How The Boston Area's Most Maddening Intersections Got That Way - The Boston Globe

8/9/2017 How the Boston areas most maddening intersections got that way - The Boston Globe
GLOBE MAGAZINE
How the Boston areas most maddening

intersections got that way
A look at 5 dicey crossings and what it would take to untangle them.
ILLUSTRATION BY SCOTT GARRETT
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By Jessie Scanlon
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ITS A DRIZZLY MONDAY in July, a bit after the morning rush hour, and I set off in my car
on an improbable tour of terrible intersections in and around Boston. I start near Inman
Square, an old-school Cambridge crossing named for a wealthy 18th-century merchant but
better known as a hornets nest where a cyclist was struck and killed last year. The city has
since banned left turns from three of the squares streets. I manage to escape, heading west,
and 15 minutes later Ive made it 2.7 miles onto Fresh Pond Parkway the four-laner cutting
through a supposedly residential neighborhood that carries Route 2 commuters toward
Storrow Drive.
My next destination is Newton Corner a ring of roadway above the Mass. Pike so epic that
a Reddit poster dubbed it the Newton Super Collider. As I enter its Charybdic churn, I face
what planners would call its first curse: Its a highway exit rotary with stoplights. Theres no
green light long enough to let all the traffic coming off the Pike through, and the backup onto
the highway can stretch a mile. Cursing the merges, I guess at which lane will take me onto
the Pike eastbound (no signs to be seen). When one light changes to green, some idiot does
one of those cross-lane right turns that gets everyones pulse racing, but eventually I succeed
in getting onto the Pike and head toward the Southeast Expressway on my way to Kosciuszko
Circle in Dorchester, the dreaded devil rotary.
On the turnpike, nerves easing as traffic flows, I realize Im nearing the Cambridge/Allston
exit. I could just go home and end this misadventure. Except I know that exit stalls like a
clogged drain.
Why have I undertaken this miserable drive? My tour, and this story, came about because I
wanted to know why the intersection nearest my house is so confusing and dangerous.
Finding the answer took me back in time. Way back.
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People have complained about Boston traffic since the city was a settlement on the Shawmut
Peninsula and they were trying to get to the mainland across a sliver of land called the Neck
(now part of the South End near Washington Street and East Berkeley). In 1893, the city
surveying department called the congestion problem stupendous.
View Story
A Mass. native tries to stop

driving like one
Weve been rated the worst drivers in the
nation. To change that, we may have to stop
believing the problem is the dope in the next
lane.
Its possible to drive for decades in

Boston without an accident. Really.
Nowadays, every Bostonian has a most-hated intersection. Im not talking about our most
dangerous crossings (think the Middlesex Turnpike at Route 128), which most always involve
a highway. I mean those contorted, confusing tangles of roadway that gum up our commutes
and snarl our errands. Were often moving so slowly, were more likely to die from
aggravation than accident. We can call them Uphams Corner or Kendall Square, but they are
more like Xs or rounded triangles or infinite loops, a.k.a. rotaries. The Charles Circle.
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Sullivan Square,
One free theleft.
article rotary of death.
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Circle, choke point of the Jamaicaway.
Blame our forefathers and their penchant for pubs and prayer. The early settlers built
wherever they wished, and their well-worn paths eventually became roads. Multiple roads
usually converged at a tavern or a church, explained George F. Weston Jr. in his 1957 book
Boston Ways. The five streets headed toward South Station? To Colonials, they led to the
Bull Tavern.
This hub-and-spoke pattern was perpetuated as an expanding Boston reclaimed land,

developing in fits and starts. Look at the Cambridge side of the Longfellow Bridge. Feeder
roads like Main Street and Broadway were once privately funded turnpikes radiating to
Central, Harvard, and Union squares. That made sense when there wasnt much
development, says Joseph Barr, director of Cambridges Traffic, Parking, and
Transportation Department. But as farmland became neighborhoods with street grids, it led
to intersections built for aggression.
Thats the history. The question is, why do so many of our intersections still make us want to
scream? The reasons are as tangled as the roads themselves.
First problem: Intersections in Greater Boston might fall under the domain of a city or town,
but also MassDOT (the state Department of Transportation) or the Department of
Conservation and Recreation (DCR), a natural resources agency responsible for nearly 1,000
intersections statewide. Each has its own interests, and they often dont agree on the biggest
problems, the best solutions, and who should pay for what.
And even when they do, resolving the issues is never easy. Easing congestion in one
direction, for example, usually makes it worse in the others. You typically dont make
anyone thoroughly happy, says James Gillooly, the Boston transportation departments
affable deputy commissioner.
We also dont fund enough traffic signal engineers, says Peter Furth, professor of traffic
engineering at Northeastern University. He says cities need one for every 50,000 people,
meaning Boston should have 13 or 14, not 10. He says the small staff means the city has to
spend on outside consultants to rethink intersections.
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Then theres us. Yes, we are Massholes, but we are also just humans. We sometimes find
ourselves in the wrong lane or wait too long to change lanes. Drivers caught in a congested
intersection can be reduced to a primal state. Flight isnt possible, so there is only fight. At
that point, says Tom Vanderbilt, author of 2008s best-selling Traffic: Why We Drive the
Way We Do (And What It Says About Us), the logic of politeness breaks down. Thats
when you see drivers refuse to allow a car to merge into their lane or stick their vehicle into
the middle of an intersection against the light (traffic engineers call this blocking the box).
Yes, there are traffic signals, but, says Vanderbilt, at the end of the day, they are just colored
lights.
Finally, intersections dont belong to cars alone, so truly fixing horrible ones means doing so
for pedestrians and cyclists as well. In 2016, Boston emergency medical workers treated
1,208 pedestrians and cyclists struck by vehicles. Data from the Boston Police Department
show pedestrian fatalities are on the rise. And thats just Boston proper. Around the metro
area, cities and towns are adding traffic-calming elements like chicanes (bends meant to slow
cars) and lowering the default speed limit to 25. Boston and Cambridge participate in the
Vision Zero Network, which helps communities redesign streets and intersections to prevent
serious accidents.
Xander Dyer knows pedestrian perils too well. The 46-year-old private equity real estate
investors commute begins when he crosses, on foot, the intersection of Fresh Pond Parkway
and Mt. Auburn Street in West Cambridge seven lanes of rush-hour traffic, a 137-foot
gantlet interspersed with two pedestrian islands. He sees others give up on the infrequent
walk signal and dart across. Dyer waits, because six years ago, about 100 yards away, his
mother was killed as she crossed Mt. Auburn after taking the bus home from an evening yoga
class. Its the same bus stop Dyer uses returning home. I think about it every day, he says.
I go, Thats where my mom lay.
Dyer was part of a group DCR formed to hear ideas and concerns about redesigns of the
intersection. He thinks things will improve. And many other places are remaking
intersections to accommodate bike lanes or safer pedestrian crossings.
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Because our terrible intersections are often terrible in their own ways, simple solutions are
scarce, especially as the region continues to gain population. But here are five of the Boston
areas gnarliest intersections and suggestions for how each could be better for us, whether we
move on two feet, two wheels, or four tires.
Fresh Pond Parkway at Mt. Auburn (Cambridge)
Mt. Auburn is one of the oldest thoroughfares in America, dating to 1630, the year Puritans
led by John Winthrop established Boston. Fresh Pond Parkway intersected it in 1899,
creating an X-shaped intersection that probably seemed bucolic. No more. Today, a total of
12 lanes enter it. Up to 50,000 people a day, by car or on MBTA buses, vie to cross a
pavement expanse roughly a football fields length.
That field of asphalt creates problems. Out of confusion (or arrogance), drivers make
frequent illegal turns. A westbound car on Mt. Auburn might dart across oncoming
eastbound cars to make a U-turn-like left onto Gerrys Landing. This is dangerous both for
drivers MassDOT tallied 41 collisions between 2012 and 2014 and pedestrians. The
situation could be fixed, and without all that much investment by DCR, which controls the
intersection. A state-funded study recommended creating well-defined paths for cars by
moving curbs or using paint or flexible poles. The longer-term plans, including bike lanes, a
new pedestrian sidewalk on the north side of Mt. Auburn, and possibly a dedicated bus lane,
will cost $4.2 million. Norman Orrall, DCRs chief of engineering and planning, says in the
short term, the agency hopes to move curbs and add road paint as soon as next spring. One
intriguing idea that was proposed but dismissed involved splitting the X intersection in two,
with cars on Mt. Auburn no longer crossing Fresh Pond but turning onto it and then being
routed back to Mt. Auburn with signals timed to smooth traffic flow.
BU Bridge and Commonwealth Avenue (Boston)
The three-lane BU Bridge meets the six-lane, two-track Commonwealth Avenue at a

refreshingly simple 90-degree angle, and traffic flowing above the Charles River from
Cambridge and then across Commonwealth rarely gets backed up. But remember, this is
actually an intersection of two bridges built over a highway. There is nothing orderly about
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the traffic,
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now from Storrow Drive meets the funnel of cars crossing
Commonwealth in the opposite direction, bound for the BU Bridge. Its not just cars
jockeying for position its a turf war among vehicles, pedestrians, cyclists, and the Green
Line. This is what you get when you do highway infrastructure in the middle of a college
campus, says Northeasterns Furth.
As part of the ongoing major structural upgrade of the Commonwealth Bridge, MassDOT
plans to enlarge the sidewalk where pedestrians wait and to shorten their crossing distance,
as well as add a second right-turn lane onto the BU Bridge to alleviate the free-for-all as cars
merge into the existing single right-turn lane. The second lane is a godsend for Cambridge-
bound drivers, but wont solve all the intersections problems.
Lets look at drivers who want to get onto the BU Bridge. Westbound drivers on
Commonwealth just turn right. Simple. But most eastbound cars navigate an S-curve: a right
turn away from the bridge, a loop around counterclockwise (where they merge with cars
coming from Brookline), then a left onto Commonwealth, where they have to push through
multiple traffic streams to get into the right-turn lane and then onto the bridge. Eastbound
drivers actually have a second option for getting onto the span they can drive slightly
farther down Commonwealth and turn right onto a looping street that flows clockwise and
then straight across Commonwealth onto the bridge.
Most cars dont take this inner loop because of signal timing. Fiddling with the lights might
help create more efficient traffic flow, but there is also a more radical solution what traffic
engineers call a punch-through. This redesign would allow cars entering the intersection
from Brookline to drive straight onto the inner loop and over the bridge, eliminating much of
the bottlenecking on Comm. Ave. MassDOT is analyzing the potential of this solution, but
moving forward would require a buy-in from both Boston and Brookline, so its unlikely to
happen soon.
Newton Corner
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SUZANNE KREITER/GLOBE STAFF
Traffic at troublesome Newton Corner.
The intersection of Washington Street and Centre Street was transformed into the Circle of
Death in the 1960s, when the state stuck a turnpike through Newton. Newton Corner now
comprises a half-mile circle of pavement with 216 street signs, 23 crosswalks, 12 traffic lights,
and 11 bus routes. Six local streets feed into the rotary, which also includes four highway
on/off ramps. Some 100,000 cars pass through the Newton Corner rotary every day, and
MassDOT tallied 89 crashes between 2012 and 2014.
The rotarys traffic problems are perhaps best illustrated by the four-lane merge-a-thon that
is the bridge east of the hotel standing over the Pike. Four roads, approaching from different
angles, feed cars onto the bridge. In less than 200 feet, each car must merge into the lane it
needs to drive off the bridge onto Galen Street, Washington Street, or onto the Pike. The
bridge on the west side presents a similar four-lane merging challenge and throws in a curve
and a grade change.
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There is no easy fix for this mess. Newton is limited in what it can do, because while it owns
the local streets that form the long sides of the rotary, MassDOT owns the bridges, so any
changes require coordination among bureaucracies. It does happen; the two have worked
together, with the state repainting lanes, installing overhead signs, and paying for a new
traffic light, changes recommended in a 2006 study. But those improvements have made a
marginal impact on congestion, says Nicole Freedman, the citys director of transportation.
Which is why Newton Mayor Setti Warren wants to start over, rebuilding a village center
above the Pike and between the bridges. Its good to have dreams, of course. In the
meantime, Newton does what it can. This fall, the city is spending $500,000 to upgrade
pedestrian signals and curb ramps and repaint crosswalks.
Kosciuszko Circle (Boston)
ARAM BOGHOSIAN FOR THE BOSTON GLOBE/FILE
Kosciuszko Circle in Dorchester.

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The National Park Service added K Circle to the Register of Historic Places (it is part of the
Old Harbor Reservation Parkways, laid out by Frederick Law Olmsted ) in 2008. The traffic
is certainly legendary at rush hour, the circle carries almost 4,400 cars per hour (or 73 a
minute), more when Interstate 93 gets backed up and drivers are looking for a shortcut.
Getting around the circle can feel like a high-speed game of duck-duck-goose, says Chico
Colvard, a filmmaker who taught at nearby UMass Boston and recalls it as a nightmare.
One traffic study found more than 100 accidents at the circle between 2011 and 2013.
Many old-fashioned traffic circles like Kosciuszko large rotaries designed for cars to enter
at high speeds have been replaced by signalized intersections (think Shea Circle at the
Arborway). And, indeed, Boston 2024, the group behind the failed Olympic bid, had
proposed turning the circle into a four-way intersection with a traffic light.
Currently there are no plans to fix the rotary, which is in State Representative Nick Collinss
district. He regularly hears stories about congestion and safety problems at the circle and
says the areas expected growth means it will need a dedicated bridge for pedestrians and
cyclists and probably a road tunneled beneath the rotary.
Any real solution needs to consider both local traffic and through traffic. According to the
Boston Planning and Development Agencys 2011 Columbia Point Master Plan, through
traffic accounted for 80 to 95 percent of traffic during peak hours, which could justify the
construction of an underpass or overpass. Another option would be to peel off the local traffic
using slip lanes roads that would allow cars to curve onto the adjacent road without
entering the rotary. And all of that would have to pass muster with the historic register, of
course.
Melnea Cass and . . . (Boston)
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DAVID L. RYAN/GLOBE STAFF
Rush hour at Melnea Cass Boulevard and Mass. Ave., among Bostons worst intersections.
An intersection doesnt need to be old to be a problem. Melnea Cass Boulevard built in

1981 through the swath of Roxbury razed in the 1960s to make room for the inner belt
still maddens drivers at rush hour. Every day more than 30,000 cars drive down the four-
lane boulevard between Columbus and Massachusetts avenues an intersection on
MassDOTs database of top crash sites.
The complaint about Melnea Cass, almost regardless of the cross street, is congestion, often
related to drivers trying to make a left turn. Furth suggests separating those cars from the
through traffic by adding left-turn pockets.
In 2013, Boston considered widening the boulevard by 40 feet in order to add a bus lane and
relieve congestion. But the plan called for cutting down trees and removing an existing bike
lane, and residents balked, calling the plan a knee-jerk response to the availability of federal
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board.
Now the Boston transportation department is looking at multiple changes, including

designated left-turn lanes, and what James Gillooly, the deputy commissioner, calls
protected intersections, which include separate bike tracks, raised crosswalks, and corners
that force drivers to slow down. Were trying to balance the needs of different users and
trying to shape a better behavior on the part of all three [drivers, cyclists, and pedestrians],
says Gillooly. The most recent redesign includes pedestrian and traffic signals, wide
sidewalks, two-way bike paths, and turning lanes. The city has raised $25 million for the
project, which is slated to start in 2019.
Old intersections can be taught new tricks, Gillooly says. He cites the intersection of Milton
and West Milton in the Readville section of Hyde Park. It used to allow for fast, sweeping
turns, which made sense when Readville was a lightly populated industrial district and
delivery trucks had trouble making a 90-degree turn. But such turns were no longer workable
as it became a residential area. The state had already planned to fix a nearby bridge when the
city asked it to consider rethinking the adjacent intersection as part of the project. Boston
transportation planners wanted a sharper turn in order to slow down traffic and shorten
pedestrian crossing distances. Lo and behold, we discovered an old plan that showed that
the corner used to be nice and square, says Gillooly. So we went back to the future. It
opened in 2008, and this fall the city will start work on similar changes to three more
Readville intersections.
My bad intersection tour wont disappear, not in a region that has grown so much that rush
hour now lasts much of the workday. But we can make it so no one has to run the gantlet just
to get to work. Now we need local and state officials to step on the gas.
Four ways to intervene for your intersection
1) Complain. Call your local government, or if it offers a complaint form on its website, use
that.
2) Suggest. Some places, Boston included, allow residents or neighborhood associations to

apply for traffic calming at specific spots.
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3) Join. Neighborhood associations have a bigger impact than a lone resident and bring still
more pressure to bear by partnering with local businesses and other groups.
4) Go up the ladder. Contacting your state representative can make action more likely.
Whats your most hated intersection in

Greater Boston?
Newton Corner 34.77% (346 votes)
BU Bridge and Commonwealth Avenue, Boston

16.18% (161 votes)
Other: 14.97% (149 votes)
Kosciuszko Circle, Dorchester

14.27% (142 votes)
Fresh Pond Parkway at Mt. Auburn, Cambridge

11.36% (113 votes)
Melnea Cass and . . . , Roxbury

8.44% (84 votes)
Total Votes: 995
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A Mass. native tries to stop driving like one
Its possible to drive for decades in Boston without an accident. Really.
Jessie Scanlon is a writer in Cambridge. Send comments to magazine@globe.com. Follow us on

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8/9/2017 How the Boston areas most maddening intersections got that way - The Boston Globe

How the Boston areas most maddening

ILLUSTRATION BY SCOTT GARRETT

Get Today's Headlines in your inbox:

Enter email address

A Mass. native tries to stop

Its possible to drive for decades in

This hub-and-spoke pattern was perpetuated as an expanding Boston reclaimed land,

Fresh Pond Parkway at Mt. Auburn (Cambridge)

BU Bridge and Commonwealth Avenue (Boston)

The three-lane BU Bridge meets the six-lane, two-track Commonwealth Avenue at a

SUZANNE KREITER/GLOBE STAFF

Traffic at troublesome Newton Corner.

Kosciuszko Circle (Boston)

ARAM BOGHOSIAN FOR THE BOSTON GLOBE/FILE

Kosciuszko Circle in Dorchester.

Melnea Cass and . . . (Boston)

DAVID L. RYAN/GLOBE STAFF

An intersection doesnt need to be old to be a problem. Melnea Cass Boulevard built in

Now the Boston transportation department is looking at multiple changes, including

Four ways to intervene for your intersection

2) Suggest. Some places, Boston included, allow residents or neighborhood associations to

Whats your most hated intersection in

Newton Corner 34.77% (346 votes)

BU Bridge and Commonwealth Avenue, Boston

Other: 14.97% (149 votes)

Kosciuszko Circle, Dorchester

Fresh Pond Parkway at Mt. Auburn, Cambridge

Melnea Cass and . . . , Roxbury

Total Votes: 995

Like 239 Share

Return to voting Create Your Own Poll

Its possible to drive for decades in Boston without an accident. Really.

Jessie Scanlon is a writer in Cambridge. Send comments to magazine@globe.com. Follow us on

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