or more entries. pedestrians, and special signals for bicyclists and transit
Rotaries tend to be difficult for pedestrians and bicyclists to where appropriate.
navigate. Modern roundabouts have different design specifi-
cations than rotaries; the important difference is the reduction Typically, marked crosswalks should be installed at each leg
in speeds and diameters, as well as yield-controlled entry. of all signalized intersections, unless otherwise determined by
Rotaries and modern roundabouts require channelization an engineering study. Stop lines should be striped at signal-
of vehicles into the circular part of the roadway. In general, ized intersections no less than 4’, to help deter motorists
multilane roundabouts are not recommended because of from encroaching in crosswalks, and no more than 30’
safety concerns for pedestrians, especially those with visual from the approach of crosswalks. Where marked crosswalks
impairments, and bicyclists. are not provided, stop lines should be placed using engineer-
ing judgment. Signalized intersections are discussed in further
For rotaries and roundabouts, marked crosswalks are detail later in this chapter.
required to be set back at least 20’ from the entry of the
roundabout. Sight distance for drivers entering the round- Crosswalk designs at signalized intersections must be
about should be maintained to the left so that drivers are approved by BTD and PWD, in consultation with the
aware of vehicles and bicycles in the circle (visibility across Mayor’s Commission for Persons with Disabilities.
the center of the circle is not critical), as well as to the right
when exiting the roundabout for pedestrian crossings.
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Neighborhood traffic circles are generally used in lower speed
and lower volume environments, such as on Neighborhood
Residential Street Types. Neighborhood traffic circles
are smaller and do not require channelization for entry.
Crosswalks may be marked across the legs of the intersect-
ing streets, and do not require setbacks or yield lines. For
more information, see Intersection Geometry, Neighborhood
Traffic Circles, found earlier in this chapter.
Crosswalk designs at circular intersections must be ap-

proved by BTD and PWD, in consultation with the Mayor’s
Commission for Persons with Disabilities, the Boston Fire
Department, and Boston EMS.

Marked Crosswalks at Uncontrolled Locations
Overview Use
This section presents guidance for when and where it is Crosswalks are necessary for getting around as a pedestrian
appropriate to provide marked crosswalks at uncontrolled in Boston, and should be implemented in appropriate loca-
locations (intersections that are not controlled by signage or tions. An engineering study should be performed to determine
signalization). The subsequent sections discuss when install- the feasibility of a marked crosswalk at uncontrolled loca-
ing crosswalks alone is insufficient, and additional safety en- tions. Components of such a study include the following:
hancements are required to increase visibility, awareness, and
yielding to pedestrians. Some specialized treatments, such as >> Traffic speeds – higher motor vehicles speeds are
the pedestrian hybrid beacon (HAWK), are not included here directly correlated with more significant injuries and higher
and will be considered on a case-by-case basis. numbers of fatalities. The installation of crosswalks at
uncontrolled locations should be carefully examined based
Crosswalk designs must be approved by BTD and PWD, on traffic speeds. If speeds exceed 40 mph, studies must
in consultation with the Mayor’s Commission for Persons consider the installation of additional safety treatments.
with Disabilities. Studies should evaluate whether speed and safety con-
cerns warrant installing traffic control devices.
Uncontrolled crosswalks should not

be placed within 200’ of another
controlled or uncontrolled crosswalk.
1
4 INTERSECTIONS

Considerations
>> Traffic volumes – studies should consider the volumes of At uncontrolled intersections on major, high speed arterials,
all modes, including bicycles, transit, heavy vehicles, and marked crosswalks may not be appropriate on each leg of the
motor vehicles. intersection. For safety and visibility, it may be more suitable
>> Crossing distances – crossing distances should be evalu- to mark only a single side of the intersection, particularly in
ated to determine whether a marked crosswalk is appropri- cases where pedestrians can easily be directed to one loca-
ate and sufficient for the crossing. Additional treatments tion. Note this discussion does not apply to stop-controlled
based on crossing distances, such as crossing islands, or signalized intersections. In selecting the most appropriate
may be appropriate. side of an uncontrolled intersection for installing a marked
>> Crash history – engineers should identify locations within crosswalk, the following should be considered:
the study area that pose safety concerns based on crash >> Sight distance
history for all modes. >> Pedestrian demand (such as bus stops or transit stations)
>> Distance from adjacent signalized intersections and >> Vehicle turning movements at multi-leg intersections (three
other crosswalks – multiple marked crosswalks or cross- or more legs) to reduce conflicts between turning vehicles
ing treatments in close proximity may desensitize motorists and pedestrians
and decrease the effectiveness of the treatment. In general, >> Proximity to other marked crosswalks or crossing locations
crosswalks at uncontrolled locations should not be placed
within 200’ of another intersection with traffic control There are many locations where installing marked crosswalks
devices 1. alone are insufficient to address pedestrian safety without
>> Need/demand for crossing – it is important to prioritize providing additional measures to increase visibility and reduce
new marked crosswalks at uncontrolled locations based on traffic speeds. Recent research by the Federal Highway
trip generators, pedestrian volumes, pedestrian delay, crash Administration (FHWA) provides specific guidance on when
history, and other issues. Studies should also consider the additional safety treatments should be provided at uncon-
age and mobility of pedestrians at a particular location. trolled locations with marked crosswalks based on speeds,
>> Sight distance/geometry of the location – marked cross- traffic volumes, number of travel lanes. These locations
walks at uncontrolled locations must provide adequate include any street where speeds exceed 40 mph and either:
4 INTERSECTIONS
sight distances to enable drivers to slow down and yield to >> The roadway has four or more lanes of travel without a
a pedestrian in the crossing. raised median or pedestrian refuge island and an average
>> Possible consolidation of multiple crossing points – if daily traffic (ADT) of 12,000 vehicles per day or greater; or
multiple crossing locations are identified in close proximity, >> The roadway has four or more lanes of travel with a raised
it may be possible to consolidate these into one marked median or pedestrian refuge island and an ADT of 15,000
crosswalk based on trip generators, pedestrian volumes, vehicles per day or greater.
and the most visible location.
>> Availability of street lighting – the proposed crosswalk There are a number of measures that can compliment marked
location should have adequate lighting 2 or have lighting crosswalks at uncontrolled locations to improve pedestrian safety.
installation planned. The topics below are covered in depth elsewhere in this chapter:
>> Locations of drainage structures – drainage structures >> Reducing the effective crossing distance for pedestrians by:
impact the ability to provide curb ramps and other changes >> Providing curb extensions 3
that are necessary at crosswalks. >> Providing raised pedestrian refuge islands
>> Completing road diets or lane diets
>> Installing traffic calming measures to slow vehicle speeds
>> Providing adequate nighttime lighting for pedestrians
>> Using various pedestrian warning signs, advanced yield
lines, rapid flash beacons, and other traffic control devices
to supplement marked crosswalks
>> Providing traffic signals (with pedestrian signals) where
warranted

Advanced Yield Markings and Signs
Overview
Advance yield lines with coordinated YIELD HERE TO PEDESTRIAN
signs are used at uncontrolled and yield-controlled mid-block
locations and intersections to encourage drivers to stop further
back from crosswalks. Advanced yield lines can make it easier
for pedestrians and motorists to see one another, discourages
motor vehicles from encroaching on the crosswalk, and help
prevent multiple-threat collisions. Multiple-threat collisions
occur when there are multiple lanes of travel in the same direc-
tion and the vehicle in the near lane yields to the pedestrian
while the motor vehicle in the far lane may not yield because
the pedestrian is blocked from their view.
1
4 INTERSECTIONS

Use
>> Advanced yield lines should not be used at locations where
drivers are required to stop in compliance with a STOP
sign or a signal. Note advanced stop lines can be used at
signalized and stop-controlled intersections.
>> Advanced yield lines and signs can be used on two-lane,
three-lane, and four-lane roadways, however they are less
effective on four-lane roadways unless vehicle operating
speeds are 25 mph or less. On four-lane roads with higher
speeds, the rapid flash beacon may be a better solution.
See Rectangular Rapid Flash Pedestrian Beacon later in
this section.
>> Yield lines at unsignalized crossings should be accompa-
nied by YIELD HERE TO PEDESTRIAN signs 1.
>> Advance yield lines and signs should be placed
20’ to 50’ in advance of crosswalks 2 on un-
controlled multilane approaches, and parking should
be prohibited in the area between the yield line and the
crosswalk. Pavement markings can be used to reinforce NO
PARKING signage.
Considerations
>> When determining where to place advance yield lines and
signs within the 20’ to 50’ range, consideration should
be given to the number of lanes pedestrians must cross,
4 INTERSECTIONS
motor vehicle speeds, sight lines, on-street parking, and
turning movements.
>> Advance yield lines may be staggered, so that yield lines in
one lane are closer to the crosswalk than the yield lines in an
adjacent lane. Staggered yield lines can improve drivers’ view
of pedestrians, provide better sight distance for turning ve-
hicles, and increase the turning radius for left-turning vehicles.

In-Street YIELD TO PEDESTRIAN Signs
Overview
In-street YIELD TO PEDESTRIAN signs are signs placed in the >> In-street YIELD TO PEDESTRIAN signs should be placed in the
roadway at crosswalk locations to remind roadway users of roadway close to the crosswalk location on the center line
the laws regarding the right of way at unsignalized mid-block 1, on a lane line, or on a median island, but they should
locations and intersections. They also increase awareness and not obstruct the crosswalk. In-street signs should also be
visibility of pedestrians crossing. They are often used in busy placed to avoid turning vehicles from knocking over the
business districts; at school crossings and other locations sign, and should be designed to bend over and bounce
with vulnerable populations; or where high pedestrian volumes back when struck.
occur in unexpected locations. In-street signs can be used >> In-street YIELD TO PEDESTRIAN signs work best on low
in conjunction with advanced warning signs and pedestrian speed, two lane roads. They are not recommended for
crossing signs at crosswalks. roads with high speeds or volumes where drivers are less
likely to see them.
In addition to in-street YIELD TO PEDESTRIAN signs, a variety of
signs may be used to indicate locations where drivers must Considerations
yield to pedestrians, including YIELD HERE TO PEDESTRIAN
signs, previously discussed in Advanced Yield Lines and In-street signs:
Signs, TURNING TRAFFIC YIELD TO PEDESTRIAN signs, and >> May be permanent or temporary. It may be preferable to
overhead YIELD TO PEDESTRIAN signs. Studies have shown remove them during winter for snow removal operations.
that these signs can help to increase motorist compliance >> Require regular monitoring and should be replaced when
with pedestrian laws. damaged. Damaged signs send the message to pedestrians
that a crossing is not safe.
Use >> Are typically not used at yield-controlled intersections, and
should only be installed using engineering judgment.
>> In-street YIELD TO PEDESTRIAN signs must only be used at >> May be used in combination with pedestrian warning signs.
unsignalized intersections. They are prohibited from use at Warning signs should be placed on the right side of the
signalized or stop-controlled intersections. road on the sidewalk or mounted on a mast arm above
4 INTERSECTIONS
the crosswalk.

Rectangular Rapid-Flash Beacons
Overview Use
At some unsignalized crossings, particularly those with four or >> Massachusetts Department of Transportation (MassDOT)
more lanes, it can be very challenging to enforce that drivers has received Interim Approval for the use of Rectangular
yield to pedestrians. Vehicle speeds and poor pedestrian Rapid Flash Beacons for all cities and towns within the
visibility combine to create conditions in which very few Commonwealth of Massachusetts.
drivers are compelled to yield. One type of device proven to >> The design of Rectangular Rapid Flash Beacons should be in
be successful in improving yielding compliance at these loca- accordance with FHWA’s Interim Approval for Optional Use
tions is the Rectangular Rapid Flash Beacon, which has been of Rectangular Rapid Flashing Beacons issued July 16, 2008.
confirmed by multiple studies, including an FHWA study, the >> Rectangular Rapid Flash Beacons can be used when a sig-
“Effects of Yellow Rectangular Rapid flashing Beacons on nal is not warranted at an unsignalized crossing. They are
Yielding at Multilane Uncontrolled Crosswalks.” not appropriate at intersections with signals or STOP signs.
>> Rectangular Rapid Flash Beacons are installed on both
Rectangular Rapid Flash Beacons are placed curbside below sides of the roadway at the edge of the crosswalk 2. If
the pedestrian crossing sign and above the arrow indication there is a pedestrian refuge or other type of median, an
pointing at the crossing. They should not be used without additional beacon should be installed in the median.
the presence of a pedestrian crossing sign. The light-emitting
diode (LED) flash is a “wig-wag” flickering pattern at a rate Considerations
of 190 flashes per minute. The beacons are activated by a
pedestrian call button 1. The installation should include an >> Rectangular Rapid Flash Beacons are considerably less
audible message confirming that the device is activated and expensive to install than mast-arm mounted signals. They
instructing pedestrians to wait until cars have stopped before can also be installed with solar-power panels to eliminate
crossing. Another LED panel should be placed facing the the need for a power source.
pedestrian to indicate that the beacon has been activated. >> Rectangular Rapid Flash Beacons should be limited to
The pushbutton and other components of the crosswalk must locations with critical safety concerns, and should not be
meet all other accessibility requirements. installed in locations with sight distance constraints that
limit the driver’s ability to view pedestrians on the approach
4 INTERSECTIONS
to the crosswalk.
>> The Rapid Flash Beacon should be used in conjunction
with advance yield pavement lines and signs 3, which are
discussed on the previous page.
2
2
Solar panels
3 1
Pedestrian crossing sign
LED flashers
LED activation panel

Pedestrian call button

4 INTERSECTIONS

Signalized Intersections
186 Signal Timing for Pedestrians

188 Exclusive vs. Concurrent Phasing
189 Automatic vs. Actuated Pedestrian Phases
190 Leading Pedestrian Interval
191 No Turn On Red
192 Coordinated Signal Timing
193 Accessible Pedestrian Signals (APS)
The Boston Transportation Department operates over

800 traffic signals located in Boston. Its Transportation
Management Center (TMC) monitors, coordinates, and ad-
justs signals to improve traffic flow and pedestrian safety on
city streets. The TMC computers control over 450 key signals,
allowing for real-time adjustments to be made in response to
unusual traffic conditions and emergencies. In addition, BTD
owns over 100 closed-circuit televisions (CCTV) to monitor
traffic conditions, and has access to Boston Police and state
agency cameras.
The City of Boston’s policy is to prioritize the safety, comfort,

and convenience of all users at signalized intersections. All
signalized intersections should contain indications for motor
vehicles and pedestrians, and signals for bicyclists and transit
where appropriate. By optimizing signal phasing and timings,
multiple modes are able to safely move through the intersec-
tion with limited conflicts, low delay, and more comfort.
4 INTERSECTIONS
All signal designs must be approved by BTD. For addi-
tional signal design guidance, reference BTD’s Traffic
Signal Operations Design Guidelines, the MUTCD, and
the HCM.

SIGNALIZED INTERSECTIONS
Signal Timing for Pedestrians
Overview
Signal timing for pedestrians is provided through the use of The total time for the pedestrian change interval plus the buf-
pedestrian signal heads. Pedestrian signal heads display the fer interval is called the pedestrian clearance time, or the time
three intervals of the pedestrian phase: it takes for a pedestrian to clear the intersection leaving at the
>> The Walk Interval, signified by the WALK indication—the onset of the DON’T WALK indication.
walking person symbol—alerts pedestrians to begin cross-
ing the street. Pedestrian signal heads should be provided at all signal-
>> The Pedestrian Change Interval, signified by the flashing ized intersections for all crosswalks; additionally, it is highly
DON’T WALK indication—the flashing upraised hand symbol recommended to install crosswalks on all legs of a signalized
accompanied by a countdown display—alerts pedestrians intersection unless determined otherwise by an engineering
approaching the crosswalk that they should not begin study. Signal timing for pedestrians should be provided at all
crossing the street. The countdown display alerts pedestri- newly constructed signalized intersections and incorporated
ans in the crosswalk how much time they have left to cross into all signalized intersection improvements. For informa-
the street. tion on requirements for accessible pedestrian signals, see
>> The Don’t Walk Interval, signified by a steady DON’T WALK Accessible Pedestrian Signals later in this chapter.
indication—the steady upraised hand symbol – alerts pedes-
trians that they should not cross the street. The beginning
of the Don’t Walk Interval is called the Buffer Interval, which
should be displayed for a minimum of a three seconds prior
to the release of any conflicting motor vehicle movements.
WALK INTERVAL PEDESTRIAN CHANGE INTERVAL
7 Second Min. Calculated pedestrian clearance time

4 INTERSECTIONS
Walk Interval Pedestrian Change Interval

Use
The following design goals can help improve pedestrian Walking Speed
crossing safety and comfort at signalized intersections: Pedestrian signals should allocate enough time for pedestrians
>> Reduce vehicle speeds of all abilities to safely cross the roadway. The MUTCD speci-
>> Minimize crossing distance fied pedestrian walking speed is 3.5 feet per second to ac-
>> Minimize delay for WALK indication count for an aging population. The pedestrian clearance time,
>> Minimize conflicts with turning vehicles which is the total time for the pedestrian change interval plus
>> Provide sufficient signal time to cross the street the buffer interval, is calculated using the pedestrian walking
speed and the distance a pedestrian has to cross the street.
All signal designs must be approved by BTD.
Countdown Pedestrian Displays
Countdown pedestrian displays inform pedestrians of the
amount of time in seconds that is available to safely cross
during the flashing Don’t Walk Interval. Research has shown
that pedestrians have a better understanding of the pe-
destrian phase when countdown displays are provided. All
pedestrian signal heads should contain a countdown display
provided with the DON’T WALK indication.
Considerations
One of primary challenges for designers is to balance the
BUFFER INTERVAL DON’T WALK INTERVAL
goals of minimizing conflicts between turning vehicles with
3 second min. the goal of minimizing the time required to wait at the curb for
a WALK indication. Intersection geometry and traffic controls
should facilitate turning vehicles to yield the right-of-way to
4 INTERSECTIONS
pedestrians. Requiring pedestrians to wait for extended pe-
riods can encourage crossing against the signal. Concurrent
phasing should be considered to reduce delay for pedestrians
and motorists. The 2010 HCM states that pedestrians have
an increased likelihood of risk-taking behavior (e.g., jay-
walking) after waiting longer than 30 seconds at signalized
intersections. Strategies to achieve this balance include mini-
mizing signal cycle lengths, concurrent phasing, discussed
on the next page, the use of a Leading Pedestrian Interval,
discussed later in this chapter, and reducing turning speeds
to increase yielding, discussed in Curb Radii and Corners
found earlier in this chapter.
Opportunities to provide a WALK indication should be

maximized whenever possible. Vehicular movements
should be analyzed at every intersection in order to utilize
non-conflicting phases to implement Walk Intervals. For
example, pedestrians can always cross the approach where
vehicles cannot turn at a four-leg intersection with the major
road intersecting a one-way street, when the major road has
Don’t Walk Interval the green indication.

Exclusive vs. Concurrent Phasing
Overview
There are two primary approaches to time the pedestrian >> Where sight distance is restricted
phase; an exclusive or a concurrent phase. An exclusive pe- >> With complex intersection geometry
destrian phase is an additional phase in the signal cycle that >> Near elderly housing, schools, recreational areas, medical
is provided only for pedestrian movements while all vehicular facilities, or other facilities within a safety zone
traffic is stopped. A concurrent pedestrian phase is when >> Concurrent pedestrian phases should be used at all
pedestrians are able to cross while parallel and conflicting intersections where the above conditions are not present.
vehicular traffic are also moving. Concurrent pedestrian phas- Concurrent phasing should be accompanied by proper
ing usually provides the least amount of delay for pedestrians, signage, such as TURNING VEHICLES YIELD TO PEDESTRIANS
and motorists in most circumstances due to shorter cycle and WATCH FOR TURNING VEHICLES.
lengths, and therefore can reduce non-compliance (jay-
walking) and increase safety. Considerations
Another type of phasing is a protected pedestrian phase, >> Exclusive pedestrian phases increase pedestrian safety but
which is when pedestrians are able to cross when there can also increase delay for all intersection users.
are no conflicting movements with motorists resulting from >> Leading pedestrian intervals may be considered in conjunction
geometry, one-way allocations, or conflicting motorists have with concurrent phasing and are discussed later in this section.
a red indication. >> NO TURN ON RED signs should be considered at intersec-
tions with exclusive pedestrian phases and are discussed
BTD’s Traffic Signal Operations Design Guidelines en- later in this section.
courage using concurrent pedestrian phases to promote >> TURNING VEHICLES YIELD TO PEDESTRIANS and WATCH FOR
pedestrians crossing with the Walk Interval, and to help TURNING VEHICLES signs should be used at intersections
reduce delays to pedestrians and motor vehicles. with concurrent pedestrian phases where conflicting
vehicle movements are present.
Use >> A leading left-turn (i.e., left-turn arrow) can be confusing for
pedestrians who expect it to be safe to step into the road-
4 INTERSECTIONS
>> Protected pedestrian phases should always be used when way once crossing traffic receives a red indication. Where
there are no conflicting movements with other modes. a left-turn arrow is provided for motor vehicles, a lagging
>> Exclusive pedestrian phases and protected pedestrian left-turn phase should be used wherever possible.
phases should generally be used at intersections:
>> Where conflicting turning vehicles are equal to or greater
than 250 vehicles per hour

Automatic vs. Actuated Pedestrian Phases
Overview
Pedestrian phases can be programmed to be automatic >> Accessible pedestrian signals and pushbuttons are required
each cycle, or be actuated using pushbuttons. Automatic in the U.S. Access Board’s proposed Accessibility Guidelines
pedestrian phases are preferred and should be used in high in Public Right-of-Way when new pedestrian signals are
pedestrian volume areas where the pedestrian phase is installed. Note accessible pedestrian signals and pushbuttons
needed during every intersection cycle. Research has shown may be used at automatically timed pedestrian signals; how-
that only 50% of pedestrians actually use pushbuttons when ever, they will only call accessible features, not the pedestrian
provided. Vehicles at signalized intersections are detected WALK indication. For more information, see Accessible
automatically, so pedestrians should be provided the same Pedestrian Signals found later in this section.
service. Pedestrian pushbuttons should be used rarely, and
only when absolutely necessary. Where concurrent pedestrian phasing is used at locations where
motor vehicles cannot turn onto a one-way street, pedestrian
signals provided to cross the one-way street should be given
Use a WALK indication and clearance interval each time while the
major street is being served.
Where feasible, the pedestrian phase should be automatic
during every cycle. In limited situations where pedestrians
are present for less that 50% of the time during peak hours, Considerations
pushbuttons may be considered. In Boston there are very few
intersections where this is not the case, and automatic pedes- Details on where pushbuttons should be provided are located
trian phasing may still be appropriate even where pedestrian in the latest edition of the MUTCD. Research is also being con-
volumes do not meet 50% during peak hours when determined ducted on developing passive pedestrian detection devices that
by an engineering study on a case-by-case basis. would activate the pedestrian phase based on the presence of
pedestrians either at the curb or within the cross-
WALK indication
walk. These devices would eliminate the need for
displays when activated
by a push button. pedestrians to use the pushbutton; however, they
4 INTERSECTIONS
can be more expensive to install and maintain.
Actuated
Pre-timed
Overall the goals of signal design are reliability and consistency. WALK
indication
Consistent and predictable movements are crucial for making
displays
Boston’s streets safe. Boston has one of the oldest signal sys- automatically
tems in the country, and BTD is working to update the system to every signal
accommodate all modes equitably and efficiently. cycle.
Pushbuttons may be considered in the following situations:

>> At intersections that experience infrequent pedestrian use.
>> At intersections designed to operate with motor vehicle
detection that is actuated or semi-actuated.
>> In cases where pedestrians are not able to cross the entire
street in one phase. In this situation, a pedestrian pushbutton
must be provided in the median 1 and the median must be 1
a minimum of 6’ wide.

Leading Pedestrian Interval
Overview
The Leading Pedestrian Interval (LPI) is when pedestrians are >> Intersections with LPIs should be accompanied by ap-
given the WALK indication 3 to 7 seconds before conflicting propriate signage, such as TURNING VEHICLES YIELD TO
motor vehicles traveling in the same direction are given a PEDESTRIANS.
green indication. Essentially, pedestrians are given a head >> Newly installed LPIs must provide accessible pedestrian
start, allowing people to enter the crosswalk prior to turning signals and pushbuttons.
vehicles, increasing visibility between all modes. The LPI
should be timed so a pedestrian can travel across one lane
of traffic or establish themselves in the intersection in front Considerations
of turning vehicles. The FHWA has determined that the LPI
currently provides a crash reduction factor for pedestrians of >> NO TURN ON RED signs should be considered with LPIs.
5%, and especially benefits slower pedestrians. >> In general, concurrent pedestrian phasing should ap-
propriately match the motor vehicle signal phasing. At
Use intersections with high pedestrian volumes where drivers
have difficulty finding gaps to turn, the green time can be
>> The City is looking to expand the use of LPIs with concur- intentionally extended past the Don’t Walk Interval in order
rent phasing as an alternative to exclusive phases. LPIs to allow the turning movement.
should be considered at intersections with high conflicts of >> In addition to the LPI, bicyclists traveling in the same direc-
pedestrians and turning vehicles as determined by BTD. tion as pedestrians should be provided a leading bicycle
>> A lagging protected left arrow for vehicles should be interval using a bicycle signal head.
provided to accommodate the LPI.
4 INTERSECTIONS
1 2
Leading Pedestrian Vehicle turning permitted
Interval 3 to 7 seconds
1 2
Leading Pedestrian Interval Vehicle turning permitted

No Turn On Red
NO TURN ON RED signs are used to restrict vehicles from turn- >> NO TURN ON RED signs can be provided at all times or by a
ing right, or left on intersecting one-way streets, during the dynamic sign that changes when pedestrians are present,
red indication. Restricting this movement eliminates conflicts by time of day, by a call made by an emergency vehicle,
with pedestrians crossing in front of vehicles making turns. and/or at rail or light transit crossings.
>> NO TURN ON RED signs can also be used in conjunction
Use with LPIs, or bicycle signals that allow through movements
when turning vehicular traffic is stopped.
NO TURN ON RED signs should be considered when one or
more of the following conditions apply:
>> An exclusive pedestrian phase
>> An LPI
>> High volumes of pedestrian and turning vehicle conflicts
>> Poor sight distances and visibility NO
>> Geometry of the intersection may result in TURN
unexpected conflicts
ON
>> More than three accidents reported in a 12-month period
RED
between pedestrians and vehicles where turn-on-red
is permitted
>> Bicycle boxes
4 INTERSECTIONS
O
N RN
TUN
O
D
RE

Coordinated Signal Timing
Coordinated signal timing is the synchronization of multiple >> Signal progression at slower speeds is a tool that can help
signalized intersections in close proximity to improve opera- calm traffic, however it should be used in conjunction with
tions, and is often referred to as the “green wave” for roadway other methods to deter speed spiking between signals.
users. The green wave is achieved by designing traffic signals >> The impacts of coordinated signals for vehicles along a cor-
to allow vehicles to progress along a corridor at a set speed ridor must consider and mitigate the impacts on other users.
in order to obtain green lights at signalized intersections. >> The overall goal of signal design is to minimize cycle
By coordinating signals, vehicular platoons move through lengths to reduce delay for all users. Long cycle lengths
signalized intersections along a corridor with ease and can make walking less convenient and may encourage unsafe
minimize mid-block speeding. behavior such as pedestrians jay walking and bicyclists
running red lights. Signal coordination should be optimized
All signal timing should be developed with an engineering to balance the needs of all users and to minimize the delay
study in conformance to BTD Traffic Signal Operations for pedestrians, bicyclists, and transit vehicles.
Design Guidelines. >> Bicycle speeds should be considered when designing a
coordinated signal system along priority bicycle routes.
To the extent possible, the coordination should allow both
Use motorists and bicyclists to travel through multiple intersec-
tions without stopping.
A well coordinated signalized corridor can enhance traffic
flow by minimizing travel times, stops, delay, and pollution.
BTD’s TMC monitors, coordinates, and adjusts the city’s traf-
fic signals on a real-time basis. Traffic monitoring cameras are
used to monitor traffic conditions and verify incidents in real-
time. Signal timing is adjusted as needed by TMC engineers.
4 INTERSECTIONS
Coordinated signal timing, or the

“green wave,” allows vehicles to
progress along a corridor at a set
speed in order to obtain green
lights at signalized intersections,
helping reduce traffic congestion
and green house gas emissions.

Accessible Pedestrian Signals (APS)
Overview
Accessible pedestrian signals (APS) and accessible detec- Vibrodetectable devices vibrate to communicate information
tors are devices that communicate information in non-visual through touch. Vibrodetectable arrows indicate when the
formats about the pedestrian phase to pedestrians with visual WALK indication is in effect, and which direction to cross.
and/or hearing disabilities. APS and detectors may include
features such as audible tones, speech messages, detectable Pushbutton locator tones are used for locating the pedestrian
arrow indications and/or vibrating surfaces. pushbutton needed to actuate the WALK interval. Detectable
arrows should be located on pushbuttons to point in the
The major functions of the APS are to provide information for: same direction as the crosswalk. At corners of signalized
>> Location of pushbuttons, if used locations where two pushbuttons are present, they should be
>> Beginning of WALK interval separated by at least 10’.
>> Direction of crosswalk
>> Location of destination sidewalk For automatically called pedestrian phases, pushbuttons can
>> Intersection street name in Braille or raised print be used to activate accessible pedestrian signal features such
>> Intersection signalization with speech messages as detectable arrow indications and/or speech messages.
>> Intersection geometry through detectable maps or dia-
grams or through speech messages All accessible pedestrian signal designs must be ap-
proved by BTD and conform to the guidelines set by the
Non-visual pedestrian signal features should be provided at U.S. Access Board.
signalized intersections based on engineering judgment as
outlined in the MUTCD. Use
>> When new pedestrian signals are installed, APS and push-
buttons are required in the accessibility guidelines for the
public right-of-way by the U.S. Access Board.
>> For existing pedestrian signals, the proposed guidelines
4 INTERSECTIONS
require APS and pedestrian pushbuttons to be provided
when the signal controller and software are altered, or the
signal head is replaced.
>> At new locations where the pedestrian phase is automatic
(pushbutton activation is not required as the pedestrian
phase recalls every signal cycle) accessible pedestrian
pushbuttons only call accessible features, not the pedes-
trian WALK signal indication.
Considerations
>> Audible walk indications should have the same duration as
the pedestrian walk indication unless the pedestrian signal
rests during the pedestrian phase, in which the audible
indication should be provided in the first 7 seconds of the
Walk Interval.
>> For detailed information on accessible signals and pushbut-
tons, please refer to the United States Access
Board’s website.

4 INTERSECTIONS

Transit Accommodations
at Intersections
196 Bus Stop Location
200 Transit Prioritization at Intersections
202 Bus Bulbs
203 Off-Bus Fare Collection
When designing intersections to accommodate transit This section covers design strategies to improve transit
vehicles, the major goals are to improve the reliability and operations and safety, and reduce delay for transit vehicles at
efficiency of transit service. Intersections are where most intersections. While individual strategies can be implemented
transit stops occur and are a major source of delay for transit independently, in many cases a combination of strategies,
vehicles. Waiting at traffic signals accounts for at least 10% including the appropriate location of the stop and signal
of overall bus trip time and up to 50% or more of bus delay. prioritization, will be most effective. Implementation of these
strategies should also be complemented by operational
A majority of the Masachusetts Bay Transit Authority’s (MBTA) improvements being carried out by the MBTA, including smart
transit stops are located at intersections on Boston streets. fare payment systems and real-time tracking. Transit lanes are
While many stops are demarcated only by signs, several covered in Chapter 3: Roadways. Bus stop and shelter designs
hundred bus shelters have been installed through Boston’s are covered in Chapter 2: Sidewalks.
Coordinated Street Furniture program. In addition, as part of
the MBTA’s ongoing Key Bus Routes initiative, several streets
such as Cambridge Street in Allston/Brighton, Dudley Street,
and Blue Hill Avenue are being improved with new bus stops All transit accommodations at intersections must be
and shelters. approved by BTD, PWD, and the MBTA. The MBTA
Bus Stop Planning and Design Guidelines serve as the
It is important to minimize conflicts between transit vehicles primary reference for the design, location and spacing
and vulnerable users such as pedestrians and bicyclists. With of transit stops in Boston.
one of the highest mode shares for walking in the country
and a growing presence of bicyclists on Boston’s Streets,
the interactions of all modes at intersections should be taken
4 INTERSECTIONS
into consideration. Ideally, space will be provided for each
mode, however, where space is not available, designs must
maximize safety, sight lines, and minimize conflicts wherever
possible. Bus drivers should be professionally trained to learn
techniques that minimize conflicts with pedestrians
and bicyclists.

TRANSIT ACCOMMODATION AT INTERSECTIONS
Bus Stop Location
Overview
All bus stop locations must be ADA compliant, and should be Typically, mid-block bus stops require the greatest amount of
safe, convenient, well-lit, and clearly visible. Proper spacing curbside space unless curb extensions are provided. Where
and siting of bus stops involves many considerations such as curb extensions at bus stops are provided, also known as
the bus route, population density, popular destinations, trans- bus bulbs, the length of the bus stop can be less than the
fer locations, intersection operations and geometry, parking prescribed minimums listed below because buses will not be
restrictions, and sightlines. required to pull out of traffic. The minimum bus stop length
at bus bulbs should provide a clear and level landing zone
Bus stop locations should be determined on a site-by-site at each door of the bus 1. For more information, see Bus
basis and must be approved by BTD and the MBTA. Bulbs later in this section.
Use The frequency of stops should balance passenger conve-

nience and minimizing bus travel times. Spacing is typically
Where buses are required to pull out of traffic, bus stops determined by population density. The minimum spacing
should be located at the near- or far-side of intersec- between bus stops is 750’.
tions wherever possible and not at mid-block locations.
Intersections are also convenient for passengers because
they can intercept other transit connections, crosswalks,
pedestrian routes, and building entrances easily. At signalized
intersections, far-side placement is generally recommended.
The charts below are from the MBTA Bus Stop Planning
and Design Guidelines.
4 INTERSECTIONS
MBTA Bus Stop Spacing Distances

Density Distance
Population / between Stops
Square Mile
Minimum 2 - 750’
High Density (Urban) 5,000’ > 750’
Medium Density 3,500’ to 5,000’ 750’ to 1,000’
Low Density (Suburban) < 3,500’ > 1,000’ to 1,320’
Bus Rapid Transit (BRT) Route 5,000’ > 1,500’

P
MBTA Bus Stop Lengths

40’ Bus 60’ Bus
Placement Preferred Minimum Preferred Minimum
Far-Side3 80’ 60’ 100’ 80’
Near-Side 4 100’ 80’ 120’ 100’
Far-Side, after
Left Turn 5 130’ 100’ 150’ 120’
Mid-block 6 130’ 100’ 150’ 120’

P
2
Mid-block bus stops typically require a
P
minimum of 100’ of curb space. If bus bulbs

are installed, the curb side space required
may be reduced to the length of the bus
doors. The additional curb space can used
The minimum to provide parking spaces and sidewalk
recommended spacing
P
amenities like bus shelters, and also does

P
between bus stops is 750’. not require the bus to pull out of traffic.
4
4 INTERSECTIONS
P
Route
Information
Landing Zones
5 Transit Stop
P

Bus Stop Location (Cont.)
Considerations
Selecting a location for a bus stop at an intersection depends Far-side bus stop locations may:
on a variety of factors, such as the available curbside space, >> Reduce delays as buses do not have to wait for a green
condition of sidewalks, width of sidewalks, traffic and pedes- indication after loading passengers. Locating bus stops on
trian volumes, the number and width of travel lanes, turning the far-side of intersections also helps:
movements, sight distances, and the presence of parking, >> Encourage pedestrians to cross behind the bus, reduces
bicycle facilities, and/or crosswalks. conflicts and bus delay, and improves pedestrian safety
>> Allow buses to take advantage of gaps in traffic flow,
especially with signal prioritization, rather than needing
to be at the front of the queue at an intersection for a
near-side stop
>> Minimize conflicts between buses and right turning
The charts below are from the MBTA Bus Stop Planning vehicles, and provides additional right turn capacity on
and Design Guidelines. the near-side of the intersection
Disadvantages
May block the intersection during peak periods with queuing

buses
May obscure sight distances for vehicles exiting the side street
P and crossing the intersection/turning left
May increase sight distance problems at the far-side of the

2 crosswalk for crossing pedestrians
P
1 May result in traffic queued into intersection when a bus is

stopped in travel lane/queuing buses
4 INTERSECTIONS
May increase number of rear-end accidents since drivers do not

expect buses to stop again after stopping at a red light
Can result in the bus stopping twice, firstly for a red light and
then again at the far-side stop, which interferences with both bus
operations and all other traffic
Far-side Stop
Recommended Circumstances
When traffic is heavier on the near-side of an intersection

Advantages
At intersections with heavy right turns on the major approach, or
Minimizes conflicts between buses and right turning vehicles heavy left and through movements from the side street
traveling in the same direction
When pedestrian access and existing landing area condition are
Provides additional right turn capacity by making curb space better than the near-side
available
At intersections where traffic condition and signal patterns may
Minimizes sight distance problems on approaches cause delays
to the intersection
At intersections with transit signal priority treatments
Encourages pedestrians to cross behind the bus 1 At signalized intersections
Creates shorter deceleration distances for buses since the bus
can use the intersection to decelerate 2
Bus drivers can take advantage of the gaps in traffic flow that
are created at signalized intersection behind the stop

P
1
P
2
3
P
Near-side Stop Mid-block Stop
Advantages Advantages
Minimizes interference when traffic is heavy on
the far-side of the intersection 1
Passenger waiting areas experience less pedestrian congestion 1
Minimizes sight distances problems for vehicles
Allows passengers to board bus closest to crosswalk 2 and pedestrians
Width of intersection is available for the bus to pull away from May result in less interference with traffic flow 2
curb and reenter traffic 3 Disadvantages
Eliminates the potential for double stopping/parking
Requires additional curb space for no-parking restriction unless
4 INTERSECTIONS
Disadvantages bus bulb is provided
Increases sight distance problems for crossing pedestrians Encourages passengers to cross street at mid-block (jaywalking)
Increases conflicts with right-turning vehicles traveling in the Increases walking distances for passengers crossing at
same direction intersection
May result in stopped buses obscuring curbside traffic control Recommended Circumstances
devices and crossing pedestrians
When traffic or street/sidewalk conditions at the intersection are
May block the through lane during peak periods with not conducive to a near- or far-side stop
queuing buses
When the passenger traffic generator is located in the middle of
Recommended Circumstances the block
When street crossings and other pedestrian movements are safer If the distance between intersections is too far apart
with the bus stop on the near-side
When traffic is heavier on the far-side of the intersection
When pedestrian access and existing landing area conditions are

better than the far-side
When a bus route continues straight through an intersection or

set back a reasonable distance to enable right turns

Transit Prioritization at Intersections
Overview
By prioritizing transit at intersections, service can become The first strategy for improved traffic flow is coordinated
more reliable, efficient, and environmentally friendly due to signal timing; for more information, see Coordinated Signal
less queuing and stopping and starting, thus making transit a Timing discussed previously in this chapter. In addition to sig-
more attractive mode of transportation. Transit prioritization nal coordination, transit signal priority enables transit vehicles
strategies include signal coordination, signal priority, transit to shorten or extend a traffic signal phase without disrupting
only lanes, and queue jump or bypass lanes. the phase sequence or overall signal timing. Signal priority is
being considered for the MBTA Key Bus Routes program.
1
4 INTERSECTIONS

Transit only lanes at intersections provide transit vehicles a Transit only and queue jump lanes must be approved by
dedicated space to bypass traffic. Queue jump or bypass BTD, PWD, and the MBTA. All signal coordination and
lanes 1 are specially designated transit lanes at intersec- prioritization must be approved by BTD and the MBTA.
tions that share a similar idea to the leading pedestrian
interval discussed previously in this chapter. Queue jump Use
lanes can provide an early green signal or hold a green signal
for transit vehicles while other vehicles traveling in the same Signal coordination can reduce delay for transit as well as
direction are given a red light. motor vehicles. In addition to coordination, signal priority
for transit vehicles allows transit to stay on schedule during
peak hours when there is congestion. Signal priority allows
delay to be reduced by extending a green for an approaching
bus or shortening a red phase for a bus that is waiting. The
difference in the time can be made up in the next cycle of the
signal, but all other signal operations can remain intact.
Signal coordination and signal priority can be used with or

without the presence of dedicated transit only lanes or queue
jump and bypass lanes at intersections. Queue jump lanes
can be used at intersections without a bus stop as well as
with one at either the near- or far-side so long as there is
enough space on the roadway.
Considerations
>> Providing a queue jump lane with a leading signal phase
4 INTERSECTIONS
must take into consideration the overall signal cycle
lengths and impacts to delay for other users.
>> If space is not available for a queue jump lane or bypass
lane, consider using a right-hand turn lane to double as a bus
advantage lane by allowing buses to move up in the queue at
a signal where right turn on red is permitted. If right-turn lanes
are used, appropriate signage such as RIGHT LANE MUST TURN
RIGHT must be accompanied by EXCEPT BUSES placards.
>> Transit signal priority should be considered on all priority
transit routes.
>> Transit signal priority studies should be conducted to under-
stand the impact to traffic on cross streets of the transit route.
>> Signal coordination should not increase delay for all
modes, and take into consideration the acceleration rates
and speeds of bicyclists.
>> Transit agencies must address and train employees on how
to handle bus and bicycle interactions in transit and bus-
only lanes.
>> Transit priority may be considered for late buses only in
order to keep on schedule.

Bus Bulbs
Bus bulbs are curb extensions along the length of a bus stop >> Since the bus remains in the travel lane while stopped,
that eliminate the need for buses to pull in and out of traffic. bus bulbs can result in traffic delays or unsafe maneuvers
Similar to normal curb extensions found at intersections, by drivers and bicyclists to steer around buses. Designs
bus bulbs have the same advantages of reducing crossing must consider the Street Type, number of travel lanes, and
distances for pedestrians and providing additional space for headways of buses.
street furniture, landscaping and pedestrian queuing. >> Bus bulbs can interfere with right-turning vehicle move-
ments at near-side intersections
Bus bulbs will be installed on a case-by-case basis deter- >> Bus bulbs are most effective at reducing travel time if they
mined by an engineering study, and all designs must be are utilized throughout a corridor by eliminating the need
approved by BTD and PWD in consultation with the MBTA. for buses to pull in and out of traffic all together.
>> The MBTA operates different length buses. Bus bulbs will
Use require different lengths depending on the service provided
on the bus route. Consultation should be done with the
Bus bulbs are only appropriate on streets where on-street MBTA and BTD to determine the appropriate design.
parking is present. Bus bulbs provide extra passenger queu-
ing space 1 and are most appropriate at stops with higher
passenger volumes. Bus bulbs are effective in enforcing
parking restrictions within bus stops and do not require as
much space as curbside stops because the bus does not
need space to pull in and out of the stop, but may cause
occasional traffic delay behind them.
4 INTERSECTIONS

Off-Bus Fare Collection
A significant cause of delay for transit vehicles is the queuing >> Off-bus fare collection requires more space and infrastruc-
of customers paying fare on the vehicle. In addition to pro- ture than standard bus-stops.
moting “smart card” fares, pre-payment is the fastest method >> Electronic fare equipment may require staffing. If left unat-
of fare collection, and allows passengers to enter the vehicle tended at stops, weather and compliance may become
from all doors without waiting in line to pay. Compared to an problems.
additional minute for exact fare or dip/swipe systems, off-bus >> An alternative to off-bus fare collection methods could be
fare collection can save up to a minute over 10 passengers.§ to have a second electronic fare collector to allow patrons
with Charlie Cards to bypass cash-fare customers.
Use >> Fare-free zones could be considered in extremely high-
volume destinations.
>> Off-bus fare collection should be used at transit stops
where high ridership counts delay vehicles due to large
amounts of passengers boarding.
§
TCRP Report 90 “Bus Rapid Transit, Volume 2: Implementation
Guidelines”; Transportation Research Board, Washington, D.C., 2003.
4 INTERSECTIONS
P

4 INTERSECTIONS
Washington, D.C.

Bicycle Accommodations
at Intersections
206 Bicycle Lanes at Intersections
207 Bicycles at Signalized Intersections
208 Bicycle Boxes
209 Cycle Tracks at Intersections
With the City of Boston installing over 20 miles of new bicycle Intersection improvements for bicycles should be considered
facilities annually for the past several years throughout the during all roadway improvement projects, street redesign, and
city, providing appropriate accommodations for bicyclists at safety improvements or upgrades. Dedicated facilities, such
intersections has become increasingly important. Providing as bicycle lanes or cycle track markings, can be extended
continuity through difficult intersections is crucial, as many through intersections by means of dashed lines, pavement
of Boston’s several-mile long streets, such as Dorchester marking symbols, and/or colorized pavement. Special inter-
Avenue and Commonwealth Avenue, have bicycle lanes tra- section treatments such as cross bicycle markings and two
versing intersections with complicated geometries and large stage queue boxes can also be provided at difficult intersec-
stretches between approaching and departing legs. tions. For more information on these treatments, reference
the latest edition of the NACTO Bicycle Guide. For design
The majority of motor vehicle crashes involving bicycles occur treatments at intersections of shared use paths and road-
at intersections. Good intersection design makes bicycling ways, consult the latest edition of the AASHTO “Bike Guide”
more comfortable and attractive, reduces conflicts with motor and the MUTCD.
vehicles and pedestrians, and contributes to reduced crashes
and injuries. The following principles are applied to intersec- Guidance on different types of bicycle facilities, such as
tion design in order to accommodate bicyclists: bicycle lanes and cycle tracks, beyond intersection design, is
>> Provide a direct, continuous facility to the intersection covered in Chapter 3: Roadways.
>> Provide a clear route for bicyclists through the intersection
>> Reduce and manage conflicts with turning vehicles
>> Provide access to off-street destinations Bicycle facility designs must be approved by BTD
>> Provide signal design and timing to accommodate bicy- and Boston Bikes. Additional guidance for the design
clists based on an engineering study of bicycle facilities can be found in the MUTCD, the
NACTO Urban Street and Bikeway Design Guides, and
4 INTERSECTIONS
the AASHTO “Bike Guide.”

BICYCLE ACCOMMODATIONS AT INTERSECTIONS
Bicycle Lanes at Intersections
Overview
The approaches of an intersection are important aspects >> At intersections with a dedicated right turn lane 1, bicycle
to designing bicycle-friendly intersections. The approaches lanes should be provided to the left of the right turn only lane
should maintain continuity of bicycle facilities to the maximum unless bicycle signals and dedicated phasing is provided.
extent possible.
Considerations
On streets with dedicated bicycle lanes, the City of Boston’s
policy is for bicycle lanes to be striped through unsignalized >> Bicycle lane markings, including green-colored pavement,
and complicated intersections to provide additional guid- shared lane markings, dashed bicycle lane lines, and
ance and safety measures for bicyclists. This design principle signage 2 may be provided through intersections per
is especially important at intersections where there are engineering judgment.
conflicting vehicular movements, unsignalized crossings, and/ >> Selective removal of parking spaces 3 may be needed
or crossings of more than four moving traffic lanes. Shared to provide adequate visibility and to establish sufficient
lane markings should be supplemented by dashed lines at bicycle lane width at approaches to intersections.
crossings where bicycles may not be anticipated, such as in >> Shared lane markings may be used where space is not
contra-flow bicycle lanes or cycle tracks. Signalized intersec- available for bicycle lanes at intersections.
tions may not require striping through each intersection, and >> Although the minimum recommended width of a bicycle
should be evaluated on a case-by-case basis. lane is 5’, 4’ bicycle lanes may be considered
at constrained intersections with lower speeds in order to
Use provide a dedicated space for bicyclists.
>> Bicycle lanes at the entrance and exit of a circular intersec-
>> Standard details for bicycle lane markings at intersections tion should allow direct access to a shared use bicycle/
are provided in the MUTCD and AASHTO “Bike Guide.” pedestrian path around the perimeter of the intersection
Additional guidance can also be found in the NACTO via curb ramps; ramps should be provided for bicyclists
Urban Bikeway Design Guide. to mount the sidewalk prior to the intersection. Designs
>> Dedicated bicycle lanes should be provided on all major should also enable bicyclists to mix with traffic and pro-
4 INTERSECTIONS
intersection approaches where space is available. ceed through the intersection.

Bicycles at Signalized Intersections
Overview
Bicycles have different operating characteristic than motor >> When it is not feasible for the detection device to be located
vehicles, and special consideration is necessary in designing within the bicycle lane or bicycle box, detection devices should
traffic signals that accommodate both motorists and bicyclists. be located prior to the stop bar and span an appropriate dis-
In general, bicyclists have slower acceleration and velocity rates tance to provide for left, through, and right turning bicyclists.
than motorists 1; to offset this disadvantage, traffic signal >> Bicycle signal heads should be considered to separate
design should include consideration of minimum green intervals, conflicting movements, such as bicyclists traveling straight
clearance time, and extension time to ensure that bicyclists conflicting with turning motor vehicles, or to accommodate
can safely cross intersections. Signal progression should be an exclusive left turn phase, such as via a “jughandle” layout.
designed in order to balance the needs of all users, with ap- Jughandle movements are where bicyclists turn right onto a
propriate design speeds and traffic signal coordination settings. jughandle shaped ramp, and then turn left.
Appropriate signal timing also can reduce delay, discourage
bicyclists from running red lights, and help minimize conflicts. Considerations
All signal design and timing must be approved by BTD in >> Reference the latest edition of the AASHTO “Bike Guide” and
consultation with Boston Bikes. the NACTO Urban Bikeway Guide for more details on the
signal timing needs of bicycles at intersections.
Use >> Special attention should be given to signal timing at locations
with higher vehicular speeds and longer crossing distances;
>> Where actuated signals are present, the signal system should at these locations, bicyclists are more likely to have different
automatically detect bicycles as well as motor vehicles. signal timing needs than motorists.
Typically, the City of Boston uses loop detectors at actu- >> Bicycle signal heads 2 provide dedicated signal indications
ated or semi-actuated intersections. In order for bicyclists to bicyclists and should be positioned to maximize visibility
to prompt the green phase at these intersections, bicycle to bicycle traffic. They should be coordinated with pedestrian
detection devices should be installed. and non-conflicting vehicular movements to increase safety
>> Detection devices should be located within bicycle lanes or and minimize overall delay. Bicycle signal heads will be
4 INTERSECTIONS
bicycle boxes, marked with a bicycle detector symbol, and installed on a case-by-case basis determined by an engineer-
supplemented by appropriate signage 3. ing study and must be approved by BTD.

Bicycle Boxes
Overview Use
A bicycle box is dedicated space located between the cross- In locations with high volumes of turning movements by
walk, and the motor vehicle stop line used to provide bicyclists bicyclists, a bicycle box should be used to allow bicyclist to
a dedicated space to wait during the red light at signalized shift towards the desired side of the travel way. Depending
intersections. Placing bicyclists ahead of stopped vehicular on the context of the bicycle lane, left or right side, bicyclists
traffic 1 at a red light improves visibility and reduces conflicts can shift sides of the street to align themselves with vehicles
among all users. They also provide bicyclists a head start to making the same movement through the intersection.
get through the intersection, which aids in bicyclists making
difficult turning movements and improves safety and comfort In locations where motor vehicles can continue straight, or
due to the difference in acceleration rates between bicycles turn right crossing a right side bicycle lane 2, the bicycle
and motor vehicles. Bicycle boxes also provide more space box allows bicyclists to move to the front of the traffic queue
for multiple bicyclists to wait at a red light as opposed to being and make their movement first, minimizing conflicts between
constrained to a 5’ wide bicycle lane. In all cases, the bicycle the right turning motorist and the bicyclist. Where designs
box allows a bicyclist to be in front of motor vehicles, which not place bicycle boxes in front of a vehicle lane that may turn
only improves visibility and motorists awareness, but allows right on red, NO TURN ON RED signs must be provided.
bicyclists to “claim the lane” if desired.
Considerations
In Boston, the first bicycle boxes were installed on
Commonwealth Avenue in Back Bay. Bicycle boxes should be >> In the City of Boston bicycle boxes are typically painted
considered for every bicycle facility improvement project. green, and are a minimum of 13’ in depth.
>> Bicycle box design should be supplemented with appropri-
ate signage according the latest version of the MUTCD.
>> Where right turn only lanes for motor vehicles exist, bicycle
lanes should be designed to the left of the turn lane. If right
turn on red is desired, consider ending the bicycle box
at the edge of the bicycle lane to allow motor vehicles to
4 INTERSECTIONS
make this turning movement 3.
2
3
1
Mi
n.
13
’

Cycle Tracks at Intersections
Overview
Cycle tracks are protected bicycle facilities physically Cycle tracks should be given priority at low-volume intersec-
separated from adjacent travel lanes through a variety of tions, through the use of markings and signage.
measures, including a parking lane, grade separation, medi-
ans, or flex posts. This separation may increase comfort for Considerations
bicyclists, however, at intersections, cycle track designs must
manage conflicts with turning vehicles, and increase visibility >> Cycle track designs at intersections must give consider-
for all users. ation to signal operation and phasing in order to manage
conflicts between turning vehicles and bicyclists. Bicycle
Use signal heads 4 should be considered in order to
separate conflicts.
Increasing visibility and awareness are two key design >> Left turning bicycle movements may require specific ac-
goals for cycle tracks at intersections. Parking restrictions commodations including bicycle signals for “jughandle”
between 20’ to 40’ minimum should be provided at the movements 5. Jughandle movements are where bicyclists
near and far-side of intersections 1, however additional turn right in a jughandle shape, either onto a ramp or a side
space may be needed based on sight distance calculations. street, and then turn left.
>> Shared lane markings and/or colored pavement can
If possible, cycle tracks should be routed behind transit stops supplement short dashed lines through intersections where
2 (i.e., the transit stop should be between the cycle track engineering judgment deems appropriate.
and motor vehicle travel lanes). If this is not feasible, the cycle >> At non-signalized intersections, design treatments to
track should be designed to include treatments such as sig- increase visibility and safety include:
nage and pavement markings to alert the bicyclist to stop for >> Warning signs
buses and pedestrians accessing transit stops. Cycle track >> Raised intersections
designs often involve relocating transit stops to the far-side of >> Special pavement markings (including green surface
the intersection 3 to reduce conflicts. treatment)
>> Removal of parking prior to the intersection
4 INTERSECTIONS
>> Consider narrowing cycle tracks at intersections to slow
bicycle traffic. Another option is to remove the separation
prior to the intersection and provide standard bicycle lanes
3 2
with bicycle boxes where appropriate to raise awareness
and increase visibility.
5
AGE
Typ. 2
0’ to
1
40’

CURBSIDES
5

5
Smart
Curbsides
Curbside space on Boston’s
streets is a limited and valuable
commodity. Passenger
cars, delivery vehicles, and
buses compete for limited
curb space to access shops,
restaurants, housing, offices,
and community facilities. And,
more competition is on the
way. As the City of Boston
pursues its ambitious goal
of reducing greenhouse gas
emissions, it is encouraging the
use of environmentally friendly
electric vehicles, bicycle and
car-share systems, and is
accommodating the
parking needs of these vehicles
on its streets. Smart and
efficient management of curbs
and the use of web-based, on-
CURBSIDES
the-go information technology
can help Boston address this
diversity of demand on its
curbside space equitably.
5

Smart Curbside Principles
Curb Space for All Clean Energy Variable Pricing

The use of curbside space should be Electric grids that power curbsides Demand responsive on- and
distributed equitably to support the needs and vehicle charging should be off-street parking pricing
of all users, and should encourage alter- linked with clean, renewable energy should be considered.
native modes of transportation such as sources, particularly solar and wind.
bicycling, scooters, and electric vehicles.
Green Space Green Parking Connectivity

Temporary additions of greenscape and Parking for environmentally- Proximity to transit and
public spaces, such as seasonal plantings friendly vehicles such as connectivity amongst
and “parklets” should be considered at bicycles and electric vehicles modes should be consid-
key locations. should be provided. ered when locating on-
street parking facilities.
CURBSIDES
The Boston Transportation Department (BTD) regu-

lates curbside uses along city-owned streets, with its
5
Office of the Parking Clerk (OPC) playing a key role.

BTD coordinates with the Department of Innovation Virtual Information
and Technology (DoIT) to implement information tech- The experience of walking, shopping,
nology systems that support curbside management. wayfinding, lingering, and exploring
In addition, new innovations are pursued with the should be enriched with local information
help of the Mayor’s Office of New Urban Mechanics available through digital tags, interactive
(MONUM) and the Public Works Department (PWD). displays, and links to social networks.

Air Quality Balance
Web sites, signage, and smart phone applications Curbside uses should seek to bal-
should inform drivers of available parking spaces in real- ance parking needs with the demand
time to decrease green house gas (GHG) emissions and for other uses such as seating,
congestion caused by vehicles circulating in search of greenscape, and bicycle parking.
parking.
Data Analysis Access for All Trip Planning

Data collection and analysis Access to curbside facilities Online tools for calculating carbon
of curbside use should be should be available to people of footprints should be available to
performed to allow adaptation to all ages and abilities during all encourage responsible trip-planning.
changing conditions. weather conditions.
“Apps”
Access to the location and availabil-
ity of alternative transportation such
as bicycle and car-share stations,
and transit route information should
be enhanced by mobile device
? “apps” with real-time information.
CURBSIDES
5

Mobility Hubs
Mobility Hubs are centers of activity in Boston’s neighbor-

hoods that bring together alternative transportation choices,
virtual trip-planning, and placemaking at select curbside loca-
tions. They are located at prominent destinations where:
1 Alternative transportation choices such as bus and

rail transit stops, electric vehicle charging, and bicycle and car
share parking are co-located to enable seamless transfers.
2 Trip-planning is facilitated by providing real-time global

positioning system (GPS) information to users to improve
access and connectivity to alternative travel modes. 1
3 Placemaking is enhanced by creating comfortable and

desirable streetscapes and supplementing them with interac-
tive digital displays and tags about local community facilities,
history, and events.
Mobility Hubs provide both the physical and information

infrastructure required to assist users in making informed
travel choices. For example, using real-time information avail-
able on a digital display or mobile app, users would ascertain
not only how to select a route to get to their destination, but
also the best way to travel. Is it better to grab a bicycle from
a Hubway station, hop on a soon-approaching bus or subway
train, drive using the electric car-share vehicle located around
the corner, or simply walk with the assistance of a smart
wayfinding app? Which alternative provides the best balance
between convenience, cost, and carbon footprint? 3
In contrast to Boston’s more traditional multimodal centers

which bring together regional transportation services at
South, North, Back Bay, and other key stations, Mobility Hubs
can be distributed at several locations within a neighborhood,
typically adjacent to a subway stop, at a key intersection or
CURBSIDES
next to a community center. They complement transit sys-

tems by catering to “first and last mile” needs. Mobility Hubs
create a finer-grained, more personalized, and environmen-
tally friendly network of transportation options for residents,
commuters, and visitors to use on a daily basis.
5
Finally, Mobility Hubs can enhance the sense of place of a

location by linking residents and visitors to new experiences,
such as community events, farmers’ markets, details about
public art and sculptures, or the arrival of a new shop or
restaurant in the surrounding neighborhood.

1
?
P
?
2
$ CO2 1
Cost Carbon
Convenience
CURBSIDES
5

CURBSIDES
5

Information Infrastructure
218 Traffic Cameras

220 Smart and Multi-space Meters
222 Parking Sensors and Occupancy Monitoring
224 Variable Pricing
226 Digital Tags and Information Panels
228 Data Collection Infrastructure
For several years Boston has been “hard-wiring” its use

of traffic related systems. For example, BTD’s Traffic
Management Center controls over 490 traffic signals remotely
and has installed close to 200 Closed Circuit Televisions
(CCTV). Linked by an extensive fiber optic cable network,
this physical infrastructure enables the City to observe video
feeds and assess signal functionality to improve traffic flow
and pedestrian safety in real-time. Guidelines and technical
specifications for this hardware are well established and used
extensively.
More recently, new technology—from smart phones to GPS—

and a resurgent spirit of civic engagement have increased
opportunities for information sharing. Lead by MONUM,
Boston has embraced new projects that leverage technology
to deliver services that are more personal and citizen-driven.
For example, Citizens Connect, a smart phone app, enables
residents to upload photographs and request the City to fix
potholes and remove graffiti.
The following guidelines discuss the use of infrastructure

to provide and collect information that can improve opera-
tions and efficiency along Boston’s curbsides. Web-based
or virtual infrastructure allows for the installation of digital
tags and information panels in public spaces to provide
real-time information for next bus or train information, or for
the availability of parking spaces or bicycles at a Hubway
stations. Sensors and smart meters can adjust pricing and
CURBSIDES
parking regulations to respond to changing circumstances.
Opportunities to gather, display, and utilize data and technol-
ogy will continue to grow and improve and will contribute to
creating a more cost-effective and efficient management of
Boston’s curbsides.
5

INFORMATION INFRASTRUCTURE
Traffic Cameras
Overview
Traffic cameras are CCTVs that play a key role in monitoring Boston has installed over 100 CCTVs at key intersections
Boston’s streets to improve traffic flow and pedestrian safety. along major roadways throughout the city. In addition, the
CCTVs allow Boston’s Traffic Management Center (TMC) TMC is able to share logistics with several CCTVs provided
operators to investigate traffic congestion, locate accidents, by the Boston Police Department and the Massachusetts
disabled vehicles, illegal parking, and roadwork, as well as Interagency Video Information System (MIVIS).
assist in police and fire emergencies. In addition, CCTVs
can be used to observe how pedestrians and bicyclists are The location and installation of CCTVs must be approved
traversing intersections. CCTVs are used to determine the by BTD and comply with BTD’s Video Monitoring System
efficiency of the traffic signal system, observe the level of ser- Specifications.
vice (LOS) of roadways, and evaluate adjustments to signal
timing and progression.
CURBSIDES
5

Use Considerations
>> CCTVs should be installed as part of every street recon- >> CCTVs and related field equipment should be designed to
struction or large development project in the city. The operate reliably in all weather conditions.
system consists of a domed, pendant mounted CCTV with >> Traffic signal control boxes should not obstruct the
remotely controlled pan, tilt, and zoom capabilities. Pedestrian Zone in the sidewalk and be located to mini-
>> Camera control protocols must be compatible with existing mize visual clutter.
equipment and software at BTD’s TMC. >> When mast arm mounted, cameras should be positioned to
>> Communication for remote monitoring at the TMC must be maximize visibility and should not block, or be blocked by
via fiber optic cables or copper wires. All necessary conduit signs, utility wires, or other traffic control devices.
work to connect with the City’s fiber optic network should
be installed.
>> CCTVs should be used to inform traffic advisories posted
by BTD in the event of an accident, unusual congestion,
or other traffic impeding situations. They are useful to
send follow-up traffic alerts as conditions change or the
situation ends.
CURBSIDES
5

Smart and Multi-Space Meters
Overview
In Boston, single-space parking meters have traditionally Through its investment in new single- and multi-space
been fed by coins; however, the City of Boston has been meters, BTD has significantly improved meter operability
working to install new types of smart and multi-space parking throughout the city. As Boston explores opportunities to
meters that incorporate technologies to provide users multiple expand and update its meter inventory, the City will be able
options for payment. Smart meters provide more convenience to optimize operations because of smart meter technologies.
for users, more flexibility for pricing, and the ability to collect For example, one goal is to introduce technology that allows
parking data. people to pay meters remotely.
Multi-Space Meters: BTD currently manages nearly 1000 All meter installations must be reviewed by and developed
parking spaces through its multi-space meter program. These in coordination with BTD’s Office of the Parking Clerk.
meters use kiosks 1 which accept debit/credit cards, dollar
bills, dollar coins and quarters, and dispense pay and display
receipts. They are solar powered and each unit typically
regulates up to eight spaces. The majority of these spaces
are located in the Back Bay retail district on Newbury and
Boylston Streets.
Boston Meter Card: In 2011, BTD also launched the

Boston Meter Card, a debit card which gives drivers another
payment option at over 7,000 single-space meters located
throughout the city.
1
CURBSIDES
Minimum
18” from
the curb
5

Use
>> Smart meters should be configured to allow payment
through credit cards or cell phones 2. They should trans-
mit information wirelessly to the Office of the Parking Clerk
to facilitate real-time monitoring and maintenance.
>> All meters should be located in the Greenscape/
Furnishing Zone at a minimum of 18” from the curb;
meters may not be placed in the Pedestrian Zone. A clear
path should provide access to and from parked cars to
>> Parking spaces can be marked or unmarked in the parking
lane, depending on the payment method for the multi-
space meter.
Considerations
>> By providing many payment modes, smart meters make it
easier for drivers to avoid parking tickets. At the same time,
parking revenues are maintained due to the more efficient
utilization of parking spaces by customers.
>> Smart meters should be solar powered; however, panels
should be strategically placed to reduce visual clutter on
the street.
>> Compared to single space meters, multi-space meters
reduce clutter on the street.
>> If individual spaces are striped, information on usage can
be collected per space. However, marking parking spaces
requires more maintenance, can limit the number of spaces
utilized, particularly with the growing popularity of smart
cars, and can be impractical during snowy months. If
parking spaces are not striped, usage rates may be harder
to collect, though some sense of overall demand may be
2
CURBSIDES
discerned from parking revenue.
>> Products are available to retrofit traditional single-head
mechanical meters with the capability to make wireless
phone payments.
>> Smart meter cards increase the efficiency and decrease the
cost of collecting payments.
5
>> Meter card use experiences greater retention if money can

be added to the card at local kiosks or online.

Parking Sensors and Occupancy Monitoring
Overview Use
Given Boston‘s limited on-street parking supply, residents >> Sensors should be programmed to convey occupancy
and visitors who choose to drive are spending increasing rates to a centralized system that can collect, store, and
amounts of time circulating looking for parking; this adds analyze the data over time, making it possible to identify
to congestion resulting in an increase in GHG emissions, patterns in how parking spaces are utilized and develop
double parking, and unsafe roadway conditions for all users. new management programs.
Providing information about parking availability, and mak- >> Sensors should monitor motor vehicle parking meters,
ing it easier to find a place to park, particularly by providing electric vehicle charging parking, and Hubway stations
information in real-time 1, is therefore of importance. usage rates to assist in developing strategies to encourage
the use of alternative modes of transportation.
Small, battery-powered parking sensors can be installed on >> Sensors can be useful for documenting actual real-time
or embedded in the roadway to detect when vehicles arrive usage and availability rates and to share this information
and depart using a magnetometer, or an instrument used to with the public, particularly along corridors where there
measure magnetic fields. The sensors can transmit data wire- is a perception that on-street parking is scarce. However,
lessly to communicate occupancy information to the public the City does not support third parties selling access to
via the internet or smart phone apps. BTD recently completed parking spaces.
a pilot program to test this technology. >> Parking spaces that are underutilized should be identi-
fied. Usage rates can be used to develop or adjust pricing
All parking sensor proposals must be reviewed by and schemes. See Variable Pricing on the following page for
developed in coordination with BTD’s Office of the more information.
Parking Clerk.
CURBSIDES
5

Considerations
>> Regular monitoring and analysis of the sensors and system >> Sensors can report time violations to parking enforcement
should be conducted. A database of utilization can be built officers. This can help enforcement be more efficient and
to support analysis over time and/or geography. increase citations.
>> The sensors should be durable and adapt to New England >> Sensors can be pole mounted, for example on a meter or
weather, particularly their ability to detect parked vehicles on a street light, and combined with instruments that can
in snowy conditions. measure air and noise pollution, ambient light, and motor
vehicle, pedestrian, and bicycle volumes.
Sensors
should convey
occupancy rates
to a centralized
system that can collect,
store, and analyze
data over time.
CURBSIDES
City of Boston
5
Traffic Management Center

Variable Pricing
Overview
With the introduction of smart and multi-space meters on
Boston’s streets, parking pricing can be adjusted in response
to parking demand. Variable pricing requires rates to be raised Increased rate to promote
when spaces are difficult to find, for example along commercial the use of alternative
corridors or during peak hours, and lowered when demand modes such as transit
and bicycling
is low, such as in neighborhood business districts at off-peak
hours or downtown during weekends. Variable pricing can
also be used during special events to encourage people to
take transit, walk, or bicycle. The goal of variable parking is to $$
maximize efficiency of Boston’s limited parking supply.
Peak Hours
When combined with parking sensors, smart meters with
08:00
variable pricing can provide real-time data as to the location
of available parking spaces and their price; smart phone apps
may be developed to direct drivers to available on-street
parking by price and location. For events, smart meters can
adjust pricing as well as time limits in response to the duration
of the event.
?
BTD’s Office of the Parking Clerk is investigating the use of
variable pricing based on the experience of pilot programs
such as SFpark in San Francisco.
Considerations
Use
>> Monitoring is important to verify that the variable pricing is
>> Variable pricing should be considered when on-street park- producing the desired results. Regulations should consider
ing rates are substantially lower than garage or off-street how often rates can be adjusted.
parking rates in the area to reduce the incentive for drivers to >> Pricing parking according to location and time of day can
circulate and find the best deal. create unintended spillover into adjacent neighborhoods or
>> Meter parking rates should be set to find the right balance districts if not implemented and managed properly. Parking
between making parking spaces easily accessible while policies may require coordination amongst adjacent
pricing spaces to encourage the use of alternative modes districts to ensure community concerns of overflow parking
CURBSIDES
such as transit and bicycling. are addressed.

>> Meter parking rates should not be adjusted too frequently >> Variable pricing at metered spaces can be more effective
to reduce confusion for the consumer and enforcement when coordinated with rates for renting bicycles at Hubway
officers. For example, SFpark has different rates for off-peak stations and with Massachusetts Bay Transit Authority
and peak hours but keeps those rates fixed for several (MBTA) commuter rail, subway, and bus prices to make it
months at a time. possible for users to weigh alternatives and calculate the
5
>> New on-street parking meter rates should be adjusted cost of an entire trip.
in coordination with distributing information about the >> Citation fines should also be coordinated with the use of
availability and pricing of parking in off-street lots that are variable pricing for parking. Fees when combined with
permitted by BTD. variable pricing should ideally be greater than the price of
>> To encourage visitors to stay for dining or entertainment in short-term parking in nearby garages and lots to encour-
business districts, allowed parking in some areas should age turnover and for citizens to obey time limits.
be extended from two hours to four hours after 6pm. Smart >> Variable pricing may have impacts on operating costs for
meters can be programed to accommodate this change. BTD’s Enforcement and OPC divisions.

Reduced rate in neighborhood
business districts or downtown
during weekends at off-peak hours
$ $$ $
Off-Peak Hours Peak Hours
10:00 16:00 19:00
CURBSIDES
5
Off-Peak Hours: Low Demand – Reduced Pricing Peak Hours: High Demand – Increased Pricing

Digital Tags and Information Panels
Overview
A key ingredient of a vibrant street or public space is face-to- and cultural information about nearby landmarks; descriptions
face interaction where people shop, eat, or gather for events. and schedules for local community events; and wayfinding
Recently, with the rapid rise of mobile internet and the desire information to the nearest library, farmers’ market, or subway
for people to share information with one another using social station. Interactive information panels can also serve as web-
media, new tools have become available to enrich this inter- based community bulletin boards. These tools together have
action. These include traditional and digital information panels the potential to transform physical places and streetscapes
as well as digital tags known as QR, or Quick Response into communicative and interactive destinations.
codes. QR codes are two dimensional bar codes that can be
scanned using a smart phone causing the device’s browser to Recent examples include the MBTA’s installation of an infor-
launch a selected website. mation panel at Ruggles Station. Riders can toggle screens
displaying real-time bus and subway schedules to facilitate
Digital tags and information panels add value to city streets transfers between modes. My Dot Tour, a collaborative
by providing links to day-to-day practical information such as program that empowers youth and community by celebrating
real-time transit information, walking and bicycling routes with Dorchester’s multicultural history, uses QR codes to provide
times to nearby destinations, and bicycle and car-share avail- links to narratives about the past, present, and future of the
ability. They can also inform people of place-based history neighborhood.
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5
Information panels at Ruggles Station toggle between bus and subway real-time schedule information.

Use Considerations
>> Digital tags and displays should integrate pedestrian and >> Information panels and displays can add to visual clutter
bicycle wayfinding with real-time information about the avail- if not located in a sensitive manner; panels should not
ability of Hubway bicycles, electric vehicles (EV) charging obstruct the Pedestrian Zone. Protection from inclement
spaces, and transit schedules. weather is often necessary.
>> Digital displays are best located in public spaces such as >> Digital information panels and tags should be integrated
plazas and should be visible from, though not obstructing, into a support network that ensures web links and trans-
the Pedestrian Zone. portation information is constantly updated.
>> Information panels and tags should be Americans with >> Digital panels can be expensive to install and maintain, and
Disabilities Act (ADA) accessible. People of all ages and may need to be supported by advertising revenue from
abilities should be able to access information posted on local shops, restaurants, sports, and entertainment venues.
display screens or linked through tags. Wayfinding options
such as speech messages at kiosks, Braille text on maps
and multi-lingual access should be provided as well.
>> The information that is linked through digital tags and
displayed on panels should encourage participation
in community-based initiatives that promote local cul-
ture, public health, youth education, and public service
announcements.
>> Digital tags on a community building should link to the
facility’s website, services provided, up-to-date hours of
operation, as well as information about related facilities in
the area.
>> Tags should be located so they are easy to find, such as
at entrances to transit stops, on EV charging stations, or
adjacent to posted bus schedules. Boston Complete Streets QR code
CURBSIDES
5
My Dot Tour uses QR codes to provide links to narratives about the neighborhood.

Data Collection Infrastructure
Overview
Timely and accurate data collection of multimodal traffic To meet these needs, BTD, MONUM, and the DoIT is
conditions can significantly enhance the City of Boston’s abil- developing data collection, storage, and analysis protocols.
ity to manage traffic flows and its curbsides more efficiently. A consistent set of standards as to how vehicle, pedestrian,
Data can be collected and analyzed to measure modal usage, and bicycle data will be documented and integrated into
vehicle miles traveled (VMTs), identify dangerous intersec- a citywide database are being established. The goal is to
tions, and maximize efficiency and safety on city streets. In create a dedicated public domain website for policy makers,
addition to providing overall volumes on key corridors, VMTs engineers, residents, and commuters to access transportation
are a key variable in calculating levels of GHG emissions. data at near real-time intervals. Simple online visualizations of
Boston’s Climate Action Plan aims to reduce VMTs by 7.5% this information can reveal patterns and trends.
from 2010 to 2020, and requires reliable data to measure the
effectiveness of its efforts to encourage the use of alternative
transportation modes. Using technology to reduce GHGs and
air pollution caused by traffic congestion is a priority of the
City of Boston’s sustainability agenda.
2
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City of Boston
Traffic Management Center
5
Collected data should be formatted

and submitted in accordance with
BTD requirements and linked with
the DoIT-maintained GIS database.

Use Considerations
>> Traffic data collected as part of development and street >> Installation of radio frequency identification (RFID) or other
reconstruction projects should be formatted and submitted forms of identification should be considered as roadways
in accordance with BTD requirements. It should be linked are constructed or repaired. Tags can be embedded in
with the geographic information system (GIS) database asphalt patches within the roadway and serve a variety of
maintained by DoIT. uses, from maintaining information about the contractor
>> Modal counts as well as crash data and infrastructure data to recording data about pilot materials to assess durability
should be collected for pedestrians, bicycles, and heavy over time.
vehicles in addition to passenger vehicles 1. >> Maintenance of data in consistent formats over the long
>> Intersection design, particularly the configuration of traffic term is a key challenge and goal, particularly as compari-
signals, should incorporate sensors and cameras that can sons spanning several years is necessary to identify trends
be used to collect data in real-time. in volumes and traffic flow patterns.
>> Based on guidance provided by BTD and DoIT, data-count- >> Supplementary data such as cell phone signals and the
ing technologies to consider should include loop detectors, movement of GPS-fitted taxis and city fleets should be
traffic video cameras supported by image recognition used to track crowding and congestion, as well as speed.
software, microwave sensors, and E-Z pass readers. >> Data collection and formatting should be coordinated with
>> When appropriate, the real-time traffic flow information, Massachusetts Department of Transportation (MassDOT)
in addition to information from Mobility Hubs and smart and the Central Transportation Planning Staff (CTPS), which
meters, should be made available to motorists and to app provides data analysis to the Boston Metropolitan Planning
developers to make it accessible on smart phones 2. Organization (MPO), to encourage consistency and opportu-
nities for comparisons.
>> Data streams that update the status, operability and energy
consumption of specific street side elements can increase
efficiency and convenience, as well as save money in
operations and maintenance. Trash receptacles, parking
meters, street lights, bicycle share stations, and real-time
transit signage are a few examples of items that can be
connected wirelessly to a central database 3.
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3
Traffic signals should
5
incorporate sensors
and cameras for real-
time data collection.

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5

Alternative Curbside Uses
232 Accessible Parking

234 Scooter and Motorcycle Parking
236 Bicycle Share Stations
238 On-Street Bicycle Parking
240 Electric Vehicle Charging Stations
242 Parklets
244 Food Trucks
The transportation sector accounts for about one quarter of

Boston’s GHG emissions. The City of Boston’s Climate Action
Plan goal is to reduce GHGs by 28% by 2020. While a major-
ity of these reductions will come from adherence to Federal
and State standards that increase vehicle efficiency and the
carbon intensity of fuel, to meet this goal Boston must also
reduce its reliance on motor vehicles.
The City of Boston has formulated and implemented long

term policies to encourage walking, riding transit, bicycling,
the use of alternative vehicles such as scooters, motorcycles,
and electric vehicles EVs. In support of these policies, the
City has replaced valuable curbside parking spaces, tradi-
tionally reserved for motor vehicles and delivery trucks, to
serve more environmentally friendly modes of travel, such as
Hubway bicycle share and EV charging stations. One motor
vehicle parking space can provide about 10 to 14 bicycle
parking spaces and four to five motorcycle or scooter spaces,
resulting in a more inclusive use of the space. When com-
bined with online access, these alternative modes of travel
can have the personalization, flexibility, and convenience of
car-ownership; and the cost-efficiency, environmental aware-
ness, and health benefits of public transportation.
Boston is known as a vibrant walking city. Curbside space

can also be used as extensions of the sidewalk environment
to accommodate facilities that support sidewalk activity. The
CURBSIDES
City designates seasonal Food Truck parking spaces and
has established guidelines to install parklets, or temporary
platforms installed over a parking space for public seating.
5
BTD regulates curbside uses along city-owned

streets. New innovations are pursued with the help of
MONUM, Boston Bikes, and PWD.

ALTERNATIVE CURBSIDE USES
Accessible Parking
Overview
The City of Boston proactively facilitates full and equal
participation in all aspects of life by persons with disabilities on
city streets, including the provision of accessible parking, also
known as handicap parking. Accessible spaces are distributed
throughout the city and installed by request. Any resident of
Boston who meets the requirements of the program is entitled
to apply. Standards are established by the Commission and
adhere to ADA and the Massachusetts Architectural Access
Board guidelines.
Boston has established a Handicap Parking Space

Program which is administered jointly by the Mayor’s
Commission for Persons with Disabilities and OPC.
Use
>> All accessible parking space surfaces must be smooth,
stable, and slip resistant, and not exceed a 2% slope in
2
any direction. Accessible curbside spaces require acces-
sible curb ramps at the head or foot of the space 1.
>> Accessible parking should be located as close as possible 3
to an accessible entrance 2.
>> Accessible parking spaces should be marked by signs 3
using the international symbol for accessibility.
>> Signs should be located at the head of each parking space
or no more than 10’ away.
>> Massachusetts’s law exempts vehicles with proper acces-
sible parking permits from all public meter fees.
1
CURBSIDES
5

Considerations
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>> Handicap parking spaces are provided adjacent to public
facilities such as community health centers, elderly
housing, libraries and transit stations, and are distributed
throughout the city.
>> In general, applicants for the Resident Handicap Parking
5
Space Program must be year-round residents of Boston;

have a car registered at a Boston address; have a physical
disability which is expected to last at least 12 months and
limits their ability to walk less than 200’; and possess
a valid handicap license plate. The City of Boston encour-
ages citizens to report suspected abuse of a handicap
placards or accessible parking spaces.

Scooter and Motorcycle Parking
Overview
Motorcycles and scooters have become increasingly popular In April 2010, Boston began instituting a pilot program of
in Boston. BTD promotes their use as a greener alternative to metered parking for motorcycles and scooters in the Back
motor vehicles and is providing all-day parking as an incen- Bay. As an incentive to increase use, motorcycle and scooter
tive for people to use them. Traditionally, motorcycles have parking is currently provided without time restrictions.
been permitted to park using a full curbside parking space
and scooters have parked on sidewalks where they often A single car space is divided into multiple stalls to allow park-
obstruct the Pedestrian Zone creating unsafe conditions. ing perpendicular to the curb. Each stall has a single-space
meter 1 which costs $0.25 per hour with no time limit.
Scooters can lock to the meter post.
1
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2
3
5

Use
BTD plans to monitor the success of motorcycle and scooter >> The average 20’ long parking space should be
program and make adjustments as necessary, with plans to divided into four 5’ spaces 2 to create stalls for
expand the program to other parts of the Boston. scooters and motorcycles. Users prefer spaces grouped
at the end of a block or close to corners rather than in
Designation and signing of scooter and motorcycle park- between two cars.
ing must be approved by BTD. >> Stalls can also be installed in pairs.
>> Preferred locations include parking spaces that allow
cars to maneuver easily without damaging motorcycles or
scooters parked perpendicular to the curb, next to cross-
walks and curb extensions, or adjacent to the unoccupied,
usable space in front of a fire hydrant 3. Note hydrants
require 10’ of clearance.
>> Based on neighborhood demand, it is estimated that two
to four stalls should be provided for every 50 to 75 regular
parking spaces.
>> Uniform, easily identifiable signage provided by BTD,
should be used to designate spaces.
Considerations
>> Scooters parked on sidewalks also take up space that
could be used for bicycle racks.
>> Where not enforced, people using motorcycles or scooters
are liable to park on the sidewalk or plazas where suf-
ficient space exists because it is free. Additionally, pay and
display multi-space meters are an issue for these types of
vehicles since the receipt cannot be displayed securely and
may be stolen.
>> Consideration should be given to install hitches or rings
installed in the asphalt or curb edge to make it easier to
lock scooters and motorcycles.
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5

Bicycle Share Stations
Overview
The City of Boston launched the Hubway bicycle share and last mile many transit riders face when reaching a final
program in the summer of 2011. Participants access a destination. Bicycle sharing is particularly suited for Boston’s
bicycle with the swipe of a card, and can return bicycles to student and tourist populations, as well as its generally flat
any station in the network. Users are able to purchase yearly, topography. Fleet access is 24 hours, and currently operates
monthly, or daily passes, and the first thirty minutes of any from the spring through the end of fall.
ride is free to encourage short trips with frequent turnover of
bicycles. Within the first ten weeks, more than 100,000 rides Bicycle share promotes healthy, active lifestyles and is a
were logged and by the end of November in 2011, more than green sustainable transportation alternative to driving that
3,600 annual memberships were purchased. emits zero carbon.
The stations are located to encourage short, one-way trips Hubway station locations must be approved by BTD,
for commuting, shopping, running errands, social outings, PWD, and the Commission for Persons with Disabilities,
exercise, and sightseeing. Bicycle share helps solve the first in coordination with Boston Bikes.
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5
The standard bicycle share station

footprint, about 7’ by 30’, provides about
ten building frontage parking spaces for
about one vehicle parking space.

Use
2 Boston’s bicycle stations typically provide ten bicycle docking
spaces, with a standard footprint of about 7’ by 30’.
Station locations should:
>> Maintain a 5’ clear pedestrian path 1
>> Target popular destinations and high density areas.
>> Receive sufficient sunlight for solar apparatus 2
>> Utilize sidewalks, private property, or parking
lanes efficiently
>> Avoid obstructing utilities, fire hydrants, or other
street furniture
Considerations
>> The City of Boston has launched a subsidized Hubway
membership program, funded by the Boston Public Health
Commission, targeted at youth groups.
>> All Hubway riders are encouraged to wear helmets, which
are provided at discounts at general stores citywide.
>> One on-street parking space converted to a Hubway sta-
tion offers ten building frontage parking spaces, compared
to one vehicle space 3.
>> Theft, vandalism, liability, safety, and redistribution are all
concerns of any bicycle share system. Stations should
be located to maximize security of equipment and safety
for users.
1 CURBSIDES
3
5
Typ. 3
0’
Typ. 7’

On-Street Bicycle Parking
Overview
Convenient, secure, and ample bicycle parking is a necessity Bicycle parking is installed through Boston Bikes, the City’s
for encouraging bicycling in Boston. Bicycle parking is typi- comprehensive program to encourage bicycling. Over 1,500
cally found on sidewalks 1; however the sidewalk may not racks have been installed since 2008, and while most racks
be wide enough to support the high demand of bicycle park- were installed based on surveys, residents and businesses
ing in popular destinations. On-street bicycle parking is an can request that the City install racks on public
efficient way to use valuable curbside real estate. Converting sidewalks or in parklets near
one vehicular parking space to temporary or permanent their properties.
bicycle parking creates about 10 to 14 bicycle parking spaces
2, allowing more patrons to park immediately in front of
businesses and residencies.
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2 3
5

Use
>> Bicycle racks should be permanently affixed to a paved
surface; movable bicycle racks are only appropriate for
temporary use.
>> Bicycle racks are required to be installed as part of street
reconstruction projects. The specific amount and type of
bicycle parking required during reconstruction and new
developments is outlined in the City of Boston’s Bicycle
Parking Guidelines.
>> All bicycle racks must follow BTD standards and mainte-
nance agreements. For specific details about bicycle racks,
dimensions, and required setbacks and clearances see
Chapter 2: Bicycle Racks.
Considerations
>> On-street bicycle racks can be at the same grade as the
sidewalk, as a parklet style bicycle corral, or at the same
grade as the street 3.
>> On-street bicycle racks should be considered where there
is high demand for bicycle parking and there is not enough
width on the sidewalk to satisfy that demand. Conditions
that indicate the need for additional bicycle parking spaces
include bicycles parked to trees, meters, sign posts,
fences, and other street furniture.
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1
5

Electric Vehicle Charging Stations
Overview
Electric and other low emissions vehicles (EVs) are smart, >> Charging units should be installed in the Greenscape/
clean, and more sustainable modes of transportation that are Furnishing Zone, directly on the sidewalk (similar to a
re-emerging in efforts to reduce GHG emissions and combat bollard) or pole-mounted, placed at a minimum of 18”
climate change. from the curb, and located at the center of each parking
space to maximize access for different positions of the
Providing incentives to encourage the use of EVs is a key charging port on EVs.
component of the City of Boston’s efforts to reach its Climate >> Curbs, bollards, and/or setbacks 1 should be added to
Action Plan goal of reducing carbon emissions by 25% by protect the station from vehicles mounting the curb.
2025 citywide. The City launched its EVboston initiative in >> Charging stations should be networked and equipped with
2011 with the installation of three free public curbside charg- smart features that allow users to track the location of
ing stations in front of City Hall. EVboston aims to encourage their vehicle, real-time charging updates, and the ability to
the use of EVs through education, public-private partnerships, reserve charging stations online or via smart phones.
and providing public access to EV charging stations. The >> Payment should be possible with dedicated RFID cards,
City recently received 21 dual-charging stations through a contact-less credit cards, or via smartphones.
State “Green Communities” grant as part of the Chargepoint >> Signs should designate EV-only parking 2, instructions
America Federal program, which have now been installed for use, four to eight hour time limits for charging, and posi-
in garages, at public institutions, hotels, and other locations tioned to meet all accessibility requirements.
throughout the city. >> On-street EVs charging stations should have a cord man-
agement system to prevent tripping, cord wrap issues, and
Proposals to locate EV charging stations must be ap- be functional in inclement weather.
proved by BTD and PWD.
Use
>> All curbside charging stations should use Level 2 chargers,
which operate at 220V to 240V. Using a Level 2 charger, a
2
vehicle could receive a complete charge in as few as four
hours from a 240V system. This would be ideal for people
living in apartments or at locations that cannot accommo-
date private garage charging. EVs should use the industry- 1
wide standard plug, the J1772 connector, which allows for
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faster battery charging times.

>> Level 1 chargers, or typical wall plugs, and direct current
(DC) charging stations, which can recharge fully depleted
batteries in as little as 15 minutes, may also be considered Charging units
for off-street charging. must be placed
>> EV stations should be placed near utility feeder lines, clear 18” from the curb.
5
from traffic, and away from flood zones.

>> Where feasible, charging units should be incorporated in
smart grids that use renewal sources such as solar or
wind power.

3 Considerations
>> Periodic testing of EV hardware and software should be
conducted, and parts should be replaced as necessary.
Stations should be connected to an online network in order
to allow for software maintenance and user inquiries to be
conducted remotely by an operator.
>> Charging units should incorporate renewable and sustain-
able energy sources, such as solar or wind power 3, to
the largest extent feasible.
>> Charging stations that provide ports for multiple vehicles
will require additional power supplies and coordination with
the utility company.
>> New technology should be considered to allow for wireless
charging of EVs, such as through inductive capabilities
using an electromagnetic field to transfer energy between
the car and a charging pad.
>> Programs to install charging stations on residential streets
should be coordinated with neighborhood groups so that
location and access-time is geared toward local needs.
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5

Parklets
Overview
A parklet is the conversion of one or more on-street parking These retrofitted pedestrian spaces are open to the public but
spaces into a temporary or permanent extension of the side- are typically maintained by adjacent businesses. The reclaimed
walk; parklets are installed typically where existing sidewalk space can be used seasonally and converted back into parking
widths are too narrow to accommodate street activity. Parklet or used for snow storage in the winter. Parklets are considered
features can include benches, tables, chairs greenscape, public space and must be signed as such—table service and
bicycle parking, and art 1 that should reflect the character of advertising are not permitted in parklets.
the location.
Parklets proposals must be approved by PWD and BTD.
CURBSIDES
’
.7
5
in
M
The parklet platform must be Min.
flush with the adjoining sidewalk 4’

Use
>> Parklet platforms should be safe, practical, and flush with >> Parklets must not be located in front of fire hydrants, over
the adjoining sidewalk. They must also be accessible and manholes, or over utility access points.
meet all ADA requirements. >> Parklets are not appropriate for every street. Examples of
>> Parklets cannot occupy space beyond the dimensions unsuitable locations include Parkways, streets with peak-
of the existing parking space(s). Parklet designs should time restricted parking lanes, fire lanes, authorized vehicle
not extend beyond the width of the adjacent parking parking areas, no stopping zones, and within bus stops.
lane, which is a minimum of 7’. Also, designs must >> Parklet platforms are installed in coordination with
provide a 4’ wide buffer on either end of the parklet neighborhood groups and adjacent businesses. The City
from the adjacent parked cars; buffers may include plant- will consider applications from business owners and local
ers, wheel-stops, barricades, or temporary bollards. community organizations. The selected applicant is typi-
cally responsible for deconstructing and storing materials
in the off-season.
Considerations
>> Parklets should be located where the street has minimal
slopes, platforms are not obstructing curbside drainage,
and access to below ground utilities is maintained.
>> Parklets are well-suited on Neighborhood Main Streets,
Downtown Commercial, and Downtown Mixed-Use Street
Types. Parklets should be considered in areas with moderate
to high pedestrian traffic and where existing sidewalk widths
do not provide space for amenities such as seating, bicycle
parking, or sidewalk cafés. Suggested locations include
retail districts and restaurants with takeout food service.
>> Maintenance agreements with area businesses and com-
munity groups are key to the long-term viability of parklets.
>> When sidewalk cafés are considered for parklets, de-
signs must adhere to the guidelines found in Chapter 2:
Sidewalks, Sidewalk Cafés. Note that serving food and
alcohol is not permitted across public sidewalks; however
CURBSIDES
seating and tables are encouraged in parklets to allow
patrons to enjoy take-out service.

Food Trucks
Overview
Providing opportunities for outdoor eating is a key way to suitability. The annual lottery ensures that food truck offerings
activate public spaces. Since the City passed a food truck remain dynamic and that new vendors have a way to enter
ordinance in 2011, food trucks have become a welcome and the market.
popular addition to Boston’s streets. The most popular trucks
serve healthy, innovative food at a reasonable price, and use Food truck vendors are also welcome to work with institutions
social media to update customers on their whereabouts. and private property owners to secure agreements to vend in
Many have developed a loyal following, generate street life, off-street locations.
and a positive buzz at their locations.
The Food Truck program is managed by Boston’s
The city has a limited number of designated, on-street food Director of Food Initiatives with input from the Food
truck sites in prime, downtown locations that are allocated Truck Committee which includes PWD, BTD, Boston
once a year by live lottery. The locations were selected based Redevelopment Authority (BRA), Boston Main Streets,
on an online survey taken by food truck vendors and the Department of Neighborhood Development, Office
general public, with review by city staff to ensure safety and of Neighborhood Services, Inspectional Services
Department, and the Fire Department.
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5
3 1
2

Use
In Boston, a “Mobile Food Truck” is a retail food establish- Food trucks are encouraged to be energy efficient, generate
ment located on a vehicle, where food is cooked, prepared, minimal waste, offer affordable food choices, and provide
and served for individual portion service. Food trucks contain access to underserved neighborhoods. They are required
full-service, commercial kitchens, and are usually large, up to offer a healthier meal item and to participate in the city’s
to 24’ long by 8’ wide 1. Food is typically cooked and “Rethink Your Drink” campaign. Once a year they are asked
served from inside the truck. report on how they are employing local residents, using a
local fabricator, purchasing local products, etc.
Food trucks on city streets must park in the center of the
designated space, leaving one vacant space in front and
one space behind the truck 2 for fire safety. Vendors are Considerations
required to have a plan for queuing that ensures an acces-
sible route for passing pedestrians 3. They must collect and >> Food truck location should take into account factors such
remove all food-related trash and leave the site clean at the as existing bricks and mortar restaurants, pedestrian and
end of the shift. vehicular traffic, and emergency vehicle access.
>> The City of Boston will continue to identify locations where
food trucks may work well to help activate an area.
>> Other types of mobile vending in Boston include food push
carts, canteen trucks, and ice cream trucks. Permitting for
these vendors is independent of the permitting for
food trucks.
>> The City is committed to providing a fair, equitable, and
transparent method for scheduling the use of public
vending sites.
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5

6 IMPLEMENTATION

6
Implementation
Roadway and sidewalk
design projects in Boston
are informed by the
constraints and opportunities
of working in a city with a
mix of historic and modern
construction, multiple and
overlapping jurisdictions, and
a commitment to meaningful
community engagement. In
recent years, the City has
focused on sustainability
and maintenanability in all
new construction. Efforts
to efficiently maintain
Boston’s vast network of
streets, foster community-
initiated projects, and create
effective partnerships with all
stakeholders have been critical
to the success of recent street
redesign projects in Boston.
This chapter identifies the
fiduciary responsibilities of City
departments, followed by a
step-by-step description of the
project development process.
6 IMPLEMENTATION

6 IMPLEMENTATION

Implementation Principles
The Boston Complete Street Guidelines inform the planning,

design, construction, and maintenance requirements for
all public right-of-way improvements. The design and
implementation of projects must remain flexible to the
unique circumstances of each site, creating the most
sustainable and innovative solutions. Below are the
principles that inform implementation practices in Boston:
Project initiation is focused on Key constraints are recognized

revitalizing streets that improve early in the process, including
access to major destinations and right-of-way ownership, major
the city’s neighborhoods. utility and areaway conflicts,
and long-term maintainability.
Community supported projects
are encouraged.
Multimodal access for motor
vehicles, transit, bicycles, and
Goals are identified at project pedestrians, particularly for
initiation to foster multimodal persons with disabilities, is
designs and context-sensitive provided during construction.
solutions.
Implementation practices
Designs are informed by an all- seek to protect and preserve
inclusive and transparent public Boston’s valuable environmental
process from planning through and historical resources.
design and construction.
Designs are developed with a During all phases of

focus on matching available implementation, stormwater
resources with expected management and environmental
outcomes. mitigation practices are
considered.
Interagency review is
6 IMPLEMENTATION
coordinated and efficient with

a commitment toward taking
responsibility and action.

Public Agency Fiduciary Responsibilities
This section outlines public agency responsibilities relative

to the ownership and management of City of Boston
owned assets in the public right-of-way. The Public Works
Department (PWD) is the primary owner and manager of
the reconstruction of city streets, sidewalks, and bridges.
The Boston Transportation Department (BTD) is responsible Street Trees and Plantings
for installing and operating traffic and parking management Parks Department with PWD
devices, and managing access for pedestrians, motor
vehicles, and bicyclists. PWD owns the city’s right-of-ways
in coordination with BTD, the Parks Department, Boston
Water and Sewer Commission (BWSC), and the Coordinated
Street Furniture program. The Boston Fire Department and
Emergency Medical Services (EMS) are also consulted.
Regulatory, Warning, Street
For more information on project design approval Name, and Guide Signs
responsibilities of city agencies and commissions, see the BTD
Project Development and Review section later in this chapter.
Street Furniture
Coordinated Street Furniture
Program with PWD
Bicycle Share Stations and

Bicycle Racks
BTD with PWD and Boston Bikes
Sidewalk Alignment
and Paving Materials
PWD
6 IMPLEMENTATION
Stormwater Management Elements

such as Planters and Rain Gardens
Parks Department with BWSC and PWD

Street Lights and Banners
PWD Lighting Division
Electric Vehicle Charging Stations

BTD with PWD Bus Shelters and Bus Stop Signs
Coordinated Street Furniture
Program and MBTA
Roadway and Intersection Geometry

and Lane Functionality (Including Transit Parklets
and Bicycle Facilities and Crosswalks) PWD and BTD
PWD, BTD with Massachusetts Bay Transit
Authority (MBTA) and Boston Bikes
Water and Sewer System Infrastructure

BWSC
Traffic Signals and Parking Meters and Sensors

Traffic Control Cameras BTD
BTD
6 IMPLEMENTATION
Trash Compactors and Recycle Bins

PWD

Project Development and Review Process
Step 1
City of Boston Managed Developer Managed
Project Initiation PWD, BTD, or Boston Redevelopment Developer proposes project.
Authority (BRA) identify project with com-
munity based on needs assessment and
strategic planning.
Funding Design and construction funded by the Design and construction funded
City and listed in the City of Boston by the developer and listed in BTD
Capital Plan. Transportation Access Plan Agreement
(TAPA) and BRA Cooperation Agreement.
Step 2
Concept Design
BTD, PWD, and BRA develop through Developer proposes as part of Article 80
corridor or district Transportation Action and TAPA approvals.
Plans and project-specific initiatives.
All Concept Designs must adhere to Boston Complete Streets policies and guidelines.
Step 3
25% to PWD and BTD develop design and Developer proposes design and
Final Design shepherds through agency and shepherds through agency and
commission review. commission review.
The Public Improvements Commission (PIC) must approve all final designs following
city agency and commission reviews.
State-funded projects must also be approved by Massachusetts Department of
Transportation (MassDOT) and relevant state agencies.
Step 4
Construction
PWD bids and manages construction of Developer manages construction.
City-funded projects.
Maintenance
6 IMPLEMENTATION
City agencies with abutter maintenance City agencies with developer maintenance
agreements. agreements.

Public Involvement
State Managed Community

Neighborhood, business and advocacy groups propose
MassDOT identifies project in Long Range
Transportation Plan (LRTP) and MBTA in projects for consideration by the City, developers and State.
Program for Mass Transit (PMT).
Federal and State funded projects

are listed in the annual Transportation
Improvement Program (TIP).
City-funded design with State

construction funding are also listed in
the TIP.
Extensive community and citizen advisory group meetings

State agencies develop a concept design
are held to inform the vision and review and select from
with review by city agencies.
concept design alternatives.
State-funded projects must comply

with MassDOT standards.
Community and abutter meetings are held to review design

State agencies develop and shepherd
through agency and commission review. details and ROW impacts at 25% and 75%; MassDOT holds
hearings for state-funded projects.
State agencies bid and manage

Project proponent appoints community liaison to address
construction of State-funded projects
including city-designed projects. construction impacts.
6 IMPLEMENTATION
State and City agencies based on who Local residents and businesses participate in maintenance
controls the right-of-way (ROW) with based on abutter agreements.
abutter maintenance agreements.

6 IMPLEMENTATION

Project Development
and Review
256 Public Involvement

257 Public Agency and Commission Approvals
258 Step 1: Project Initiation And Funding
259 Step 2: Concept Design Development
260 Step 3: 25% to Final Design and Bid Documents
261 Step 4: Construction Management
Projects vary in scope, complexity, and funding sources.

The implementation steps outlined in these guidelines are
primarily for the reconstruction of major streets, typically from
building face to building face, involving the realignment of
curblines and drainage infrastructure; the installation of street
furniture and street trees; and the upgrade or installation of
new traffic control devices. The implementation process is
also significant in the rehabilitation or construction of bridges,
which typically involve multiple jurisdictions.
In other projects, such as resurfacing, restriping, minor

residential street reconstruction, or spot improvements such
as intersection signal retiming and curb ramp construction,
the basic Complete Streets principles of multimodal,
green, and smart should be applied. All projects will assess
the needs of stakeholders, availability of resources, and
effectiveness of designs.
The following distinct phases drive project design and

construction:
>> Step 1: Project Initiation and Funding
>> Step 2: Concept Design Development
>> Step 3: 25% to Final Design and Bids Documents
>> Step 4: Construction Management
For City of Boston funded projects, typically PWD and

BTD form a project management partnership, with
planning staff taking the lead during Project Initiation
and Concept Design development, including the
organization of the public process; and engineering
staff guiding the project from 25% Design through
Construction Management.
6 IMPLEMENTATION

Public Involvement
Boston has a long tradition of community leadership in creat- New Formats for Public Engagement
ing people-oriented streets and public spaces. Neighborhood
initiated projects such as the Southwest Corridor, the tree- As the City explores new types of street and sidewalk
lined boulevard along the Rose Kennedy Greenway, and the configurations, there is also a need to explore new ways of
street-to-plaza conversion of Edward Everett and Peabody engaging people in the design process. Conventional meeting
Squares in Dorchester would never have happened without formats are being supplemented with site walks, guided
the sustained commitment of people in the community. activities, and, where appropriate, easy-to-implement tem-
porary projects to test new concepts before making a larger
City agencies such as BTD, PWD, and BRA work hand-in- investment. The excitement around a community-initiated
hand with the Mayor’s Office of Neighborhood Services to event can be the best way to bring a more diverse crowd into
make sure local residents, businesses, Main Streets groups, the conversation.
and community organizations play a meaningful role in the
design process. This results in designs that are site specific Process for Initiating a Project
and sustainable over the long term.
Neighborhood groups can share ideas for new projects with
The City also seeks input and guidance from universities and the City in a number of ways:
local advocacy groups on new national trends and best prac- >> Participate in neighborhood transportation planning
tices. Boston routinely partners with its research universities public meetings
and is fortunate to have some of the most forward thinking >> Contact your neighborhood services coordinator in the
advocacy groups in the country, such as WalkBoston (the Mayor’s Office of Neighborhood Services
country’s first pedestrian advocacy group), Livable Streets, >> Write a letter to the Commissioner of Public Works or the
MassBike, the Boston Cyclists Union, and the Charles River Commissioner of Transportation
Watershed Association. Many projects have been shaped
through their participation. All projects may not be funded immediately, but will be
considered for future implementation. Many Complete Streets
projects originate from insightful community comments.
Inclusion in Public Processes
All projects should be guided by an extensive, open to the

public, and well-advertised community process. Meetings
should be held at each step of the project development
process, from concept design through construction. Details
of the level of community review and involvement are detailed
later in this chapter.
Boston is committed to making public meetings inclusive

and accessible, with multilingual translation provided when
needed. Public outreach is conducted by mail, email, local
news media, and the City’s web site. The City also partners
with local groups such as neighborhood councils, resident
associations, small business groups, and environmental
6 IMPLEMENTATION
advocacy groups to encourage broad participation. During

meetings everyone has a chance to speak, and decisions are
made in a transparent fashion.

Public Agency and
Commission Approvals
Final design approval of all projects impacting the public

right-of-way is made by PWD’s PIC. The PIC consists of
the Commissioners of PWD, BTD, Property Management,
Inspectional Services (ISD), and the Executive Director of
the BWSC.
In advance of PIC approval, project designs are reviewed

and approved by PWD and BTD staff in coordination with the
following City of Boston agencies and commissions:
>> Boston Parks Commission and Parks Department reviews
and approves street reconstruction within 100’ of
public parks, and proposals for street trees and plantings
within all public rights-of-way.
>> Mayor’s Commission for Persons with Disabilities reviews
projects to ensure that designs adhere to city, state, and
federal accessibility policies and regulations.
>> Boston Water and Sewer Commission (BWSC) reviews
projects affecting water, sewer, or stormwater drain
systems to ensure the optimal operation and safety of its
facilities.
>> Boston Redevelopment Authority (BRA) reviews projects
for urban design and streetscape features.
>> Boston Civic Design Commission (BCDC) reviews and
recommends changes to design proposals that impact the
public realm in coordination with BRA staff review.
>> Boston Landmarks Commission (BLC) reviews and
approves street reconstruction if it is adjacent to
designated landmarks. National Register review may
be required. Local Historic District Commissions review
projects located within their district boundaries.
>> Boston Art Commission reviews and approves new public
art on property owned by the City of Boston. In addition,
the Art Commission is responsible for the care and custody
of all paintings, murals, statues, bas-reliefs, sculptures,
monuments, fountains, arches, and other permanent
structures intended for ornament or commemoration on
City property.
>> Boston Conservation Commission reviews any work
within a wetland resource area or within 100’ of a wetland.
Permits from state and federal environmental agencies may
also be required.
6 IMPLEMENTATION
Projects that are funded through the state must also be

reviewed by MassDOT and comply with state standards
and guidelines.

PROJECT DEVELOPMENT AND REVIEW
Step 1: Project Initiation And Funding
Project Initiation Project Funding

Major street reconstruction projects are proposed from vari- Project funding can come from a variety of sources depend-
ous sources including: ing on the agency initiating the project. Often design and
>> City of Boston with local residents, businesses and construction are funded separately by different entities.
community groups: Typically projects are initiated by city >> City of Boston initiated projects are funded through the
agencies such as PWD, BTD, or the BRA based on needs Capital Plan released annually by Boston’s Office of
assessments; as part of ongoing district or citywide strate- Budget Management. Note that the City’s Capital Plan may
gic planning initiatives; and by community groups. include funding only for planning and design of a project in
>> Developers and Institutions: Developers are required to anticipation of construction funding from federal and state
submit a TAPA with BTD, which includes a site plan detail- sources.
ing improvements associated with their project as well as >> Developers fund, design, and construct on- and off-site
any off-site mitigation. sidewalks, roadways, and intersection improvements
>> State and Federal agencies: MassDOT, the MBTA, and based on the limits of the site plan associated with their
DCR often propose projects in Boston which need to be building and mitigation program. The improvements are
reviewed by and coordinated with the community and city listed in TAPA and Cooperation Agreement negotiated with
agencies. These projects are listed in the Boston MPO’s BTD and BRA respectively.
LRTP and the MBTA’s PMT 25 year plan. >> State and Federally funded projects located in Boston are
listed in the annual TIP of the Boston MPO. Typically, the
Key tasks include: TIP includes only construction funding with the expecta-
>> Propose the basic design features of the project including tion that design is funded by the City of Boston. The MBTA
the geographical limits of the project site lists its projects in its own rolling 5 year Capital Investment
>> Identify potential funding sources and “sponsoring” agency Program.
>> Identify and initiate coordination with adjacent and overlap- >> Federal earmarks and projects in various bond bills are also
ping projects routed through the Boston MPO.
>> Estimate project costs
>> Propose initial design and construction timeline
6 IMPLEMENTATION

Step 2: Concept Design Development
Concepts designs are typically developed through extensive Public Process

community-based planning processes, either as part of a Public meetings are held to develop the vision, review design
district Transportation Action Plan or through a project-spe- alternatives, and develop the selected alternative. Public
cific initiative. All designs must adhere to Boston’s Complete involvement is critical during concept design development,
Streets policies and guidelines. as most decisions relative to the major features of project are
taken at this stage.
Key tasks and submittals include:
>> Integrate surrounding land use, environmental, social, and Agency Review and Approvals
historical context into the design PWD, BTD, and the BRA review concepts designs to ensure
>> Develop a Complete Streets based vision statement for physical feasibility within the constraints of the project site and
the project community support. For developer sponsored projects, con-
>> Establish a transparent community involvement and deci- cept designs included in the TAPA must be approved by BTD.
sion making process
>> Tabulate and analyze pedestrian, motor vehicle, bicycle, All concept designs must adhere to Boston Complete
and transit data Streets policies and guidelines.
>> Complete multimodal traffic and operations modeling
including traffic signal phasing and preliminary timing
>> Develop design alternatives and select a final alternative
>> For the selected design alternative submit roadway and
urban design plans with:
>> Alignment and dimensions of sidewalks and crosswalks
>> Lane and intersection functionality for bicycles, transit,
and motor vehicles
>> Proactive accommodations for people with disabilities
>> Street tree plan and “green” features such as rain gar-
dens and pervious surfaces to promote sustainability
>> Street furniture including Hubway and electric vehicle
(EV) stations, and “smart“ information infrastructure
>> Flag potential right-of-way issues, easements, areaways
and conflicts with major utility lines
>> Enter project in PWD’s City of Boston Utility Coordination
System (COBUCS) system
>> Develop preliminary cost estimate
6 IMPLEMENTATION

Step 3: 25% to Final Design and Bid Documents
Engineering design involves extensive review by City agen- Public Process

cies to ensure that all technical standards are being met. Community meetings are held at the 25% and 75% design
Applicable state and federal agency requirements may need submission phases to elicit stakeholder comments, including
to be followed, particularly if they are funding the project. details such as tree species, sidewalk finishes, and selection
Detailed requirements are customized project-by-project in of street furniture. Individual meetings with abutters are also
contract documents. held to assess and coordinate impacts on the right-of-way.
Key tasks and submittals at each design phase typically include: Agency Review and Approvals
PIC reviews the project at 75% and provides the final design
25% Design approval for the project to proceed to construction. In the
>> Instrument survey of streets and sidewalks including sub- lead up to PIC approval, formal review is conducted at each
surface investigation design stage by PWD staff including the Lighting Division,
>> Detailing of sidewalk design including the location of street BTD, Boston Bikes, the Mayor’s Commission for Persons with
trees, rain gardens, plantings, street and pedestrian-scale Disabilities, BRA, BWSC, Boston Parks Department, Boston
light-emitting diode (LED) lights, and all street furniture Fire Department, and EMS. Extensive coordination with and
>> Plans depicting traffic signal strategy including signal review by utility companies is required during engineering
phasing diagrams, traffic control box locations, signage, design development. Based on location and design features
and pavement markings additional review may be required by the Coordinated Street
>> Project reviewed with BWSC and utility companies for Furniture Program, MBTA, Boston Groundwater Trust, Boston
potential advance work Conservation Commission, Historic District Commissions,
>> Draft maintenance agreement with identified stakeholders and the Boston Arts Commission.
>> Submittal of plans and renderings needed to describe the
project, establish curblines, and determine impacts on For state-funded projects, approvals are required from
abutters and existing utility lines MassDOT at each design stage. Design exceptions may be
>> Submittal of right-of-way plans required from MassDOT if particular features do not meet
>> Submittal of utilities plans coordinated with utility companies their guidelines and requirements.
>> Submittal of 25% cost estimates
>> Submittal to environmental and historic resource protection
agencies (if required)
75% Design
>> Finalization of maintenance and abutter agreements includ-
ing construction access
>> Tree hearing (if required)
>> Submittal of plans, details, special provisions, and itemized
cost estimates
>> Submittal of detailed traffic signal phasing and timing plans
>> Submittal of Construction Management Plans (CMP)
100% Design and Bid Documents

>> Submittal of approved final plans, specifications, and
estimates (PS&E)
6 IMPLEMENTATION
>> Submittal of quantity sheets for bidding

>> Submittal of signed maintenance and construction ease-
ment agreements

Step 4: Construction Management
Construction is managed by PWD in coordination with the

relevant city agencies. When construction funding is provided
through the state, management is undertaken by MassDOT.
Key task and submittals include:

>> Construction bids, contractor selection and award
>> Submittal of CMP
>> Development of a public notification plan and designation
of a point of contact for the public
>> Monitoring of construction to ensure quality standards are
met, change-orders are reviewed, and community impact
mitigation commitments are honored
>> Resolution of “punch-list” items
>> Acceptance of field-checked “as-built” plans.
Public Process
Project proponent appoints community liaison who is avail-
able 24/7 to address community issues during construction,
including the monitoring of mitigation commitments such as
the halting of night work.
Agency Review and Approvals

BTD reviews and approves the CMP. PWD in coordination
with the relevant agencies “accepts” projects based on field-
checked as-built plans.
6 IMPLEMENTATION

6 IMPLEMENTATION

Maintenance
264 Maintenance Agreements

265 Maintenance Life Cycle of
City Roadways and Sidewalks
266 City of Boston Utility Coordination Software
(COBUCS) and Guaranteed Streets Program
267 Snow Storage and Clearance
Boston’s dense urban fabric has evolved over three centuries

and its infrastructure has also correspondingly grown and
aged. Add the impacts of the region’s harsh rain, snow, and
ice; decades-old tree roots; heavy traffic; and the need for
regular maintenance becomes clear. Led by PWD, the City of
Boston strives to keep its sidewalks and roadways in a state
of good repair, design projects with consideration for main-
tainability, and coordinate construction permitting to reduce
redundancies and conflicts between overlapping projects.
These guidelines are designed to be flexible, adapting to

innovations in technology and best practices, and take into
consideration the life-cycle costs of features such as street
lights and sidewalk materials. In general, city agencies that
have the fiduciary responsibility of owning and managing city
assets in the public right-of-way are also responsible for their
maintenance. For more information on fiduciary responsibili-
ties, see the Fiduciary Responsibilities Chart found earlier in
this chapter.
In addition to conducting routine preventive maintenance,

such as street repaving or the clearing of catch basins,
the City of Boston also encourages citizens to report
areas in need of repair by contacting the Mayor’s 24 Hour
Constituent Service office by phone or online.
Citizens Connect, a smart phone app, enables constituents

to quickly submit photos and locations of problems such as
graffiti, and reports are automatically routed to the appropri-
ate service department. The app allows residents to follow
other problems reported in their area, transforming the experi-
ence of reporting an issue to City Hall into an opportunity for
community organizing.
Street Bump is another smart phone app that helps residents

improve their neighborhood streets. As they drive, the app
6 IMPLEMENTATION
collects data about the smoothness of the ride; that data

provides the City with real-time information it uses to fix
problems such as filling in pot holes.

MAINTENANCE
Maintenance Agreements
While the City of Boston is committed to developing and

building high quality streetscapes to enhance and instill
pride in public spaces, newly constructed streets must also
be practical from a maintainability point of view. Long-term
operations and maintenance costs must be factored into the
design from the outset.
Maintenance needs must be identified and line-itemed early

in the design process. Neighborhood groups and abutters
who could take on maintenance responsibilities in the future
should be engaged so that designs evolve in concert with
their abilities and resources.
Draft maintenance agreements with identified signatories

must be prepared at the 25% design phase with final mainte-
nance and easement agreements signed at 100% design.
Standard and Enhanced Maintenance
Throughout these guidelines, specific design elements have

been identified as standard, enhanced, or pilot treatments.
Treatments within the standard category are usually main-
tained by City agencies. Those in the enhanced and pilot
categories generally require maintenance agreements.
For example, standard sidewalk finishes such as concrete

are maintained by PWD. However, non-standard sidewalk
materials such as granite pavers or permeable finishes require
a maintenance agreement, typically with abutters, develop-
ers, or with local businesses or “friends” groups. Typically
all specialized greenscape elements such as stormwater
planters and rain gardens require maintenance agreements.
Maintenance agreements create a public/private partner-
ship to specify what type of and how often maintenance is
required. The agreements are legal instruments negotiated
on a case-by-case basis to identify responsible parties for
payment, maintenance, and/or operations.
6 IMPLEMENTATION

MAINTENANCE
Maintenance Life Cycle of City Roadways and Sidewalks
The City of Boston aims to improve the life and sustainability In addition to the short term and routine maintenance needs,
of roadways and sidewalks in the most cost-effective and long term maintenance of Boston’s streets is required.
efficient way possible. Below is a breakdown of the typical Updating centuries old streets is a continuous process, and
“life cycle” of city roadways and sidewalks with respect to can be done through small, incremental projects identified
operations and maintenance. During the design of a project, at specific locations, or can be accomplished through the
an operations and maintenance plan should be developed to complete reconstruction of a street. During reconstruction,
address all aspects of the life of a street, from daily, weekly, determining the cross section of a street is the most criti-
and seasonal requirements to routine maintenance. Note cal task, including considering the feasibility of widening
that maintenance practices are opportunities to incorporate sidewalks, providing dedicated bicycle and transit facilities,
Complete Streets principles. reconfiguring intersections, and installing traffic calming
devices such as curb extensions.
The list below is a general guide for when maintenance prac-
tices typically occur; however, improvements may be needed
at anytime to address safety and access concerns.
1. Daily, Weekly, and Seasonal Operations

and Maintenance
>> Trash/recycling pickup/removal
>> Street cleaning
>> Pothole repair, sealing of cracks in roadway
>> Sidewalk repair
>> Lighting (bulb replacements)
>> Graffiti removal
>> Tree inspection during warranty
>> Tree pruning
>> Seasonal plantings
>> Cleaning of drainage infrastructure (power washing, silt
removal, etc.)
2. Restriping (typically every 3 to 5 years)

>> Reconfigure lane markings (reducing lanes widths, remov-
ing travel or parking lanes, adding bicycle lanes, etc.)
>> Install bicycle facilities
>> Better realign crosswalk (New curb ramps may be
needed)
3. Resurfacing (typically every 10 to 20 years)

>> Improve surface smoothness
>> Install accessible curb ramps
>> Install new or realign crosswalks
>> Install bicycle facilities (cycle tracks, bicycle lanes, etc.)
6 IMPLEMENTATION

MAINTENANCE
City of Boston Utility Coordination Software (COBUCS)

and Guaranteed Streets Program
Most often, projects on city streets overlap. From capital Guaranteed Streets
reconstruction projects to spot improvements, Boston’s
roadways and sidewalks are continuously changing. PWD The Construction Management Division of the PWD ensures
issues almost 8,000 construction permits each year to utility all completed resurfacing and reconstruction capital projects
companies, private contractors, and other agencies. They are free of utility excavation for guaranteed minimum of five
typically perform repair and reconstruction for the following years. Utility companies or private contractors are not issued
reasons: permits on “Guaranteed Streets”, except under limited circum-
>> Replacement of deteriorating infrastructure due to age and stances approved by the City. Approved excavation work on a
the effects of Boston’s harsh winters Guaranteed Streets requires payment to the City equivalent to
>> Upgrades relative to new developments and the introduc- the cost of full curb-to-curb restoration of the roadway, and an
tion of new technology such as replacing copper with fiber additional 25’ beyond the limits of work on both sides of
optic lines or increasing the capacity of the sewer system the cut (a total of 50’ in addition to the repair).
Coordinating City Resurfacing and Reconstruction with

Non-City Construction
The PWD has developed the City of Boston Utility

Coordination Software (COBUCS) as a centralized database
to coordinate all construction work on city-owned streets and
reduce conflicts amongst ongoing projects. Since August of
2009 the COBUCS program has assisted the City in circum-
venting over 1,700 conflicting utility projects that may have
otherwise caused excavation on a newly paved street.
COBUCS requires all entities, including the City, to register

planned excavation work. Companies who perform the
majority of excavation work throughout Boston are required to
review and officially “clear” streets proposed for resurfacing
or reconstruction. Clearing a street indicates that there will be
no excavation cuts into the pavement for utilities, drainage,
telephone, gas, electric, etc. for a minimum of five years for
resurfacing candidates and ten years for reconstruction candi-
dates. The COBUCS reservation system allows for the City to
establish long term capital programs that can be successfully
coordinated to ensure that newly paved roadways will not be
excavated.
Many times when different projects overlap there are also

opportunities to “piggy back” projects on top of each other to
better utilize funds and resources. For example, the Boston
6 IMPLEMENTATION
Bikes program analyzes the PWD annual resurfacing program

to see if there opportunities to incorporate bicycle facilities
from the Bicycle Master Plan on planned corridors.

MAINTENANCE
Snow Storage and Clearance
Overview roadway snow clearance operations can take advantage of

this storage area)
Inclement weather is a familiar scene in Boston. Snow, slush, >> Vertical elements such as pedestrian signal poles and
and ice impact all modes of transportation; timely clearance hydrants located on curb extensions, which provide a visual
is essential to maintaining safe and accessible streets during queue to snow plow operators of the change in the curbline
all seasons. Clear pedestrian paths are necessary for getting >> Smooth materials such as concrete, which are easier to
around in Boston and are of particular importance as walking shovel compared to bricks or pavers
is part of all trips, and pedestrians are the most vulnerable >> Roadways pitched toward catch basins located on the
users of a transportation network. Street design should upstream side of curb ramps, which prevent pooling at the
proactively incorporate provisions to facilitate snow clearance base of the ramp
and storage for all modes, with pedestrians, bicyclists, and >> Greenscape elements such as tree pits, stormwater planters,
transit users given the same attention as motorists. Streets and rain gardens, as well as pervious materials, which assist
and sidewalks should be accessible for the elderly, young in accelerating the removal of snow and ice
children, the disabled, and people pushing carts and strollers. >> Ensuring street furniture and other physical obstructions are
not cluttering the Pedestrian Zone
PWD is responsible for fully plowing and deicing approxi-
mately 850 miles of roadway in the city, and uses over 500 On-street parking is not permitted on posted snow emergency
pieces of equipment at full deployment. Property owners, arteries during a declared emergency. During such events a list
public and private, are responsible for clearing snow and of alternative parking lots is posted on the City of
ice from sidewalks adjacent to their properties. Boston’s website.
Use Considerations
Sidewalks must have a clear unobstructed accessible >> Prioritization of streets, sidewalks, and improved strategies for
pathway. Particular attention should be given to clearing monitoring and enforcing snow clearance should be analyzed
curb ramps at crosswalks. Hydrants, catch basins, cross- and updated annually. Priority should be given to emergency
ing islands, medians, and building entrances must also be vehicle routes and major arterials, school bus and pedestrian
accessible. Sidewalks should be cleared within three hours routes, MBTA bus routes, and major bicycle routes.
of snowfall ending (or three hours from sunrise if snow falls >> Snow should not be shoveled from sidewalks or parking
overnight). Violators will be subject to fines from the City. spaces into the street. Disabled cars blocking the roadway
must be removed as soon as possible. Cars parked in
On-street bicycle facilities, including cycle tracks, will be driveways must not extend into the sidewalk or street. Space
cleared by PWD as part of regular roadway clearing opera- savers will be collected 48 hours after a Snow Emergency
tions. Snow clearance of bicycle racks is the responsibility of has been lifted.
the abutting property owner. >> Parking restrictions and regulations are strictly enforced dur-
ing snow emergencies, and violators are subject to ticketing
On-street transit facilities such as busways and tracks are the and towing.
responsibility of the MBTA. Snow clearance at bus stops is >> When treating sidewalks and roadways with chemicals, the
the responsibility of the MBTA, abutting property owners, or City of Boston recommends using CaCl2 or KCL. Rock salt
private contractors depending upon the location. A list of bus is not recommended because of environmental concerns.
stop locations and the parties responsible for snow clearance Sand should not be used because it can clog the drainage
6 IMPLEMENTATION
is posted on the MBTA’s website. systems, and is difficult and expensive to clean. Innovative
and emerging technology, such as electrically heated
Designs that make it easier to clear snow and ice, and pre- sidewalks and roadways, electric rubber mats, and infrared
vent ponding of water include: technology to melt snow and ice at targeted areas should be
>> Wide Greenscape/Furnishing Zones and curb extensions, considered on a case-by-case basis.
which provide space to store snow (both sidewalk and

Navigating the Guidelines
A C
Accessible Parking 232 Cafés See Sidewalk Cafés
Accessible Pedestrian Signals (APS) 193 Center Islands 108
Acronymsxix Chicanes107
Advanced Yield Markings and Signs 180 City of Boston Utility Coordination Software (COBUCS) 266
Alternative Curbside Uses 231 Climbing Lanes 133
Automatic vs. Actuated Pedestrian Phases 189 Concept Design Development 259
See also Major Project Development and Review Process
Concurrent Phasing See Signal Timing
B Construction Management 261
Benches See Seating Contra-Flow Bicycle Lanes 132
Benefits of Street Trees 48 Contra-Flow Bus Lanes 124
Benefits of Vegetated Stormwater Management 50 Coordinated Signal Timing 192
Bicycle Accommodations at Intersections 205 Corners and Curb Radii 158
Bicycle Boxes 208 Crossing Islands 164
Bicycle Facilities 127 Crosswalk Design 171
Bicycle Lanes 129 Enhanced Crosswalks 173
Bicycle Boulevards See Neighborways Guidelines for Crosswalk Installation 175
Bicycle Lanes at Intersections 206 Marked Crosswalks at Controlled Locations 176
Climbing Lanes 133 Marked Crosswalks at Uncontrolled Locations 178
Contra-Flow Bicycle Lanes 132 Massachusetts Crosswalk Laws 175
Left-Side Bicycle Lanes 130 Standard Crosswalks 172
Neighborways111 Curb Cuts See Driveways, Curb Ramps
Marked Shared Lanes 134 Curb Extensions 162
Priority Shared Lanes 135 Curb Ramps 160
See also Cycle Tracks 128 Curb Radii See Corners and Curb Radii
Bicycle Parking 80 Curbside Bus Lanes 122
On-Street Bicycle Parking 238 Cycle Tracks 128
Bicycle Racks 81 Cycle Tracks at Intersections 209
Bicycles at Signalized Intersections 207
Bicycle Share Stations 236
Bicyclist Experience See Multimodal Level of Service D
Bollards78 Data Collection Infrastructure 228
Boulevards (Street Type) 14 Design Features that Reduce Operating Speeds 105
Buffered Bicycle Lanes 131 Digital Tags and Information Panels 226
Building Entrances 38, 155 Diverters169
Bus Bulbs 202 Don’t Walk Interval See Signal Timing for Pedestrians
Bus Lanes Downtown Commercial (Street Type) 6
Contra-Flow Bus Lanes 124 Downtown Mixed-Use (Street Type) 7
Curbside Bus Lanes 122 Driveways36
Median Bus Lanes 123
Median Protected Busways 125
Bus Stops 84 E
Bus Shelters 86 Electric Vehicle Charging Stations 240
Bus Stop Location 196 EMS Accommodations
See Fire Department & EMS Accommodations
Exclusive Phasing See Signal Timing

F M
Features to Activate Sidewalks 31 Maintenance263
Fire Department & EMS Accommodations 118 Maintenance Agreements 264
Food Trucks 244 Maintenance Life Cycle of City Roadways
Funding and Sidewalks 265
See Major Project Development and Review Process Major Project Development and Review Process 252
Step 1: Project Initiation And Funding 258
Step 2: Concept Design Development 259
G Step 3: 25% to Final Design and Bid Documents 260
Gateways and Transitions 154 Step 4: Construction Management 261
Greenscape47 Marked Crosswalks at Controlled Locations 176
Green Walls 33 Marked Shared Lanes 134
“Green Wave” See Coordinated Signal Timing Massachusetts Crosswalk Laws 175
Guaranteed Streets Program 266 Materials42
Materials and Sidewalk Zones 42
Paving Treatments 110
H Sidewalk Materials 41
Heavy Vehicles See Routes with Frequent Heavy Vehicles Medians See Center Islands, Median Bus Lanes
Median Bus Lanes 123
Median Protected Busways 125
I Meters See Smart and Multi-Space Meters
Industrial (Street Type) 11 Mid-block Neckdowns 106
Information Infrastructure 217 Mobility Hubs 214
Information Panels Motorcycle Parking See Scooter and Motorcycle Parking
See Digital Tags and Information Panels Motorist Experience See Multimodal Level of Service
In-Street YIELD TO PEDESTRIAN Signs 182 Multimodal Intersections 141
Intersection Geometry 157 Multimodal Level of Service 146
Intersections and Street Types 148 Bicyclist Experience 144
Pedestrian Experience 142
Motorist Experience 145
L Transit User Experience 143
Lane Diets
See Optimizing Use of Street Space
See also Road Diets N
Lane Widths Neckdowns See Mid-block Neckdowns
Minimum Lane Widths in the City of Boston 102 Neighborhood Connector (Street Type) 9
Leading Pedestrian Interval 190 Neighborhood Main (Street Type) 8
Left-Side Bicycle Lanes 130 Neighborhood Residential (Street Type) 10
Lighting See Street Lights Neighborhood Traffic Circles 168
Neighborways111
No Turn On Red 191

Road Diets
O See Optimizing Use of Street Space
Occupancy Monitoring See Parking Sensors See Three Lanes with Center Turn Lane
Off-Bus Fare Collection 203 See also Lane Diets
On-Street Bicycle Parking See Bicycle Parking Root Environment for Street Trees 60
Optimizing Use of Street Space 100 Routes with Frequent Heavy Vehicles 117
P S
Parking Sensors and Occupancy Monitoring 222 Safe Speeds 99
Parklets242 Scooter and Motorcycle Parking 234
Parkways (Street Type) 13 Seating76
Paving Treatments See Materials Shared Lanes
Peak Time Restricted Parking Lanes 116 Marked Shared Lanes 134
Pedestrian Change Interval Priority Shared Lanes 135
See Signal Timing for Pedestrians Shared Streets (Street Type) 12
Pedestrian Experience See Multimodal Level of Service Sharrows See Shared Lanes
Permeable Paving Materials 44 Sidewalk Cafés 35
Placemaking Sidewalks
Placemaking at Intersections 151 Sidewalk Materials See Materials
See Features to Activate Sidewalks 31 Sidewalks by Boston’s Street Types 25
See also Street Trees and Urban Design 56 Sidewalk Zones 20
Plazas34 Preferred Widths for Sidewalk Zones 23
Priority Shared Lanes 135 Signalized Intersections 185
Project Development and Review Signal Timing
See Major Project Development and Review Process Exclusive vs. Concurrent Phasing 188
Project Initiation and Funding Signal Timing for Pedestrians 186
See Major Project Development and Review Process Signs See Street Signs
Public Agencies Smart and Multi-Space Meters 220
Public Agency and Commission Approvals 257 Smart Curbsides 211
Public Agency Fiduciary Responsibilities 250 Snow Storage and Clearance 267
See also Major Project Development and Review Process Soils Selection and Management See Street Trees
Public Involvement 256 Speed Tables 109
Pushbuttons See Actuated Pedestrian Phases Stop Signs
See Crosswalk Design, Marked Crosswalks at
Controlled Intersections
R Stormwater Planters 69, 70
Rain Gardens 69, 72 Street Furniture 75
Raised Crossings and Intersections 166 Bicycle Parking 80
Raised Tree Beds 63 Bicycle Racks 81
Reclaiming Space at Intersections 152 Bollards78
Rectangular Rapid-Flash Beacons 183 Seating76
Recycling Bins 79 Trash Compactors and Recycling Bins 79
Reversible Lanes 119 Street Lights 89
Light Fixtures 92
Lighting Elements (Lamps) 94
Siting and Clearances 95

Street Name Signs and Multimodal Wayfinding 151
Street Trees 55
Choosing the Right Tree 58
Soils Selection and Management 52
Street Tree Species and Heights 66
Street Trees and Street Types 57
Street Trees and Urban Design 56
Root Environment for Street Trees 60
Tree Siting and Spacing 59
Street Types
Functional Classification and Boston’s Street Types 5
Using Street Types in Complete Streets Design 15
T
Three Lanes with Center Turn Lane 114
Traffic Cameras 218
Transit Accommodations at Intersections 195
Transit Lanes 121
Transit Prioritization at Intersections 200
Transit Stops 83
Transit User Experience See Multimodal Level of Service
Trash Compactors and Recycling Bins 79
Travel Lanes 113
Tree Pits 64
Tree Siting and Spacing 59
Tree Trenches
Covered Tree Trenches 62
Open Tree Trenches 61
Trees See Street Trees
V
Variable Pricing 224
Vegetated Stormwater Management 69
Vibrant Street Wall 32
W
Walk Interval See Signal Timing for Pedestrians
Walking Speed See Signal Timing for Pedestrians
Wayfinding151
Copyright © 2013 City of Boston

First published in 2013 by the City of Boston
Printed and bound by Blurb.

272 BOSTON COMPLETE STREETS GUIDELINES www.bostoncompletestreets.org
2013 BOSTON TRANSPORTATION DEPARTMENT

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Boston Mayor Thomas M.

Boston’s Complete Streets initiative is a unique collaboration City of Boston

Advisory Committee Rachel Szakmary

vi Boston Complete Streets Guidelines 2013 Boston Transportation Department

Boston Redevelopment Authority Coordinated Street Furniture Program

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES vii

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES ix

x BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xi

xii BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Boston’s streets have evolved

population, each street in

with amenities and next bus improving fuel efficiency and

Electric Vehicle Ease of Accessible Permeable

xiv BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xv

xvi BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

6. Streets that move traffic efficiently with-

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xvii

Purpose Chapter Layout

Street design in the City of Boston is a complex endeavor

The development of the Guidelines is rooted in the experience

xviii BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

AASHTO American Association of State Highway LPI Leading Pedestrian Interval

CMR Code of Massachusetts Regulation OPC Office of the Parking Clerk

CMP Construction Management Plan PS&E Plans, Specifications, and Estimates

DoIT Department of Innovation and Technology PIC Public Improvements Commission

DC Direct Current PROWAG Public Rights of Way Accessibility Guidelines

EV Electric Vehicles PWD Boston Public Works Department

EMS Emergency Medical Services QR Quick Response

FHWA Federal Highway Administration RFID Radio Frequency Identification

GHG Green House Gas ROW Right-of-way

GPS Global Positioning System TMC Traffic Management Center

HID High Intensity Discharge TAPA Transportation Access Plan Agreement

HOV High Occupancy Vehicle TIP Transportation Improvement Program

HCM Highway Capacity Manual VMT Vehicle Miles Traveled

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES xix

xx BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES 1

2 BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES 3

4 BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Functional Classification System Boston’s Street Types

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES 5

Downtown Commercial Neighborhood Main Street

Containing a mix of mid- and high-rise office buildings, the

6 BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Downtown Mixed-Use Neighborhood Main Street

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES 7

Neighborhood Main Street Neighborhood Main Street

Because these streets are a meeting ground for residents,

8 BOSTON COMPLETE STREETS GUIDELINES 2013 BOSTON TRANSPORTATION DEPARTMENT

Neighborhood Connector Neighborhood Main Street

Overview Example Streets

Neighborhood Connector Streets may be single or multi-lane

BOSTON TRANSPORTATION DEPARTMENT 2013 BOSTON COMPLETE STREETS GUIDELINES 9

Neighborhood Residential Neighborhood Main Street

pedestrian volumes. They often have on-street residential

The design of Residential Streets focuses on encouraging