On Brookline

By: Arshag A. Mazmanian

When we moved in 1973 to our home in Brookline’s Cottage Farm neighborhood, I was amazed that such an oasis could exist so close to Commonwealth Avenue, the BU Bridge and Boston University’s expanding Charles River Campus, so conveniently accessible to downtown Boston via the MBTA’s Green Line’s B, C and even D branches, or by auto via Storrow and Memorial Drives. A long time resident activist pointed out to me the then recent big battle over the proposed Inner Belt that would have cut through the Longwood and Cottage Farm neighborhoods to the BU Bridge.

I was recently reminded of this in Charles Euchner’s April 22nd Boston Globe Op-Ed titled “The Power of No.” (The subtitle reads: “A Harvard professor argues that the secret to a better Boston – and a better nation – is to learn the creative power of rejection.”) He points out that in the early 1970s “residents of Boston, Brookline, and Cambridge were agreed on a powerful ‘Yes!’ – the devotion to maintaining the character of their neighborhoods. So they shouted ‘no’ to [then] Governor Frank Sargent’s plans to build an extension of Interstate 95 and an inner-belt highway, which cuts through densely populated areas.” Today, does any responsible public official think the Inner Belt was a good idea?

It took the collaborative efforts of the several communities impacted to bring the Inner Belt to a halt, even after the Commonwealth had gone to the expense of destructive takings in poorer communities in Boston’s Jamaica Plain and Roxbury where residents’ (mostly tenants) voices were not heard. When the more affluent impacted sections of Boston together with Brookline and Cambridge recognized the potential destruction of their neighborhoods, they spoke up and joined with residents of Jamaica Plain and Roxbury to challenge the Inner Belt politically – and eventually successfully.

It is high time for collaborative efforts on the part of impacted residential neighborhoods to say “NO!” to Phase 2 of the Urban Ring, with its 60-foot articulating buses to be operated along much of its routes in mixed traffic on narrow winding streets. The Bus Rapid Transit (“BRT”) system proposed for Phase 2 is an oxymoron.

Yes, something has to be done to improve public transit in Greater Boston. But Phase 2 is not only bad, it is dumb. Buses are not the solution. Light or heavy rail is preferable in order to maintain schedules that will attract riders and provide some relief on the radial lines into and out from the hub in downtown Boston. Skip Phase 2 and go to Phase 3, now.

This “NO!” should be loud and clear, but polite.

Residents and institutions (colleges, museums) in the Fenway area have voiced their concerns with Phase 2 impacts upon their densely developed community and their desire to have their parkways and parks provide buffers for a good quality of life. They have to face expansion efforts of the Red Sox, the nightclubs and a humongous proposed development over Mass. Turnpike air rights parcels behind Kenmore Square. Fortunately, Fenway residents have developed political clout as the number of transient residents has significantly decreased over the years. They have reason to be proud of their neighborhood and to fight to make sure it is protected.

Residents of Cambridgeport have voiced their concerns with Phase 2, loud and clear. Over the years, they have been significantly impacted by the expansion of MIT, including commercially. The proposed integration of the Grand Junction rail line into Phase 2 routes through their neighborhood with its narrow, traffic and parking impacted streets, and continuing under the BU Bridge (to surface who knows where?), severely impacts their neighborhood.

Here in Brookline residents (outside of Cottage Farm) have not been stirred up enough. Brookline users of the B, C and D branches of the Green Line will be impacted. Brookline auto commuters that have to deal with the Commonwealth Avenue/BU Bridge/University Road intersections will be impacted. Brookline residents have to put pressure on our Selectmen and Planning Director to say “NO!” to Phase 2.

The Longwood Medical Area (“LMA”) is not a residential neighborhood. I understand that the LMA may favor Phase 2 but only if costly tunnels are utilized as traffic and parking are horrendous at present without 60-foot articulating BRTs every seven minutes or so weaving through the LMA complex.

Harvard’s elephant has entered the fray, with the guidance of Fred Salvucci, to have public transit access to Phase 2 for its future Allston campus (with a further connection eventually to Harvard Square). But what about the residents of Allston/Brighton? They have long been underserved by the MBTA with the loss of the A Branch of the Green Line. Bus routes through the area are slow because of traffic and parking congestion.

Harvard has loudly proclaimed its needs but it isn’t clear that residents’ interests are being protected. Over the years these residents have had to battle expansions of BU, BC, St. Elizabeth’s Hospital, and now a humongous Harvard proposal for its Allston campus. These residents must raise their voices, loud and clear, through their effective civic organizations, so that their needs are addressed. Remember, what’s good for Harvard is not necessarily good for Allston/Brighton residents.

There are other residential neighborhoods along the Urban Ring in Boston (Roxbury, Dorchester, South Boston), Somerville, Medford and Everett that will be impacted by Phase 2’s routes. Not enough of their voices have been heard. They must speak loud and clear with their concerns over the Phase 2 routes through their communities.

Look to the Silver Line along Washington Street in Roxbury and the South End. Residents were promised a rail line to replace the elevated structure. But after long delays what these minority communities got was a BRT route in mostly mixed traffic along Washington Street. Yes, Phase 2 of the Silver Line came up with, eventually, a tunnel to Logan Airport, which actually benefited more affluent communities. Just ride in their shoes along Washington Street to get an idea of what Phase 2 of the Urban Ring may provide.

Residents have to raise their voices so they can be heard over the drone of the institutions and commercial interests that are well represented in the Citizens Advisory Committee appointed by Gov. Romney. These institutions and commercial interests may serve as economic engines, but we residents also contribute significantly to the economy and our voices should not be ignored. The Greater Boston area cannot afford to lose more residents because of declines in quality of life.

Are you listening Gov. Deval Patrick? The Urban Ring’s Phase 2 now hangs around your neck. In 2010, Phase 2 may become your Inner Belt albatross, unless you say “NO!” Your Secretary of Transportation has to get his ears to the ground and listen. Can you hear me now?