MBTA Working Group's Study of The Route 66 Bus Line

Town of Brookline
Transportation Board
MBTA Working Group

Brian Kane - Co-Chair & Principal Author
Peter Furth, PhD - Co-Chair
Monica Tibbits - Outside Evaluator
Members and Contributors
Milly Baker
Amic Bindenban
Ben Franco
Harry Friedman
Daniel Glasser
Mark Gray
Paul Mason
Melissa O’Berg
Alec Papazian
Linda Olson Pehlke
Gerry Raphel
Jen Ryna
Christopher Scoville
Abby Swaine
Robert Stolzberg
Alexandra Tarkham
Tommy Vitolo
Tauby Warriner
Table of Contents
Executive Summary 1 G1-f Opposite Vernon Street 29
A. Introduction 3 G1-g Sewall Avenue/Stearns Road 29
G1-h Beacon Street 30
B Background 4 G1-i Babcock Street 31
C Funding 6 G1-j Opposite Shailer Street 31
G1-k Beals Street 31
D Best Practices 6 G1-l Coolidge Street 31
D1 Dedicated Bus Lanes 6 G1-m Opposite Verndale Street 31
D2 Transit Signal Priority (TSP) 7 G2 Inbound 31
D3 Off Board Fare Collection 8 G2-a Verndale Street 31
D4 Queue Jumping 9 G2-b Coolidge Street 31
D5 Stop Streamlining 9 G2-c Williams Street 32
D6 Bus Stop Location Optimization 10 G2-d Shailer Street 32
D7 Bus Shelters 11 G2-f Opposite Babcock Street 32
D8 Curb Extensions 13 G2-g Beacon Street 32
D9 Bus Boxes 13 G2-h Marion Street 33
D10 Pavement Differentiation 14 G2-i Foster Street 33
G2-j Harris Street 33
F Existing Conditions 15 G2-k School Street 33
F1 Outbound Stops 17 G2-l Pierce Street 33
F1-a Pearl Street 17 G2-m Opposite Kent Street 33
F1-b Kent Street 18 G2-n Walnut Street 33
F1-c Linden Street 18
F1-d Aspinwall Avenue 19 H Working Group Recommendations 34
F1-e Opposite Auburn Street 19 H1 Outbound 35
F1-f Opposite Vernon Street 20 H1-a Pearl Street 35
F1-g Beacon Street 20 H1-b Kent Street 35
F1-h Babcock Street 21 H1-c Linden Street 36
F1-i Beals Street 21 H1-d Aspinwall Avenue 37
F1-k Coolidge Street 22 H1-e Opposite Auburn Street 38
F1-k Opposite Verndale Street 22 H1-f Opposite Vernon Street 38
F2 Inbound Stops 22 H1-g Opposite Marion Street 38
F2-a Verndale Street 23 H1-h Beacon Street 39
F2-b Coolidge Street 23 H1-i Babcock Street 40
F2-c Williams Street 24 H1-j Stedman Street 40
F2-d Opposite Babcock Street 24 H1-k Coolidge Street 40
F2-e Beacon Street 24 H1-l Opposite Verndale Street 41
F2-f Marion Street 25 H2 Inbound 41
F2-g Harris Street 25 H2-a Verndale Street 41
F2-h School Street 26 H2-b Coolidge Street 42
F2-i Pierce Street 26 H2-c Williams Street 42
F2-k Opposite Kent Street 27 H2-d Opposite Babcock Street 43
F2-k Walnut Street 27 H2-e Beacon Street 43
H2-f Marion Street 45
G CTPS (State) Recommendations 28 H2-g Harris Street 45
G1 Outbound 29 H2-h School Street 45
G1-a Pearl Street 29 H2-i Pierce Street 46
G1-b Kent Street 29 H2-j Opposite Kent Street 46
G1-c Linden Street 29 H2-k Walnut Street 46
G1-d Aspinwall Avenue 29
G1-e Opposite Auburn Street 29 I Conclusions & Next Steps 47
End Notes 48
Image Credits 51
Executive Summary
The Route 66 is the second busiest MBTA bus route and the method of travel for thousands of
people who live, work, and shop in Brookline every day. While the MBTA owns and operates
the buses, where the buses stop and how they move through Brookline is largely controlled by
the Town. Congestion in some parts of our community is a detriment to economic activity, and
damaging to our quality of life. We cannot build more streets, and we must not deter people
from coming to our Town. An effective way to mitigate congestion is to encourage more people
to use alternative means of transportation such as bicycles, light rail, and buses.
The Commonwealth has presented a unique opportunity to Brookline and all municipalities that
host key bus routes by making stimulus funding available to improve bus service. In order to
improve bus service is the Town of Brookline MBTA Working Group makes the following
suggestions for implementation by the Town, MassDOT and MBTA.
In General:
 Increased enforcement of $100 fines for illegal parking/standing in bus stops.

 Better marking of bus stop areas.
 Placement of a full array of CharlieCard machines at the Coolidge Corner Green Line
stations to serve both Green Line and bus customers.
 Increased protection and comfort for waiting passengers at each stop.
 Improved and properly maintained schedule information/maps at each stop.
Outbound (northbound, to Harvard)
 Consideraton to bus needs in the Gateway East/Village Green design with specific
attention to the Pearl Street bus stop.
 Transit signal priority (TSP) treatment at intersection of Washington Street, Boylston
Street and High Street.
 TSP treatment at the intersection of Kent, Washington, and Harvard Streets in Brookline
Village.
 A bench at the Kent Street stop.
 Elimination of the Linden Street bus stop.
 TSP treatment for the intersection of Harvard Street, School Street, and Aspinwall
Avenue.
 Permission and signage to allow buses to use the right hand lane between Homer Street
and Aspinwall Avenue during the PM peak when no parking is permitted.
 A bus shelter at the Aspinwall Avenue stop.
 Elimination of the stop opposite Auburn Street in front of the gas station.
Brookline MBTA Working Group Route 66 Report Page 1

 TSP treatment for the intersection of Harvard Street and the entrance to the Stop & Shop
supermarket parking lot.
 A bus shelter at the stop opposite Vernon Street (supermarket).
 A new stop opposite Marion Street in front of the medical building at 209 Harvard Street.
 Relocation of the Coolidge Corner bus stop from the south side of Beacon Street to the
north side of Beacon Street to where the taxi stand used to be located.
 Elimination of the Babcock Street stop.
 Relocation of the Beals Street stop to a new location on the same block, on the north side
of Stedman Street.
 A bus shelter at the new stop at Stedman Street.
 TSP treatment for the intersection of Harvard, Stedman, and Williams Streets.
 TSP treatment for the intersection of Harvard and Fuller Streets.
 A bench at the Coolidge Street stop.
 Relocation of the stop opposite Verndale Street from the south side of the entrance to the
TJ Maxx parking lot to the north side.
 TSP treatment for the intersection of Harvard Street, Verndale Street and the TJ Maxx
parking lot.
Inbound (southbound, to Dudley)
 TSP treatment for the intersection of Harvard Street, Verndale Street and the TJ Maxx
parking lot.
 Relocation of the Verndale Street stop from the near (north) side to the far (south) side of
the intersection.
 A bus shelter at the Verndale Street stop.
 TSP treatment for the intersection of Harvard and Fuller Streets,
 TSP treatment for the intersection of Harvard, Stedman, and Williams Streets.
 Relocation of the Williams Street stop from the near (north) side of the intersection to the
far (south) side of Williams Street.
 A bus shelter at the Williams Street stop.
 Elimination of the Babcock Street stop.
 The switching of places of the Beacon Street bus stop and the Beacon Street taxi stand.
 Creation of a dedicated bus lane beginning at the Green Street crosswalk up to the
relocated taxi stand.
 TSP treatment for the intersection of Harvard Street and the entrance to the Stop & Shop
supermarket parking lot.
 A bench at the Harris Street stop.
 TSP treatment for the intersection of Harvard Street, School Street, and Aspinwall
Avenue.
 Relocation of the School Street stop from the near (north) side to the far (south) side of
the intersection.
 A bus shelter at the new School Street stop.
 Elimination of the Pierce Street stop.
 A bench at the stop opposite Kent Street

 TSP treatment at the intersection of Kent, Washington, and Harvard Streets in Brookline
Village.
 Transit signal priority (TSP) treatment at intersection of Washington Street, Boylston
Street and High Street.
 Consideration to bus needs in the Gateway East/Village Green design with specific
attention to the Walnut Street bus stop.
The impact on the metered parking supply of Harvard Street is positive, with a possible increase
up to 3 metered spaces under these scenarios. The impact on parking in Coolidge Corner is net
0, meaning no metered spaces will be gained or lost. Passenger comfort will increased by the
addition of several shelters, and average bus speeds will also increase through TSP and stop
streamlining. The goal, however, of these changes is not to increase speed, but rather improve
service predictability and reliability.
A. Introduction:
Public transit in general, and the route 66 in
particular, are key components of Brookline’s
economic and environmental health, and our
way of life. The 2000 census shows that 31%
of Brookline residents (approximately 17,600
citizens) commute to work via public transit
each workday - the 25th highest percentage of
any municipality in the United States.1
Thousands of these Brookliners use the Green
Line, but thousands also take one of nine
MBTA bus routes that service our town - Figure 1: MBTA Route 66 Map
2
including the 66. MBTA composite data
shows that each weekday about 2,721 people board and 2,787 people alight from a 66 bus at a
Brookline bus stop.3 These are people who travel to and from their Brookline homes, jobs, and
retail destinations without the use of a car.
Organized, scheduled public transit has operated along parts of Harvard Street since 1889 or
earlier.4 The Route 66 bus is a tested, resilient technology that thousands of citizens choose
each day as their preferred means of travel. We have already built it, and they have already

come. But, we can do better. The purpose of this initiative is to seek changes to things
Brookline controls to improve predictability, reliability, and passenger comfort in a coordinated
effort to encourage more commuters, shoppers, students, employees, and visitors to leave their
cars elsewhere and take the T in Brookline.
B. Background:
The 66 is the second busiest MBTA bus route, carrying 14,676
people each weekday, 7,602 on Saturdays, and 4,745 on
Sundays.5 Weekday ridership has grown over 32% in the last
four years, from just over 11,000 in 2006 to just below 14,700 in
2010.6 The MBTA uses a fleet of modern forty-foot buses
accessible to persons with disabilities, equipped with automatic
stop announcement and automated vehicle locater technologies,
and designed to hold 57 passengers.7 These buses run on either
Figure 2: Brookline border (red), compressed natural gas (CNG) or ultra-low sulfur diesel (ULSD)
with 66’s route through town
(yellow). fuel. A 2007 report by consultants Booz Allen Hamilton and MJ
Bradley & Associates found no significant difference in emissions between these fuel types.8
The 66 operates every day of the year, with weekday service operating from 4:45AM to 1:05
AM. The schedule effective December 26, 2009 lists over 200 scheduled trips each weekday.
This route connects Dudley Square with Harvard Square via Roxbury Crossing, Brigham Circle,
Mission Hill, Brookline Village, Coolidge Corner, JFK Crossing, Lower Allston, Union Square
Allston, North Allston and the area around Harvard Stadium/Harvard Business School.
Transfers are possible with the orange and red lines, all branches of the green line, and bus routes
1, 8, 14, 15, 19, 22, 23, 25, 28, 29, 41, 42, 44, 45, 47, 57, 60, 64, 65, 68, 69, 70, 70A, 71, 72, 73,
74, 75, 77, 78, 86, 96, 170, and 171. Like the 66, routes 1, 15, 22, 23, 28, 39, 57, 71 and 73 are
also designated key routes. Outbound (northbound, towards Harvard) the 66 enters Brookline at
the Muddy River where Huntington Avenue turns into Washington Street/Route 9. Inbound
(southbound, towards Dudley) it enters Brookline where Harvard Avenue becomes Harvard
Street, near TJ Maxx.
The impetus for this initiative is a decision by the Patrick Administration and MassDOT to invest
$10 million in ARRA (stimulus) funds in MBTA key bus routes. While all key routes are

eligible for some share of this $10 million, it is clear that the 66 is targeted for major investment.
The 66 is not only a key route and the second busiest in the MBTA, it is a crucial circumferential
connector of major employment areas in Boston, Brookline, and Cambridge. Because the
Commonwealth seeks improvement for the 66, Brookline has organized to ensure that local
needs, conditions, circumstances, and desires may be expressed the State. The Town seeks
collaboration, partnership and engagement with both MassDOT, and the MBTA on this mutually
beneficial endeavor. While the State/MBTA controls the buses, municipalities control bus stops
and traffic signals. In Brookline the Transportation Board administers parking, the public ways,
traffic signals and other segments of transportation policy. Created by Legislation in 1974, and
appointed be the Board of Selectmen, the Transportation Board has broad powers over parking
policy, bus stop locations, lane configurations, signage, traffic signal timings, and other roadway
infrastructure regulation. To prepare for the key routes initiative, the Transportation Board
established an ad hoc group to advise it. This Working Group, in turn, invited any resident to
join the discussion. 20 citizens, including several elected Town Meeting Members participated
in this consideration of ways that Brookline’s infrastructure can improve Route 66 operations.
MassDOT also has its own parallel process ongoing to seek improvements to the 66 in Boston,
Brookline and Cambridge. It contracted with the Central Transportation Planning Staff (CTPS)
to seek initial recommendations to municipal infrastructure. The CTPS recommendations for
Brookline are detailed in section G.
The Working Group met 4 times in compliance with open meeting laws to craft this report. It is
hoped that these recommendations will be accepted as Brookline’s preferred local option for
improvements to the Route 66. The Working Group’s recommendations are detailed in section
H. Ultimate responsibility rests with the Board of Selectmen to speak for Brookline. The
Working Group considered each bus stop, intersection, and other factors while holding to these
guiding principles:
 Examine international best practices to see what could work in Brookline (section D)
 Be open, transparent, and public.
 Be data driven and make decisions based on facts
 Balance local conditions and needs with regional ones.

The Working Group thanks MassDOT’s Greg Strangeways, and the MBTA’s Erik Sheier for
their participation and attendance at meetings. Gratitude is also expressed to the MBTA’s Jim
Folk, Melissa Dullea, Jeff Gonniville, and Mary Ainsley for sharing any and all information and
data requested. Paul Regan, Executive Director of the MBTA Advisory Board, deserves special
appreciation for his support in this attempt to improve ways municipalities and the MBTA
interface. Special thanks also to Todd Kirrane, Brookline’s Transportation Administrator, for
countless hours of assistance. Tommy Vitolo’s assistance in editing, encouraging, and
examining is and was outstanding.
C. Funding
None of the recommendations contained in this report should cost the Town any capital or
unique operating funds. The Commonwealth’s key routes initiative has already paid for some
improvements such as increased service, new maps, more inspectors, etc. These are changes that
the MBTA had authority to make unilaterally. The next phase, encompassing changes to
physical conditions, municipal property, and capital infrastructure, requires the input and consent
of municipalities. The funds available for these initiatives are finite, and must be shared across
the greater Boston region. Brookline is well positioned to receive a respectable proportion of
such funding because it has organized this process to articulate its wants and needs.
D. Best Practices
International best practices offer examples of simple changes
cities and towns can make to improve transit. The Working
Group considered a number of treatments and their feasibility for
Brookline, including: dedicated bus lanes, transit signal priority
(TSP), off-board fare transactions, queue jumping, stop
streamlining, stop location optimization, bus shelters, curb
extensions, bus boxes, and pavement differentiation
D1: Dedicated Bus Lanes:

Bus lanes are used in many places to give public transit vehicles a dedicated lane of free-flowing
traffic, separate from interference from private vehicles. A bus stop can be thought of as a very
short bus lane. Given the narrowness of Harvard Street, the introduction of long bus lanes in
Brookline would result in the elimination of dozens of parking spaces. The Working Group

could not find an application for any long bus lane for Route
66 in Brookline. However, the group does support some
strategically placed short bus lanes in certain instances as a
means to mitigate the impact of congestion on public transit.
Better enforcement of bus stops as bus-only areas is a
practice the group endorses all of the time.
Figure 3: A Boston bus lane

D2: Transit Signal Priority (TSP)
TSP gives buses priority at traffic signals over private vehicles. Using GPS technology, and
sensors tied into traffic signals, TSP can extend green time when it senses a transit vehicle
approach, or reduce red time when one joins the queue stopped at a red light. Its goal is to move
public transit vehicles through intersections faster, and more efficiently. TSP can also improve
schedule reliability by giving priority only to buses that are behind schedule. The treatment
works best when bus stops are located on the far side of intersections because this allows
automatic signal controllers more time to predict a bus’s arrival. For this reason the Working
Figure 4
Group recommends relocating several stops from the near side to the far side of intersections.
TSP is set off when an approaching bus triggers a series of calculations between a traffic light,
server, receiver, and on-board GPS. The traffic signal recognizes the approach of a bus,
performs a series of calculations, and may trigger a longer green light for the street the bus is on,
resulting in a longer red light for cross street. Route 66 buses can use the MBTA’s existing

computer aided dispatch/automatic vehicle location (CAD/AVL) radio-system to communicate
with traffic signals.
A substantial contribution to bus bunching is caused by “dumb” traffic signals. Contrary to

common misconception, the MBTA does not dispatch two or more bused along a route at the
same time. If, however, a bus encounters several red lights in a row, it begins to fall behind
schedule. As a result more time elapses between the prior bus and its own arrival at each stop
along the route, resulting in more time spent as bus stops because more people arrived at the stop
since the prior bus passed. Engineers refer to this phenomenon as positive feedback: as the bus
falls farther behind, the number of additional passengers waiting at stops grows, increasing the
time that bus must spend at the stop processing passengers, and pushing the bus still farther
behind. Conversely, the bus after the delayed bus has fewer passengers waiting because it is
running on time. Fewer passengers waiting allows this bus to process passengers more quickly.
As the first bus falls farther behind, the second bus accelerates until the bunch together,
destroying schedule adherence, and frustrating many riders. TSP can help ameliorate bus
bunching by turning “dumb” signals into “smart” signals. While detailed traffic engineering is
required, the Working Group believes that some form of TSP is readily applicable to many
Brookline traffic signals.
D3: Off-board fare transactions

Another leading cause of bus bunching is dwell time, which
is the time spent by buses processing passengers.
Passengers purchasing their fare on board buses, toping up
CharlieCards, or paying with CharlieTickets instead of
CharlieCards can increase dwell time and cause delays. The
MBTA has plans to make using the CharlieCard easier,
which should help ameliorate some causes of dwell time.
Figure 5: Charlie Cars Machines The Working Group believes that one simple way to reduce
dwell time is to make more full-service Charlie machines
available along the 66’s route. While it is not feasible to have machines at every stop, stops like
Coolidge Corner should have them. Not only is Coolidge Corner the busiest Green Line surface

stop9, it is also the 5th busiest Route 66 bus stop.10 Charlie machines at this location would serve
Green Line and bus customers and help reduce dwell time on both modes.
D4: Queue Jumping

A queue jump system allows a bus to bypass cars stopped at a traffic signal, move to the front of
the queue, and be the first to reach the far side of the intersection once the light turns green.
Queue jumps can be used in conjunction with TSP, or without it. Like bus lanes, they require
strict enforcement and can be interfered with by turning cars. The queue jump scenario
advocated by the State for the 66 envisions bus stops located on the near side of an intersection
where buses enter a short bus lane, process passengers at a bus stop, and move to the front of the
queue where sensors trigger a green for the bus lane first, giving the bus a brief head start over
other traffic.11
Figure 6: Visualization of queue jump lane.
The Working Group does not believe this is applicable anywhere in Brookline, because to
function properly, the queue jump lane must be several hundred feet long, decimating parking
along parts of Harvard Street. Instead, the Group favors far-side bus stops with TSP treatment.
D5: Stop Streamlining

While it is unclear when the current Harvard
Street bus stop locations were chosen, it is
known that the first electrified passenger car in
New England ran along Harvard Street between
Commonwealth Avenue and Coolidge Corner
on January 1, 1889.12 Traffic patterns and
congestion have changed substantially over
these 121 years. Spacing of stops represents a
Figure 7: A Brookline bus stop.
tradeoff for passengers between walking further

to reach the closest stop, and riding longer because stops are too frequent. In general, bus stops
are much further apart in northern Europe than in the United States. The consensus among
American scholars on the tradeoffs involved in stop-spacing suggests an optimal spacing of
about 0.20 miles (1,056 feet, 322 meters, or 352 yards),13 but with stop locations further apart
near terminals, and closer together mid-route when bus loads are greatest. The State’s
consultants to the 66 initiative also suggest one-fifth-of-a-mile between stops.14 The average
distance between Route 66 bus stops in Brookline is 0.146 miles (771 feet, 235 meters, 257
yards),15 suggesting some benefit to riders by lengthening this distance to reduce time spent
idling at bus stops. The MBTA does not have any official policy or preference on the distance
between bus stops. The Working Group endorses 0.20 mile spacing as a good target, but
because local factors, conditions, and demand must also be accounted for, set a range of 0.160 –
0.240 miles (845 feet, 257 meters, 282 yards – 1267 feet, 286 meters, 422 yards) as its preferred
goal for the distance between stop in Brookline.
A 2005 study of Portland Tri-Met operations indicates the value of consolidation on improving
bus performance. This most recent of many studies suggests that stop consolidation succeeds in
reducing the time lost from slowing down, loading and unloading passengers, and speeding back
up. Importantly, it also demonstrates that all this happens without the loss of many passengers.
It seems that instead of getting into cars, passengers usually walk to the next stop.16
D6: Bus Stop Location Optimization

IN making recommendations for relocating bus stops, the Working Group considered not only
spacing, but other factors such as general traffic flow, parking loss, and safe pedestrian crossings.
In general, the Group’s preference is to locate stops on the far-side of intersections. Buses
making near-side stops run the risk of entering the stop just as the light turns green, loading and
unloading during the entire green cycle, only to be ready to move once the light turns red again.
The same holds true for crosswalks. If a stop is located before a crosswalk, the bus may have to
wait for passengers to cross in front of it before it can move off again. It is often preferable for
bus stops to be located beyond crosswalks and signalized intersections. Locating a bus stop on
the far side of an intersection also makes it easier for a bus to pull all the way to the curb, making
it safer and more comfortable for all passengers to board and alight. In addition, the Working
Group endeavored to minimize the impact on parking wherever possible, and move bus stops

away from local congestion hot spots. In its deliberations, the group considered many points of
view, and was sensitive to local needs, conditions, and circumstances while also balancing the
needs of the route’s 14,700 daily riders. The Working Group recommends some stop
streamlining to improve predictability, reliability, and passenger comfort.
D7: Bus Shelters

Bus riders have just as much of a desire to shelter from the rain, snow, sleet, hail and blazing sun
as do train riders. Yet, whereas nearly each Green Line stop in Brookline has some sort of a
shelter, almost no bus stops do. This is unfair and uncomfortable for bus passengers, and a
hindrance to attracting new riders. The Working Group feels strongly that bus shelters should be
placed at bus stops wherever feasable. Feasibility, in this case, requires wide sidewalks and
sufficient boardings. Sidewalks must be wide enough to host a shelter and allow adequate room
for wheelchairs, snow removal equipment, and pedestrians to pass between it and adjoining
property or walls. Where sidewalks are not wide enough the Commonwealth needs innovative
thinking and design for a non-standard shelter to maximize passenger comfort.
Brookline’s Department of Public Works (DPW) uses a snow plow with a 4-foot blade on some
Harvard Street sidewalks. Standard shelters are 8 feet long, 4 feet wide and 9 feet tall, are set
back 2 feet from the curb line, and require a 3 foot underground foundation.17 This suggests that
any sidewalk hosting a shelter must be at least 11-12 feet wide. In addition, the minimum
number of boardings sufficient to merit a shelter is about 100 per weekday.18
Shelters require maintenance including the removal of taped up notices, graffiti abatement, snow
shoveling, trash emptying, repairs, and other forms of cleaning and upkeep. Three options for
shelter maintenance were discussed: private contractor (maintenance in return for advertising),
local sponsorship, and Brookline DPW management.
The MBTA has worked with Cemusa Boston, LLC to provide bus shelter maintenance in many
municipalities outside of Boston, including in Brookline at some Green Line C branch stops. In
return for building and maintaining shelters, Cemusa is allowed to sell advertising on them. The
MBTA’s contract stipulates that each shelter may contain 2 advertising panels, located back-to-
back with the possibility of an additional back-to-back panel on the shelter’s other end.19 Each
shelter also contains the MBTA logo, name of the bus stop, and an information panel for the

display of MBTA schedule and other materials.
The contact requires Cemusa to inspect and
perform maintenance on each shelter at least
twice per week, including the removal of
snow/ice, taped up notices, and graffiti. This
applies to both the shelter area and “adjacent
municipal or MBTA property.20” Where Cemusa
shelters exist, Cemusa shovels the area around the
shelter, inside the shelter, and the sidewalk as Figure 8: Cemusa bus shelter at 426 Concord
Avenue, Cambridge. MA.
clear path from the shelter’s internal footprint to
the curb line. The contract also stipulates that service requests made by the MBTA or
municipality be resolved within 24 hours. The contract forbids demeaning or disparaging
advertisements, those featuring profanity, or advertisements for “firearms, tobacco, violent
behavior, unlawful goods, services or conduct, obscenity, pudity, prurient sexual suggestiveness,
political campaign items, etc.”21 Municipalities may also place their own restrictions on
advertising content, though this may reduce a municipality’s portion of revenues. The contract
entitles the municipality to 22.5% of gross revenues, and the MBTA an additional 22.5%.22 The
company states that municipalities earn between $1,000 and $1,500 per shelter per year.23 A
major hurdle to this model is the Town’s by-law restricting advertising.
A variation of this model advocated by some Group members would see the Town pay Cemusa
(or another party) an annual fee to build and maintain the bus shelters advertisement-free.
Cemusa averages $2200-$3300 in its share of revenue under its current contracts. This suggests
a rough estimate of what Brookline might expect to pay per year to get shelters similar in quality
and year-round maintenance service. In lieu of advertisements, the walls could display
community posters, civic notices and calendars similar to existing kiosks in Brookline Village,
Washington Square and Coolidge Corner.
The second maintenance model discusses was local sponsorship- where a local business would
sponsor a shelter’s upkeep. In particular this model might work well is at the opposite Vernon
Street outbound stop, and the Harris Street inbound stop, near the Stop & Shop supermarket.

The third maintenance model discussed has the Brookline DPW department responsible for
upkeep. The department already collects trash and maintains benches at many bus stops.
However, given recent budget cuts to DPW, and their already tight ratio of manpower to
responsibilities, it is difficult to see how these responsibilities could be added to their brief.
D8: Curb Extensions

Brookline is no stranger to curb extensions
(also called neck downs, or bulb outs) as a
traffic calming measure. However, they can
also serve as a bus stop platforms. With a bus
stop curb extension the bus does not pull over
to the sidewalk, but rather the sidewalk
extends out to the bus. Cars and traffic behind
buses stopped at these locations would wait as
passengers board and alight. Currently if a
Figure 9: Example of a bulbed out bus stop in bus does not pull all the way over to the curb,
suburban Chicago.
(or if its rear-end sticks out) traffic is already
stuck, and must maneuver around the bus. This delay may be more or less equal to the delay
cars would experience at a bus stop curb extension. Extensions do not eliminate any parking,
since no-parking is permitted in bus stops anyway. Curb extended bus stops may speed up
passenger loading if customers do not have to step off the sidewalk, down into the street, and up
into the bus. In addition, these structures may be easier for persons with disabilities and parents
with strollers to access buses. It is also possible to partially extend a bus stop curb to eliminate
the need for buses to pull all the way over to the sidewalk, while allowing an easier means to
pass the stopped bus on the left. While such curb extended bus stops can help reduce dwell time
and provide space for shelters, the Working Group cannot see a feasible location for fully
extended bus stop along the 66’s route through Brookline, and it makes no recommendations for
them.
D9: Bus Boxes

Bus boxes are a low-tech form of queue
jumping, and are used extensively in the
United Kingdom and parts of northwestern
Europe to give buses and/or bicyclists a
head start at intersections. Bus boxes work
best at near-side bus stops, and function
when the motorist’s stop line is moved back
and away from a crosswalk, creating a
space, or box, that allows the bus to be the
first vehicle through the intersection once
Figure 10: Representation of a bus box. the light turns green. Bus boxes, like bike
boxes, appear to work best if clearly marked by a different color (see pavement differentiation),
and when a crosswalk is already bulbed-out, and at near-side intersections. All MBTA buses are
102 inches (7.5 feet) wide, suggesting that a 12 foot bus box would suffice to allow the bus to get
its nose out in front of any cars stopped at the intersection. Buses will not be able to pull entirely
out into the lane, but by getting its nose out in front of the cars it will ensure it is first through the
intersection once the light turns green. Bus boxes may also make great bike boxes, especially
when no bus is present (most of the time). The Working Group believes this treatment may work
well at some bus stops in Brookline, where the conditions (adequate stop length, bulbed-out
cross walk, sufficient space, etc.) are right. This treatment requires no changes to traffic signals,
and would be relatively inexpensive to implement and maintain.
D10: Pavement Differentiation

Pavement differentiation means changing the color,
feel, or markings of pavement to clearly delineate bus
stops and bus lanes from general travel lanes. In
Boston dedicated bus lanes are painted red along parts
of the Silver Line route. The MBTA estimates that the
average cost to install the colored asphalt pavement
coating, as seen in the picture, is $42.00 per square Figure 11: Red painted bus lane near South
Station in Boston.
yard. Estimates also suggest that re-application is
required every year when applied to existing asphalt, or every three years when applied to new

asphalt. Touch-ups appear to be needed most near sewers, curbs, and in the areas where the bus
accelerates of stops most often.24 The Authority plans on deploying these treatments along
Washington Street in the South End in 2010 or 2011. Pavement differentiation works best when
used sparingly so that the contrast is more apparent, and should only be used in high-traffic
areas. If the on-going maintenance and touch up issues can be negotiated with MassDOT, the
Working Group believes this treatment may be applicable at some Brookline bus stops,
especially if the State agrees to share maintenance costs. MassDOT should consider a program
to paint busy stops along busy bus routes. If this happens, Brookline should consider several
stops for such treatments.
F. Existing Conditions
The following tables describe the bus’s average speed between specific points.25
Inbound MPH Outbound MPH

Segment AM PM Segment AM PM
Comm. Ave. - Brigham Cir. -
14.7 10.71 11.32 6.36
Beacon St. Wash. & High Sts.
Beacon St. - Rte. 9 9.11 7.21 Rte. 9 - Beacon St. 10.95 7.67
Wash. & High Sts. Beacon St. -
9.56 8.71 14.71 8.84
- Brigham Cir. Comm. Ave.
Table 1: 66 inbound average speed by segment Table 2: 66 average outbound speed by segment
Not all bus stops are used with the same frequency. The following tables detail boardings and
alightings for each Brookline route 66 stop.
OUTBOUND Weekdays Saturdays Sundays
(NB to Harvard) Ons Offs Total Ons Offs Total Ons Offs Total
Pearl St. 193 243 436 124 101 225 50 60 110
Kent St. 163 85 248 107 36 143 50 18 68
Linden St. 44 42 86 26 4 30 24 5 29
Aspinwall Ave. 156 44 200 101 12 113 35 9 44
opp Auburn St. 18 22 40 14 30 44 14 14 28
opp Vernon St. 102 83 185 61 41 102 21 18 39
Beacon St. 475 396 871 291 235 526 221 118 339
Babcock St. 196 89 285 114 50 164 96 24 120
Beals St. 48 58 106 37 23 60 16 14 30
Coolidge St. 76 81 157 49 27 76 25 15 40
opp Verndale St. 48 137 185 33 89 122 16 36 52
Table 3: Brookline Route 66 outbound bus stop boardings and alightings.

INBOUND Weekdays Saturdays Sundays
(SB to Dudley) Ons Offs Use Ons Offs Use Ons Offs Use
Verndal St. 205 45 250 127 46 173 76 11 87
Coolidge St. 75 91 166 44 51 95 17 37 54
Williams St. 35 47 82 12 17 29 15 26 41
opp Babcock St. 50 137 187 26 120 146 14 51 65
Beacon St. 327 468 795 163 283 446 146 200 346
Marion St. 111 80 191 41 44 85 36 35 71
Harris St. 78 79 157 51 43 94 23 38 61
School St. 48 105 153 16 73 89 10 38 48
Pierce St. 27 86 113 1 27 28 0 29 29
opp Kent St. 106 256 362 35 132 167 16 57 73
Walnut St. 140 113 253 70 70 140 25 58 83
Table 4: Brookline Route 66 inbound bus stop boardings and alightings.
The following tables rank each stop by combined (boardings and alightings) use:
Rank Weekday Saturday Sunday

1 Beacon St. 871 Beacon St. 526 Beacon St. 339
2 Pearl St. 436 Pearl St. 225 Babcock St. 120
3 Babcock St. 285 Babcock St. 164 Pearl St. 110
4 Kent St. 248 Kent St. 143 Kent St. 68
5 Aspinwall Ave. 200 opp Verndale St. 122 opp Verndale St. 52
6 opp Vernon St. 185 Aspinwall Ave. 113 Aspinwall Ave. 44
7 opp Verndale St. 185 opp Vernon St. 102 Coolidge St. 40
8 Coolidge St. 157 Coolidge St. 76 opp Vernon St. 39
9 Beals St. 106 Beals St. 60 Beals St. 30
10 Linden St. 86 opp Auburn St. 44 Linden St. 29
11 opp Auburn St. 40 Linden St. 30 opp Auburn St. 28
Table 5: Brookline Route 66 outbound bus stops ranked by use
Rank Weekday Saturday Sunday

1 Beacon St. 795 Beacon St. 446 Beacon St. 346
2 opp Kent St. 362 Verndal St. 173 Verndal St. 87
3 Walnut St. 253 opp Kent St. 167 Walnut St. 83
4 Verndal St. 250 opp Babcock St. 146 opp Kent St. 73
5 Marion St. 191 Walnut St. 140 Marion St. 71
6 opp Babcock St. 187 Coolidge St. 95 opp Babcock St. 65
7 Coolidge St. 166 Harris St. 94 Harris St. 61
8 Harris St. 157 School St. 89 Coolidge St. 54
9 School St. 153 Marion St. 85 School St. 48
10 Pierce St. 113 Williams St. 29 Williams St. 41
11 Williams St. 82 Pierce St. 28 Pierce St. 29
Table 6: Brookline Route 66 inbound bus stops ranked by use
The average distance between Route 66 bus stops in Brookline is 0.146 miles (770 feet, 235
meters, 256 yards). The following tables describe the distances between the various outbound
and inbound route 66 stops in Brookline.

INBOUND miles feet OUTBOUND miles feet
Verndal St. 0.207 1090 Pearl St. 0.205 1082
Coolidge St. 0.153 808 Kent St. 0.166 876
Williams St. 0.132 697 Linden St. 0.117 618
opp Babcock St. 0.117 618 Aspinwall Ave. 0.116 612
Beacon St. 0.185 977 opp Auburn St. 0.095 502
Marion St. 0.187 987 opp Vernon St. 0.059 312
Harris St. 0.093 491 Beacon St. 0.231 1220
School St. 0.133 702 Babcock St. 0.163 861
Pierce St. 0.105 554 Beals St. 0.14 739
opp Kent St. 0.186 982 Coolidge St. 0.126 665
Walnut St. 0.187 987 opp Verndale St. 0.207 1093
Jamaicaway 0.174 919 Comm. Ave. 0.133 702
Table 7: Distance between inbound stops Table 8: Distance between outbound stops
F1: Outbound Stops

Outbound (NB, to Harvard) the 66 enters Brookline by crossing under the Jamaicaway overpass.
The bus travels along Route 9 (Washington Street) and through the signalized intersection with
Brookline Avenue before entering the busway in front of 10 Brookline Place West. Significant
delays were observed at the Brookline Avenue intersection (called Brookline Street in the CTPS
report).26
F1-a: Pearl Street

The Pearl Street stop is located in the busway at
10 Brookline Place West. This area is
scheduled for major renovations in the near
future, including elimination of the busway. On
weekdays 193 people board and 243 alight at
this stop (2/11 Brookline, 8/44 route), 124
people board and 101 alight on Saturdays (2/11
Brookline, 12/41 route), and 50 board and 60
Figure 12: Pearl Street outbound
alight (3/11 Brookline, 14/42 route) on
Sundays.27 This stop is 0.205 miles (1082 feet, 330 meters, 361 yards) from its predecessor at
Riverway, and 0.166 miles (876 feet, 267 meters, 292 yards) from its predecessor at Kent
Street.28 It is shared with the route 65, and near the Brookline Village Green Line stop. The

sidewalk at the stop location appears quite wide, although the line between municipal and private
property is unclear. No bus stop amenities exist at this location.
F1-b: Kent Street

The Kent Street stop is located on the far side of
the signalized intersection of Harvard and Kent
Streets in front of the Sovereign Bank located at
1 Harvard Street. It is the principal stop for
Brookline Village. The stop hosts 163 boardings
and 65 alightings on weekdays (4/11 Brookline,
19/44 route), 107 boardings and 36 alightings on
Figure 13: Kent Street outbound Saturdays (4/11 Brookline, 19/41 route), and 50
boardings and 8 alightings on Sundays (4/11 Brookline, 21/42 Sundays).29 It is 0.166 miles (876
feet, 267 meters, 292 yards) from its predecessor at Pearl Street, and 0.117 miles (618 feet, 188
meters, 206 yards) from its successor at Linden Street. The sidewalk at this location is 9 feet
wide, and hosts several utility poles, traffic signals, bus stop signs, mail collection and relay
boxes, and trees. The stop itself is 57 feet long.30
F1-c: Linden Street

The Linden Street stop is located on the near
side of the un-signalized intersection of Harvard
Street and Linden Streets, in the vicinity of 41
Harvard Street (Bottega di Capri). This
intersection contains two un-signalized
crosswalks bisecting Harvard Street. The stop
hosts 44 boardings and 42 alightings on
weekdays (10/11 Brookline, 35/44 route), 26 Figure 14: Linden Street outbound
boardings and 4 alightings on Saturdays (11/11
Brookline, 35/41 route), and 24 boardings and 5 alightings on Sundays (10/11 Brookline, 32/42
route).31 The stop is located 0.117 miles (618 feet, 188 meters, 206 yards) from its predecessor
stop at Kent Street, and 0.116 miles (612 feet, 187 meters, 204 yards) from its successor at

Aspinwall Avenue32 The sidewalk hosts a trash barrel, two mature trees and a blue collection
mail box, and is 9 feet wide. The stop itself is 60 feet long.33
F1-d: Aspinwall Avenue

The Aspinwall Avenue stop is located on the far
side of the intersection of Harvard Street and
School Street/Aspinwall Avenue, in front of the
Walgreens at 99 Harvard St. It hosts 156
boardings and 44 alightings on weekdays (5/11
Brookline, 23/44 route), 101 boardings and 12
alightings on Saturdays (6/11 Brookline, 24/41
route), and 35 boardings and 5 alightings on
Figure 15: Aspinwall Street outbound Sundays (6/11 Brookline, 26/42 route). The stop
is located 0.116 miles (612 feet, 187 meters, 204 yards) from its predecessor at Linden Street,
and 0.095 miles (502 feet, 153 meters, 167 yards) from its successor opposite Auburn Street.34
The sidewalk at this stop is 13.7 feet wide, and hosts two benches, a trash barrel, a recycling
station, a fire hydrant, a bike rack, and several trees plus utility and sign poles. The bus stop
itself is 69 feet long.35
F1-e: Opposite Auburn Street

The opposite Auburn Street stop is located in front
of the Stop & Shop gas station. It is among the
least used route 66 bus stops, hosting 18 boardings
and 22 alightings on weekdays (11/11 Brookline,
Saturdays (10/11 Brookline, 32/41 route), and 14
boardings and 14 alightings on Sundays (11/11
Brookline, 33/42 route).36 The stop is located
Figure 16: Opposite Auburn Street outbound
0.095 miles (502 feet, 153 meters, 167 yards) from
its predecessor at Aspinwall Avenue, and 0.059 miles (502 feet, 153 meters, 167 yards) from it
successor opposite Vernon Street.37 The sidewalk is 8 feet wide and hosts a bus stop sign, light
pole, two saplings, and a fire hydrant. The stop itself is 42 feet long.38

F1-f: Opposite Vernon Street
The opposite Vernon Street stop serves the
Harvard Street Stop & Shop supermarket, and
many nearby residences including the Brookline
Housing Authority’s Kickham Apartments. It
hosts 102 boardings and 83 alightings on
weekdays (6/11 Brookline, 25/44 route), 61
Brookline, 25/41 route), and 21 boardings and

Figure 17: opposite Vernon Street outbound
18 alightings on Sundays (8/11 Brookline,
33/42 route).39 The stop is located 0.059 miles (502 feet, 153 meters, 167 yards) from its
predecessor opposite Auburn Street, and 0.231 miles (1220 feet, 372 meters, 407 yards) from its
successor at Beacon Street.40 The sidewalk is 8 feet wide,41 however the existing bench located
between the supermarket’s brick wall and town sidewalk suggests that amenities may be placed
on the supermarket’s property. The sidewalk also hosts numerous newspaper boxes, benches,
light and sign poles, trees, trash barrels and other amenities. The stop itself is 93 feet long, and
continues for another 35 feet beyond the northern-most parking lot entrance.42
F1-g: Beacon Street (Outbound)

The Coolidge Corner stop is located on the
south or near side of Beacon Street next to the
Bank of America; and is the busiest outbound
stop in Brookline. 475 people board and 396
alight on weekdays (1/11 Brookline, 7/44 route),
291 and 235 alight on Saturdays (1/11
Brookline, 4/41 route) and 221 board and 118
alight on Sundays (1/11 Brookline, 4/42
route).43 The stop is 0.231 miles (1220 feet, 372 Figure 18: Beacon Street outbound
meters, 407 yards) from its predecessor opposite Vernon Street, and 0.163 miles (867 feet, 262
meters, 287 yards) from its successor at Babcock Street.44 The sidewalk’s width tapers from 8.5

feet to 11.8 feet and hosts a bench, numerous signs, light poles, trees, newspaper boxes and a
bike rack. The stop itself is 60 feet long, although it is not dedicated for buses only.45
F1-h: Babcock Street

The Babcock Street stop is located on the far
side of the signalized T-junction of Harvard and
Babcock streets. It hosts 196 boardings and 89
alightings on weekdays (3/11 Brookline, 18/44
route), 114 boardings and 50 alightings on
Brookline, 13/42 Sundays).46 The stop is
Figure 19: Babcock Street outbound located 0.163 miles (867 feet, 262 meters, 287
yards) from its predecessor at Beacon Street, and 0.140 miles (739 feet, 225 meters, 246 yards)
from its successor at Beals Street.47 The sidewalk is 10.4 feet wide, and hosts a bench, trees, a
fire hydrant, bus stop signs and newspaper boxes. The stop itself is 39 feet long.48
F1-i: Beals Street

The Beals Street stop is located on the near side
of the un-signalized T junction of Harvard and
Beals streets, near the John F. Kennedy
National Historic Site, opposite the Kehillath
Israel Synagogue. It hosts 48 boardings and 58
alightings on weekdays (9/11 Brookline, 30/44
Saturdays (9/11 Brookline, 28/41 route), and 16 Figure 20: Beals Street outbound
route).49 The stop is located 0.140 miles (739 feet, 225 meters, 246 yards) from its predecessor
at Babcock Street, and 0.126 miles (665 feet, 203 meters, 222 yards) from its successor at
Coolidge Street.50 The sidewalk is 13.7 feet wide, and hosts a bench, several signs, a trash
barrel, large shade tree, and collection and relay mail boxes. The stop itself is 53 feet long.51
F1-j: Coolidge Street (outbound)

The Coolidge Street stop is located on the near
side of the intersection of Harvard and Coolidge
streets, in front of the Citizens Bank at 429
Harvard Street. The stop hosts 76 boardings and
81 alightings on weekdays (8/11 Brookline,
Figure 21: Coolidge Street outbound Brookline, 27/42 route).52 It is 0.126 miles (665
feet, 203 meters, 222 yards) from its predecessor at Beals Street, and 0.207 miles (1093 feet, 333
meters, 364 yards) from its successor opposite Verndale Street.53 The sidewalk is 13 feet wide,
and hosts signs, a tree and trash barrel. The bus stop itself is 44 feet long.54
F1-k: Opposite Verndale Street

The stop opposite Verndale Street is located
prior to the signalized intersection between
Harvard Street, Verndale Street and the TJ Maxx
parking lot. This stop hosts 48 boardings and
137 alightings on weekdays (7/11 Brookline,
Saturdays (5/11 Brookline, 22/41 Saturdays),
and 16 boardings and 36 alightings on Sundays
Figure 22: Opposite Verndale Street outbound
(5/11 Brookline, 23/42 route).55 It is 0.207
miles (1093 feet, 333 meters, 364 yards) from its predecessor at Coolidge Street, and 0.133 miles
(702 feet, 214 meters, 234 yards) from its successor at the near side of Commonwealth Avenue.56
The sidewalk is 12.5 feet wide, and hosts a bench, trash barrel, shade trees, and many signs. The
stop itself is 48 feet long.57 Its successor stop at Commonwealth Avenue is the second busiest
outbound stop of the route, including termini.58
F2: Inbound Stops

Inbound buses enter Brookline where Harvard Avenue in Allston turns into Harvard Street in
Brookline. The preceding stop on the near (north) side of Harvard and Commonwealth Avenues

is the busiest stop of the route (including termini), and hosts 764 boardings and 423 alightings
per weekday.59
F2-a: Verndale Street

The Verndale Street stop is located at the Allston
border on the near (north) side of the signalized
intersection of Harvard Street, Verndale Street
and the entrance to the T.J. Maxx parking lot.
The stop hosts 205 boardings and 45 alightings
on weekdays (7/11 Brookline, 20/44 route), 127
Brookline, 13/42 route), and 76 boardings and
Figure 23: Verndale Street inbound 11 alightings on Sundays (5/11 Brookline, 17/41
route). It is 0.159 miles (840 feet, 256 meters, 280 yards) from its predecessor on the near
(north) side of Commonwealth Avenue, and 0.153 miles (808 feet, 246 meters, 269 yards) from
its successor at Coolidge Street.60 The sidewalk is 12 feet long and hosts a bench, fire hydrant,
multiple trees, a trash barrel, and bus stop signs. The stop itself is 50 feet long.61
F2-b: Coolidge Street

Like its outbound partner, the Coolidge Street
inbound stop is located on the near side of the
un-signalized intersection of Harvard and
Coolidge streets (Aborn True Value). 75 people
board and 91 alight on weekdays (7/11
Brookline, 25/44 route), 44 board and 51 alight
on Saturdays (6/11 Brookline, 24/43 route), and
Figure 24: Coolidge Street inbound 17 board and 37 alight on Sundays (8/11
Brookline, 26/44 route).62 The stop is 0.153 miles (808 feet, 246 meters, 269 yards) from its
predecessor at Verndale Street, and 0.132 miles (697 feet, 212 meters, 232 yards) from its
successor at Williams Street.63 The sidewalk is 12 feet wide, and hosts a bench, fire hydrant,
multiple trees, signs and light poles. The bus stop itself is 61 feet long.64

F2-c: Williams Street
The Williams Street stop is located on the near
(north) side of the intersection of Harvard and
Williams streets, in front of the Congregation
Kehillath Israel Synagogue. It hosts 35
boardings and 47 alightings on weekdays (11/11
Brookline, 37/44 route), 12 boardings and 17
alightings on Saturdays (10/11 Brookline, 38/43
route), and 15 boardings and 26 alightings on Figure 25: Williams Street inbound
Sundays (10/11 Brookline, 31/44 route).65 The stop is 0.13 miles (697 feet, 212 meters, 232
yards) from its predecessor at Coolidge Street, and 0.117 miles (618 feet, 188 meters, 206 yards)
from its successor opposite Babcock Street (322 Harvard).66 The sidewalk is 10.9 feet wide, and
hosts a fire hydrant, several poles, a trash barrel, and two large planters. The bus stop is 56 feet
long.67
F2-d: Opposite Babcock Street

This stop processes 50 boardings and 137
alightings per weekday (6/11 Brookline, 23/44
Saturdays (4/11 Brookline, 17/23 route), and
14 boardings and 51 alightings on Sundays
(6/11 Brookline, 21/44 route).68 It is 0.117 Figure 26: Opposite Babcock Street inbound
miles (618 feet, 188 meters, 206 yards) from its predecessor at Williams Street, and 0.185 miles
(977 feet, 298 meters, 326 yards) from its successor at Beacon Street.69 The sidewalk is 10 feet
wide and hosts a bench, numerous signs, trees, and trash barrels. The stop itself is 60 feet long,
and is headed by a curb-extension leading to one of two crosswalks that bisect Harvard Street.70
F2-e: Beacon Street

Beacon Street is Brookline’s busiest stop. 327 people board and 468 alight on weekdays (1/11
Brookline, 5/44 route), 163 board and 283 alight on Saturdays (1/11 Brookline, 5/43 route), and
146 board and 200 alight on Sundays (1/11 Brookline, 3/44 route).71 The stop is located next to
the Walgreens on the corner of Harvard and Beacon streets, in the vicinity of 278 Harvard Street.

It is 0.185 miles (977 feet, 298 meters, 326
yards) from its predecessor opposite Babcock
Street, and 0.187 miles (987 feet, 301 meters,
329 yards) from its successor at Marion Street.72.
The sidewalk is 10.8 feet wide, and hosts a
bench, trash barrel, numerous signs, poles, and
many newspaper boxes. The stop itself is 62
feet long.73 A busy taxi stand is located directly
Figure 27: Beacon Street inbound behind this stop. Anecdotal observation
suggests that right turning vehicles, delivery trucks, and taxis often encroach upon the bus stop.
F2-f: Marion Street

The Marion Street stop is located on the near
side of the T junction of Marion and Harvard
Streets, next to the United Parish Church at 201
Harvard Street. The stop is located 0.187 miles
(977 feet, 298 meters, 326 yards) from its
predecessor at Beacon Street, and 0.093 miles
successor at Harris Street.74 It processes 111
boardings and 80 alightings on weekdays (5/11 Figure 28: Marion Street inbound
Brookline, 22/44 route), 41 boardings and 44 alightings on Saturdays (9/11 Brookline, 27/43
route), and 36 boardings and 35 alightings on Sundays (5/11 Brookline, 20/44 route).75 The
sidewalk is 8 feet wide, and hosts several shade trees, a nearby bench, a bike rack, plus multiple
signs and poles. The stop is bisected by the
entrance to the church parking lot, and is 58 feet
wide.76
F2-g: Harris Street

The Harris Street stop (called Auburn Street by
the MBTA) is located on the far (south) side of
the intersection of Harvard Street, the Stop &
Figure 29: Harris Street inbound

Shop parking lot, and Harris Street, next to the pet store at 146 Harvard Street. It is located
0.093 miles (491 feet, 150 meters, 164 yards) from its predecessor at Marion Street, and 0.133
miles (702 feet, 214 meters, 234 yards) from its successor at School Street.77 It hosts 78
boardings and 79 alightings on weekdays (8/11 Brookline, 28/44 route), 51 boardings and 41
alightings on Saturdays (7/11 Brookline, 25/43 route), and 23 boardings and 38 alightings on
Sundays (7/11 Brookline, 23/44 route).78 This stop is close to the Harvard Street Stop & Shop
supermarket. The stop itself is 62 feet long, while the sidewalk is 8 feet wide, and hosts a fire
hydrant, bike rack, trash barrel, as well as trees and light poles with signs.79
F2-h: School Street

The stop at the intersection of Harvard Street,
School Street and Aspinwall Avenue is located
on the near (north) side, in front of the Min Sok
restaurant at 92 Harvard Street. The bus stop
lane is on the far right, next to a through and
right-turn lane, and a dedicated left-turn only
lane. The bus stop itself is 55 feet long. The
sidewalk is 8.5 feet wide, and hosts a trash
Figure 30: School Street inbound barrel, bench, a small tree and some light
Note right turning car within bus stop
poles.80 This stop is 0.133 miles (702 feet, 214
meters, 234 yards) from its predecessor at Harris Street, and 0.105 miles (554 feet, 169 meters,
185 yards) from its successor at Pierce Street.81 48 people board and 105 alight on weekdays
(9/11 weekdays, 29/44 route), 16 board and 73 alight on Saturdays (8/11 Brookline, 26/43 route),
and 10 board and 38 alight on Sundays (9/11 Brookline, 29/44 route).82
F2-i: Pierce Street

A pair of crosswalks bisects Harvard Street
between Linden Street on the east side and
Pierce Street on the west side. The Pierce Street
stop is located just south of these crosswalks, on
the near (north) side of Pierce Street beside the
Stephen Glover Train Memorial Health Center
Figure 31: Pierce Street inbound

building. The pavement at this location is not well marked, but the bus stop itself is 68 feet long.
The sidewalk is 8 feet wide and hosts bus stop signs but no other street fixtures.83 27 people
board and 86 alight on weekdays (10/11 Brookline, 31/44 route), 1 boards and 27 alight on
Saturdays (11/11 Brookline, 39/43 route), and 0 board and 29 alight on Sundays (11/11
Brookline, 34/44 route).84 This stop is 0.105 miles (554 feet, 169 meters, 185 yards) from its
predecessor at School Street, and 0.186 miles (982 feet, 299 meters, 327 yards) from its
successor opposite Kent Street.85
F2-j: Opposite Kent Street (Washington St)

The stop opposite Kent Street stop (called
Washington Street by the MBTA) is located;
next to the building housing Jenny Craig at 10
Harvard Square. The bus stop itself is 46 feet
long, although the boundary between it and the
loading zone that borders it is unclear.86
Anecdotal observation suggests that idling and
other vehicles stopped at the traffic light
Figure 32: Opposite Kent Street inbound frequently encroach upon the bus stop. 106
people board and 256 alight on weekdays, (2/11
Brookline, 13/44 route), 35 board and 132 alight on Saturdays (3/11 Brookline, 15/43 route), and
16 board and 57 alight on Sundays (4/11 Brookline, 19/44 route).87 The stop is 0.186 miles (982
feet, 299 meters, 327 yards) from its predecessor at Pierce Street, and 0.187 miles (987 feet, 301
meters, 329 yards) from its successor at Walnut Street.88 The sidewalk is 9 feet wide, and hosts
several signs, poles and trees.89
F2-k: Walnut Street

The Walnut Street stop is located near the
Brookline Village fire station, on the far (east)
side of Walnut Street. The stop is located under
an unused pedestrian overpass. This area is
targeted for redevelopment as part of the Village
Green/Gateway East project. The Walnut Street
Figure 33: Walnut Street inbound

stop processes 140 boardings and 113 alightings on weekdays (3/11 Brookline, 19/44 route), 70
boardings and 70 alightings on Saturdays (5/11 Brookline, 19/43 route), and 25 boardings and 58
alightings on Sundays (3/11 Brookline, 18/44 route).90 It is 0.187 miles (987 feet, 301 meters,
329 yards) from its predecessor opposite Kent Street, and 0.174 miles (919 feet, 280 meters, 306
yards) from its successor under the Jamaicaway just over the Boston border.91 The pavement is
not well marked, although the area between the bus stop signs appears to be about 70 feet long.
This stop is shared with the 65 (Kenmore Square), and 60 (Kenmore Square) bus routes. The
sidewalk at this location is very wide, although its future configuration is unclear. There is also a
bench built into the concrete stairs.
G. CTPS (State) Recommendations

The Massachusetts Department of Transportation (MassDOT) commissioned the Central
Transportation Planning Staff (CTPS) to conduct a study of the Route 66 corridor. CTPS is an
independent, quasi-state agency that is the in-house transportation planning organization for
State Transportation Agencies. The recommendations made in its report (January 15, 2010)
form the starting point for the discussions between MassDOT, the MBTA and municipalities.
Although the CTPS report focused exclusively on transit signal priority, stop consolidation, and
queue jump treatments, it does assume and suggest the other treatments where these would aid in
passenger comfort and safety.92 The findings in the report are based on field observations by
experienced engineers, planners, and transportation analysts, as well as MBTA AVL technology
and other data. The final decision for the placement, removal, consolidation, or changes in bus
stops located on our public ways will occur as a result of negotiations between MassDOT, the
MBTA and the Town.
The authors of the CTPS study performed on board observations of how busses operated along
the route and noted delays, stops and other factors that delayed service, and disrupted schedule
adherence. Of particular note, it the observation that during the AM peak, the largest inbound
delay was at Route 9 between Washington Street and South Huntington Avenue, including a
very long delay at the signal at Brookline Avenue. Noticeable delays were also observed at
Coolidge Corner, Brookline Village, and at the Route intersection.93 Stop-by-stop, the specific
State recommendations for Brookline are:

G1: OUTBOUND
G1-a: Pearl Street: The CTPS report makes no recommendations for this stop.
G1-b: Kent Street: CTPS recommends moving this stop from the far (north) side to the near
(south) side of the intersection of Kent and
Harvard, TSP treatment for the traffic signal,
and creation of a queue jump bus lane where the
parking lane currently exists between Andem
Place and Kent Street.94 This would result in the
loss of 2 parking spots in front of Baja Betty’s,
Serenade Chocolatiers, and the Smokehouse.
Figure 34: Washington Street between Andem The sidewalk is 9 feet wide, although it is wider
Place and Kent Street at Andem Place where there is a bulb-out.95
Conceivably, eliminated stops could be replaced at the existing stop location for no net loss.
G1-c: Linden Street: CTPS recommends eliminating the Linden Street stop.96 Were this to
happen, the distance between the existing Kent Street and Aspinwall Avenue stops would be
0.233 miles (1230 feet, 375 meters, 410 yards).97
G1-d: Aspinwall Avenue: The CTPS report makes no recommendations for this stop.
G1-e: Opposite Auburn Street: CTPS suggests that this stop in front of the gas station be
eliminated. Were this to happen, the Aspinwall Avenue stop would be 0.154 miles (813 feet,
248 meters, 271 yards) from its successor opposite Vernon Street.
G1-f: Opposite Vernon Street: “Appropriately designed and situated in a comfortable wide
sidewalk area, which should be preserved” is how the CTPS report describes this stop serving the
Stop & Shop supermarket.98
G1-g: Sewall Avenue/Stearns Road: The distance between the opposite Vernon Street stop
and its successor on the near side of Beacon Street is 0.231 miles (1120 feet, 372 meters, 407
yards), and if the Beacon Street stop is moved to the far side of the intersection, this distance will

be even longer. In addition, while there
currently is an inbound stop for the south
Coolidge Corner area (Marion Street), no such
stop exists outbound. CTPS suggests the
creation of a new Coolidge Corner south stop at
the intersection of Harvard and Sewall
Avenue/Stearns Road. This new stop would be
approximately 0.160 miles (845 feet, 322 Figure 35: Intersection of Harvard Street & Sewall
Avenue/Stearns Road
meters, 352 yards) from its successor opposite
Vernon Street, and 0.140 miles (739 feet, 225 meters, 246 yards) from the proposed new stop
location on the far side of Beacon Street.99 The sidewalk at this location bulbs out considerably
and host 3 trees. Placing a stop here would eliminate 2-3 metered parking spaces.
G1-h: Beacon Street: The report notes that the current placement of the bus stop on the near
side of Beacon Street is bad for both the bus and
for general traffic flow (a double negative for the
bus). “The near side stop at Beacon Street
[outbound] creates significant delays for buses.
Due to the limited space at the approach, the bus
stop has to share the right side lane with general
traffic. In the PM peak period, stopped buses
affect the intersection performance as all general
Figure 36: Far side of Beacon & Harvard Sts.
traffic vehicles are forced into the only available
left-side travel lane, or they must queue behind the bus. In addition, buses often themselves face
delays accessing the stop when general traffic completely occupies the right-side lane.”100 The
report recommends moving the outbound stop to the far side of the intersection where the taxi
stand used to be located (vicinity of Berry Freeze, Crossroads Trade, and Body Works). This
location is approximately 250 feet from the current stop location. A 60 foot lane is currently
available, and will continue to be even under new traffic configurations under consideration by
the Town. The sidewalk at this location is 10 feet wide.101

G1-i: Babcock Street: CTPS suggests consolidating the Babcock Street stop with its
successor at a new location opposite Shailer Street. (See below for description). The Babcock
Street bus stop appears to be about 40 feet long, with a fire hydrant located on the corner, where
no parking would be permissible. This suggests that 2 new metered parking spots could be sited
at this location.
G1-j: Opposite Shailer Street: CTPS

recommends the consolidation of the Babcock
and Beals Street stops at a new location
opposite Shailer Street, in front of the Edward
Devotion House. This new stop would lie 0.197
miles (1040 feet, 317 meters, 347 yards) from
the proposed Beacon Street stop, and
approximately 0.20 miles (1056 feet, 322 Figure 37: Opposite Shailer Street
meters, 352 yards) from the next stop at
Coolidge Street.102 This would likely result in the loss of 2 dedicated spaces for persons with
disabilities, which would have to be relocated. The sidewalk at this location is 12.7 feet wide.103
G1-k: Beals Street: As discussed above, CTPS recommends consolidating the Beals Street
stop with its predecessor at a new location opposite Shailer Street.
G1-l: Coolidge Street: The CTPS report recommends extending the length of the existing
bus stop, resulting in the elimination of at least 1 metered parking space.104
G1-m: Opposite Verndale Street: As with its predecessor, CTPS report recommends
extending the length of the existing bus stop, resulting in the elimination of at least one metered
parking space105
G2: INBOUND
G2-a: Verndale Street: CTPS suggests a more prominent yield sign at this location.106
G2-b: Coolidge Street: The report makes no recommendations for this stop.

G2-c: Williams Street: The CTPS report recommends consolidating the Williams Street and
opposite Babcock Street (322 Harvard) stops at a new location on the far side of Shailer Street in
the vicinity of 354 Harvard Street.107
G2-d: Shailer Street: This new stop would be 0.220 miles (1162 feet, 354 meters, 387 yards)
from its predecessor at Coolidge Street, and
0.182 miles (961 feet, 293 meters, 320 yards)
from its successor at Beacon Street.108 At least 3
parking spaces would be lost under this scenario,
although some of these could be compensated
for at the current stop locations. The new stop
would serve the Coolidge Corner north area and,
Figure 38: Far side of Shailer Street if the boarding data for both stops is combined,
would be the 3rd busiest inbound stop in
Brookline on weekdays.109 The proposed new Coolidge Corner north stop is approximately 0.06
miles (317 feet, 97 meters, 106 yards) from the existing Williams Street stop, and 0.08 miles
(422 feet, 129 meters, 141 yards) from the existing stop opposite Babcock Street (322
Harvard).110 The sidewalk at this location is 8 feet wide.111
G2-f: Opposite Babcock Street (322 Harvard Street): As stated above, CTPS
recommends consolidating this stop with its predecessor and locating the new stop on the far
(south) side of Shailer Street. This new location would be approximately 0.08 miles (422 feet,
129 meters, 141 yards) from the existing stop opposite Babcock Street (322 Harvard).112
G2-g: Beacon Street: The CTPS report notes that “The queue from Beacon Street often backs
up well beyond the entrance to the bus stop, causing buses to wait at the queue through one or
sometimes multiple signal cycles. Buses also usually lose an additional cycle waiting for
passengers to board and alight once they finally reach the stop.”113 It recommends the taxi stand
at this location be moved behind (north of) the Green Street crosswalk and that entire right-hand
lane between the crosswalk and Beacon Street become a dedicated bus lane. This would result in

the loss of 3-4 parking spaces, if the taxi stand were relocated to the area in front of the cinema
and pizzeria
G2-h: Marion Street: The CTPS report recommends consolidating this stop with its
predecessor at Auburn Street, and relocating this new stop opposite Alton Place just before
Foster Street.114 Given the requirements for buffer zones near crosswalks and driveways, it is
unlikely that any new metered parking spaces could be added at the existing Marion Street
location, if it is consolidated. This new location would be approximately 0.05 miles (264 feet,
80 meters, 88 yards) from the current Marion Street stop.
G2-i: Foster Street: CTPS suggests that a

new stop be created on the near side of Foster
Street, in front of the Brookline Housing
Authority’s Kickham Apartments. Were this to
happen, 3 metered spaces would be eliminated.
This new stop would be located 0.233 miles
predecessor at Beacon Street and 0.232 miles Figure 39: Near side of Foster Street
successor at School Street.115 If the load data for both Harris & Marion Streets were combined,
this new stop would rank as the 3rd busiest one on weekdays, and 2nd busiest on Saturdays and
Sundays.116 The sidewalk at this location is 8 feet wide.117
G2-j: Harris Street: As discussed, CTPS recommends consolidating this stop with its
predecessor at a new location at Foster Street. This new location would be approximately 0.09
miles (475 feet, 145 meters, 158 yards) from the existing Harris Street stop.
G2-k: School Street: The CTPS report recommends a queue jump treatment for this
location.118 Given that the bus stop already backs up to a driveway, it is possible that no metered
parking need be taken for this. However, depending on the length of the queue-jump lane, some
spaces could be lost under this scenario.

G2-l: Pierce Street: The CTPS report recommends eliminating the Pierce Street stop. If this
were to happen, the distance between the stops opposite Kent Street (Brookline Village) and at
School Street would be 0.238 miles (1257 feet, 383 meters, 419 yards).
G2-m: Opposite Kent Street: The CTPS report notes that notable delays were observed at
this location, and recommends a queue jump treatment for this location.119 This would require
changes to the traffic signal system. Better pavement markings and enforcement will be
essential if this moves forward.
G2-n: Walnut Street: Major delays were also noted by CTPS at the intersection of
Washington, East Boylston and High streets.120 It recommends better bus stop markings on the
pavement.121
H. WORKING GROUP RECOMMENDATIONS

After a series of public sessions, individual observations, and discussions with stakeholders, the
Working Group came to the following conclusions. The group believes that these changes best
balance the needs of residents, passengers, neighbors, merchants and the Town itself. The
intended outcome of these changes is to improve predictability, reliability, and passenger
comfort, while also attracting more passengers out of single-occupancy vehicles and onto public
transit.
If each of these recommendations were implemented the overall impact on the parking supply is
positive and could increase the number of up to 3 metered spaces on Harvard Street. The impact
on metered parking in Coolidge Corner is net 0: no spaces will be gained or lost in this area.
Also, when considering placement of a bus shelter the group used the standard of a stop hosting
about 100 boardings per weekday, and the Town requested standard of at least 12 foot-wide
sidewalks.
In addition to the stop specific recommendations, the Working Group also suggests:
 Increased enforcement of $100 fines for illegal parking/standing in bus stops.

 Better marking of bus stop areas.

 Placement of a full array of CharlieCard machines at the Coolidge Corner Green Line
stations to serve both Green Line and bus customers.
 Increased protection and comfort for waiting passengers at each stop.
 Improved and properly maintained schedule information/maps at each stop.
H1: OUTBOUND
Traffic congestion along the westbound segment of Route 9 between Riverway/Jamaicaway and
High/East Boylston/Washington streets, including the intersection of Route 9 (Washington
Street) and Brookline Avenue is an area of particular concern; to drivers, bicyclists,pedestrians,
and passengers of bus routes 66, 65 and 60.122 The CTPS report makes several positive
recommendations to improve the 66’s run along Huntington Avenue, including more clearly
marking the Riverway bus stop under the Jamaicaway overpass.123 If the City of Boston agrees,
and these changes take effect, Brookline should do its part to ensure a smoother, more reliable
run for the bus in this area. Changes to this area’s streetscape are complicated, however, by
ongoing planning for the Village Green/Gateway East, which includes, among other things, the
elimination of the Pearl Street stop busway and creation of a new signal at Washington and Pearl
streets. The Working Group urges planners and developers to consider the transit implications
when making any changes, and suggests that the newly established public transportation
advisory committee adopt this segment as one of its first areas of focus. The group calls upon
the planning department and developers to address bus needs in its designs.
H1-a: Pearl Street:

As part of its engagement, and given the planning, traffic, and engineering challenges
inherent with new street designs, signal creations, and intermodal nature of the area, the
public transportation advisory committee should undertake a review of the Village
Green/Gateway East project to determine the best location for a new Pearl Street stop to
service the 66, 65 and 60 bus routes. This area seems ripe for treatment with any number
of best practices, and the committee is urged to inject itself into the ongoing planning
process to speak for the thousands of daily transit passengers riding through this area
every day.
H1-b: Kent Street:

The Working Group disagrees with the CTPS recommendation to move the bus stop from the far
side to the near side of the intersection, as it believes the current location on the far side is
optimal. However, TSP treatment to give active priority to Route 66 buses is recommended.
This treatment would give an extended green cycle to all traffic when buses approach, or reduce
red time for all traffic when a bus joins the queue. Ideally the TSP treatment will be tied to the
MBTA schedule, and only give priority to those buses behind schedule in order to strengthen on-
time performance, and increase predictability. Further traffic engineering would be required if
this moves forward. A bench is also suggested for this stop if space can be found.
H1-c: Linden Street:

The Working Group agrees with the CTPS recommendation to eliminate the Linden Street stop.
This is the 2nd least used stop on weekdays and Sundays, and the least used stop on Saturdays.124
The distance between the stops at Kent Street and Aspinwall Avenue (0.233 miles, 1230 feet,
375 meters, 410 yards)125 is within the Group’s goal for stop distances of 0.160 to 0.240.
Eliminating stops at unsignalized intersections such as Linden Street offers the greatest travel
time benefit, because buses would be able to pass the stop at speed, saving all the time spent
decelerating and accelerating as well as time spent at the stop. Buses making stops at signalized
intersections often have to stop anyway for the signal.
Many people have suggested that the Linden Street Stop and its pair at Pierce Street are
important for parishioners and students of St. Mary’s Church and School. While it is impossible
to know exactly how many St. Mary’s stakeholders use the bus without surveying them, it is
possible to infer from the boarding data just when these stops are used. St. Mary’s holds Mass
Mondays, Wednesdays, and Fridays at 7:30 AM, and Monday – Friday at 12:10 PM.126 On
weekdays 1 person (from a bus with 25 passengers) alights at the Linden Street stop at 7:14 AM,
8 (from a bus with 56 passengers) alight at 7:22 AM, and 1 (from a bus with 47 passengers)
alights at 7:29 AM. 127 No one alights within an hour of the 12:30 PM Mass.128 Mass is also
offered on Saturdays at 8:00 AM and 4:00 PM. On Saturdays, 1 person (from a bus with 21
passengers) alights at 7:30 AM. The next alighting takes place at 10:00 AM. At 3:45 PM 1
person alightings from a bus with 36 other passengers.129 On Sundays Mass is held at 8:00 AM,
9:30 AM and 11:30 AM. The earliest observed alighting on Sundays was at noon.130

It is also unclear how many, if any, students from the St. Mary’s School take the 66 each day. Its
website states that it serves 230 students in grades pre-k to 8, (roughly ages 3-13), with an early
arrival program beginning at 7:00 AM and an extended day program running until 6:00 PM.
School itself begins at 8:00 AM. 131 Classes end around 2:25 PM. If numerous St. Mary’s
students were using the 66 to get to school, alightings should spike between 7AM and 8AM, and
boardings between 2:30 PM and the evening. The largest spike in alightings (8 off a bus with 56
passengers) occurs at 7:22 AM. It is unclear if these are students, church-goers, or non-church-
going patrons of nearby businesses. The largest spike in boardings (4 onto a bus with 24
passengers) occurs at 2:25 PM. It is interesting to note the St. Mary’s School website suggests
that those wishing to take the bus follow these directions:
“Bus (#66 from Harvard Square to Brookline Village via Allston) to Harvard/School St.
stop. We're at 67 Harvard.” (http://www.stmarys-brookline.org/Information2.htm,
accessed 2/10/10)
The Working Group believes that eliminating this stop will improve reliability and predictability
along the entire route and reduce passenger frustrations. While it makes no recommendation for
the use of the pavement if and when the stop is eliminated, possible uses include: Pierce School
teacher permit parking, up to 3 metered parking spaces, a loading zone, and/or dedicated parking
for persons with disabilities, including St. Mary’s parishioners.
H1-d: Aspinwall Avenue:

The Group recommends the placement of a bus shelter at this location, as it meets both the width
and boarding standards to merit one. If necessary, one of the existing benches could be moved to
another Brookline stop to make room for the shelter. The Group also agrees with the CTPS
suggestion for TSP treatments to the traffic signal at Harvard/Aspinwall/School. This would
extend green time for all traffic on Harvard Street when a bus approached, or reduce red time for
all traffic if a bus joins the queue. Of all the intersections that are candidates for TSP, this one
may be the best on one of the first to upgrade. Further traffic engineering would be required.
In addition, Brookline traffic regulations should be amended to allow buses to use the right hand
lane between Homer Street and Aspinwall Avenue during the PM peak when this lane is right-
turn only. Furthermore, the MBTA should examine its placement of bus stop signs and limit
their placement to stop areas only.

H1-e: Opposite Auburn Street
The Working Group agrees with the CTPS recommendation to eliminate the stop opposite
Auburn Street in front of the gas station. While it makes no recommendation for the use of the
pavement if and when the stop is eliminated, one suggestion is for a cab stand to serve customers
of the nearby supermarket, merchants, and residents.
H1-f: Opposite Vernon Street

The Group recommends a bus shelter for this busy stop near Stop & Shop. While the stop meets
the boarding standard, the sidewalk is not wide enough. However, currently the stop hosts a
bench set back onto the mulch between the parking lot’s brick wall and the sidewalk. If this
space were used, sufficient width would exist and the standard would be met. S uch a shelter will
be of particular use to shoppers with bundles to keep out of the rain, sun, sleet and/or hail.
Further discussion with Stop & Shop and Town counsel appears necessary.
In addition, and on a minor note, a bus stop sign is in place on the far side of the northern-most
exit from the Stop & Shop parking lot, in front of the apartment building at 171 Harvard St. The
placement of this sign may confuse those waiting for the bus, and it is recommended that it be
removed. This sign is right next to a fire hydrant, so no increase in the parking supply is possible
at this spot.
The Working Group also suggests TSP treatment for the signals at the intersection of Harvard
Street and the Stop & Shop parking lot to extend the green light for all traffic if a bus
approaches, or reduce the red time for all traffic if a bus joins the queue. Further traffic
engineering would be required if this moves forward.
H1-g: Opposite Marion Street

The Working Group disagrees with the CTPS
suggestion to place a new stop at the top of
Sewall Avenue/Stearns Road. But, it agrees
with the need for a new Cooolidge Corner south
stop, especially if and when the Beacon Street
stop is moved. The Working Group suggests
placing the stop opposite Marion Street, in front
Figure 40: Proposed location of new Coolidge
Corner South bus stop opposite Marion Street.
of the 209 Harvard Street medical office building as the location of the new Coolidge Corner
south bus stop. This location is approximately 0.11 miles (580 feet, 177 meters, 194 yards) from
its predecessor opposite Vernon Street and approximately 0.18 miles (942 feet, 287 meters, 314
yards) from its proposed successor on the far side of Beacon Street.132
This location is situated between the Marion Street crosswalk and the driveway for the medical
building. The area where the crosswalk meets the sidewalk is bulbed-out to a width that appears
to be about 20 feet. 2 metered parking spaces would be eliminated to make room for the bus
stop. The stop itself would be 58 feet long, although the presence of the driveway would allow
for a longer span de facto.133 If space is available using the bulbed-out sidewalk, then the Group
also suggests a shelter for this stop.
H1-h: Beacon Street: The Working Group agrees with the CTPS recommendation to move
the Coolidge Corner bus stop to the far (north) side of Beacon Street. The delay for northbound
vehicles crossing Beacon Street is notorious, and is not improved by the presence of the bus stop
on the near side of the intersection. Moving the stop will improve both bus performance, and
overall traffic flow for northbound traffic through Coolidge Corner. Furthermore, this move will
not affect the metered parking supply of the area.
This proposed bus stop location is approximately 0.18 miles (942 feet, 287 meters, 314 yards)
from its proposed predecessor opposite Marion Street, and approximately 0.23 miles (1229 feet,
373 meters, 407 yards) from its proposed successor on the far side of Stedman Street.134
Enforcement of the bus stop area for buses only is a concern. In addition to proper signage, the
Town, MassDOT and MBTA should consider a program to paint or otherwise differentiate bus
stops in congested areas such as this. Given the costs involved for installation and maintenance,
it is unlikely that any municipality would do this alone, but especially at the busiest stops on the
busiest routes, MassDOT should consider some sort of cost-sharing program to protect bus stops
from interlopers and allow for better ADA compliance. The Brookline Police Department’s
Traffic Division is also requested to pay special attention to this bus stop. A few $100 citations
will go a long way towards encouraging voluntary compliance.

H1-i: Babcock Street: The Working Group agrees with the CTPS suggestion to eliminate the
Babcock Street stop and consolidate it with its successor. Possible uses for this location include
2 metered parking spaces, a loading zone, taxi stand or other uses.
H1-j: Stedman Street: The Working Group disagrees with the CTPS suggestion to cite a new
Coolidge Corner north stop opposite Shailer Street to replace the Babcock and Beals Street stops.
Instead, the group recommends locating the new stop on the far side of Stedman Street in the
vicinity of 367 Harvard Street and Irvings Toy & Gift Shop. This location is on the same block
as the existing Beals Street stop. Siting a bus stop here will result in the loss of 3 metered
parking spaces. 2 of these spots, however, could be replaced at the existing Beals Street stop
location, meaning a net loss of 1 spot on this block.
This proposed location is approximately 0.23 Figure 41: Far side of Stedman Street, proposed
site of new Coolidge Corner north stop.
miles (1229 feet, 373 meters, 407 yards) from its
predecessor on the far side of Beacon Street, and
approximately 0.15 miles (768 feet, 234 meters,
256 yards) from its successor at Coolidge
Street.135 This location is appropriately located
on the far side of a signalized intersection with a
bulbed-out crosswalk directly behind it. The
sidewalk is 12 feet wide, and will have sufficient boardings to meet the standards for a bus
shelter.136
The signal at Harvard/Stedman/Williams is also recommended for TSP treatment. This would
extend green time for all traffic on Harvard Street if a bus approached, or reduce red time if a bus
joined the queue.
H1-k: Coolidge Street: The Working Group makes no recommendation for the Coolidge
Street stop, other than for a bench on the sidewalk. TSP treatment is recommended for the Fuller
Street traffic signal. This would extend green time for all traffic on Harvard Street if a bus
approached, or reduce red time if a bus joined the queue. In addition, a bench is requested for
this stop.

The Group also suggests engaging with area stakeholders around the idea of changing the name
of this stop to “JFK Crossing”. This initiative presents the perfect opportunity for such a change.
H1-l: Opposite Verndale Street: The group suggests moving the opposite Verndale Street
stop from the near (south) side to the far (north) side of intersection of Harvard/Verndale/TJ
Maxx parking lot. The proposed location is directly in front of the TJ Maxx entrance and
package store at 525 Harvard Street. 2 metered parking spaces would be eliminated, but 2 would
be added in the existing stop location. The new bus stop would be 60 feet long. The sidewalk
here is 13.7 feet wide and already hosts numerous benches, trash barrels, trees, poles and other
amenities.137 This stop will lie approximately 185 feet from the existing location, and
approximately 0.210 miles (1109 feet, 338 meters, 370 yards) from its predecessor at Coolidge
Street, and 0.136 miles (718 feet, 219 meters, 239 yards) from its successor on the near (south)
side of Commonwealth Avenue.138 The overhang at the entrance to the stores at this location
will help shelter passengers.
TSP treatment is also recommended for the signal at this intersection. This would extend green
time for all traffic on Harvard Street if a bus approached, or reduce red time if a bus joined the
queue.
H2: INBOUND
The 66 inbound enters Brookline where Harvard Avenue becomes Harvard Street, immediately
after the very busy Commonwealth Avenue bus stop.
H2-a: Verndale Street: TSP treatment is recommended for the intersection of

Harvard/Verndale/TJ Maxx parking lot. This would extend green time for all traffic on Harvard
Street if a bus approached, or reduce red time if a bus joined the queue. Further traffic
engineering study is required if this moves forward. The group also recommends moving the
stop from the near (north) side of the intersection to the far (south) side in front the apartment
building at 514 Harvard Street near Rubins Kosher Restaurant & Delicatessen. This move will
eliminate 3 metered parking spaces, although 2 can be added at the existing stop location for a
net loss of 1. The new stop location is approximately 180 feet from the existing stop,
approximately 0.159 miles (855 feet, 261 meters, 285 yards) from its predecessor at

Commonwealth Avenue, and approximately 0.159 miles (840 feet, 256 meters, 280 yards) from
its successor at Coolidge Street.139 The sidewalk just behind this location is bulbed-out at the
corner, and 12 feet wide at the bus stop location.140 As the existing Verndale Street stop meets
the boarding standard, the Working Group recommends a bus shelter for this new location. It
also agrees with the CTPS suggestion for a more prominent yield sign in this area.
H2-b: Coolidge Street: As with its outbound partner, the group makes no specific
recommendations for this stop, other than to suggest a community dialog around changing the
name of the stop to “JFK Crossing”.
H2-c: Williams Street: The Working Group disagrees with the CTPS suggestion to
consolidate the Williams and Babcock Street stops in a new location at Shailer Street. Instead,
the Group recommends moving the stop from the near (north) side of the intersection to the far
(south) side of Williams Street in front of the Health Stop building at 358 Harvard Street and
Salamoff Dental Associates at 364 Harvard Street.. This new location is approximately 140 feet
from the current location, and will be approximately 0.159 miles (840 feet, 256 meters, 280
yards) from its predecessor at Coolidge Street, and 0.21 miles (1109 feet, 338 meters, 370 yards)
from its proposed successor at Beacon Street.141 This move will result in the elimination of 3
metered parking spots; however 2 of these spots can be replaced at the existing stop location for
a net loss of 1 space. Discussions with officials from the Kehillath Israel Synagogue suggest a
need for more dedicated parking for persons with disabilities in this area. The sidewalk behind
the proposed stop location is bulbed-out, suggesting sufficient width to host a bus shelter. The
sidewalk itself is 8 feet wide.142 If a shelter could be placed on or near the bulb-out, the group
recommends a shelter for this stop as well.
The signal at Harvard/Williams/Stedman is recommended for TSP treatment. This would extend
green time for all traffic on Harvard Street if a bus approached, or reduce red time if a bus joined
the queue. TSP treatment is also recommended for the preceding signalized intersection at
Harvard and Fuller Streets.

H2-d: Opposite Babcock Street (322 Harvard Street): The Working Group agrees with
the CTPS recommendation to eliminate the stop at 322 Harvard Street opposite Babcock Street.
Possible uses for this location include metered parking, a taxi stand, or loading zone.
H2-e: Beacon Street: The CTPS report notes that “The queue from Beacon Street often backs
up well beyond the entrance to the bus stop, causing buses to wait at the queue through one of
sometimes multiple signal cycles. Buses also usually lose an additional cycle waiting for
passengers to board and alight once they finally reach the stop.”143 While their analysis of the
problem is correct, the Working Group disagrees with their proposed solution to move the taxi
stand at this location behind the Green Street crosswalk and eliminate 3-4 metered parking
spaces.
Bus Stop
Instead, the Working Group suggests that the
Taxi Stand
Driveway current design of the right lane be reconfigured to
Meter Space
improve bus and general traffic flow. Currently,
there is a 20 foot buffer zone on either side of the
10-foot-wide Green Street crosswalk. Just beyond
(south) the far-side buffer zone there is one 20-foot
long metered parking space. Beyond (south) this is
a 40 foot buffer zone at the entrance to the
Figure 42: Current Beacon Street bus stop area
driveway behind the SS Pierce Building. Beyond
this is a 50 foot taxi stand, followed by a 62 foot bus stop, and then a 9 foot buffer zone between
the bus stop and the stop line for the signal at Beacon Street. Beyond this is the crosswalk
bisecting Harvard Street at Beacon Street. Not counting the Beacon Street crosswalk, this
represents a 200+ foot long stretch of pavement that the Working Group believes is not ideally
designated to ideally move buses, taxis, and private vehicles through this area.
The Working Group suggests a redesign of this area to improve the traffic flow of the entire area
by switching the locations of the bus stop and taxi stand. One of the principle frustrations of this
stop is the difficulty the bus encounters getting to the stop at the corner of Beacon and Harvard.
Congestion in the area forces the bus to often wait several cycles to get to the stop, where it often
misses another cycle processing passengers. However, by moving the bus stop back behind the

taxi stand, coupled with the elimination of 1
Bus Stop
Taxi Stand metered space in front of 280 Harvard Street
Driveway
(Float), and the presence of existing buffer
zones, the Town can create an approximately 150
foot dedicated bus lane from the Green Street
crosswalk to the bus stop. This will give buses a
Figure 43: Proposed reconfiguration of the Beacon better chance to by-pass some traffic congestion,
St. inbound bus stop area.
pull up to curb in compliance with ADA, process
passengers, and merge back into traffic to cross Beacon Street with less delay than in the status
quo. Bus drivers are experts at merging into traffic in congested areas. This will result in the
elimination of 1 metered parking space. The 50 foot taxi stand will move forward (south) closer
to the intersection of Beacon Street.
Some concern has been expressed about the loss of the one metered space in front of Float.
However, this space is an orphan, surrounded by buffer zones, not well connected to the
streetscape, and confusing to use. The group does not believe that its loss will materially impact
the overall parking, feeling, or conditions of Coolidge Corner to any significant degree. This
concept was presented to the February 2010 meeting of the Coolidge Corner Merchants
Association and no opposition was stated by the assembled members.144 Further outreach is
required and will be undertaken.
As with its outbound twin, the Working Group suggests that the Town, MassDOT and MBTA
collaborate on better and more proper signage for this bus lane/stop and to also consider some
form of pavement differentiation. While it is clear that Brookline alone cannot afford to apply
and maintain pavement paint, if MassDOT embarks on a program for key stops along key routes,
the Town should seek to include both Beacon Street stops in this program. In addition, more and
better enforcement by the Brookline Police is required. Encroachment by taxis, cars illegally
standing, and delivery vehicles have and will present problems to the bus lane. As stated earlier,
a few $100 citations will go a long way towards encouraged more voluntary compliance.

The new stop will be approximately 60 feet from the existing stop location, 0.17 miles (898 feet,
274 meters, 299 yards) from its proposed predecessor on the far side of Williams Street, and
0.185 miles (977 feet, 298 meters, 326 yards) from its successor at Marion Street.145
As the redesign of Beacon Street southbound is still under consideration, the timing of this
change is now unknown. Civic leaders, consultants, and stakeholders are urged to keep the
needs of bus passengers in mind when making changes.
H2-f: Marion Street: The Working Group disagrees with the CTPS suggestion to consolidate
the Marion and Harris Street stops into a new stop at Foster Street. Harris Street is too important
a stop for Stop & shop customers to be moved any farther away than it already is.
H2-g: Harris Street: As stated, the group rejects the CTPS suggestion to consolidate the
Marion and Harris Street stops at a new location at Foster Street. The MBTA data refers to the
Harris Street Stop as Auburn Street. The Working Group recommends that the MBTA correct
this error. In addition, the group suggested the installation of a bench at this stop.
As in the case with this stop’s outbound twin opposite Vernon Street, TSP treatment is
recommended for the intersection of Harvard, and the Stop & Shop parking lot entrance. This
would extend green time for all traffic on Harvard Street if a bus approached, or reduce red time
if a bus joined the queue. Further traffic engineering study is required if this moves forward.
H2-h: School Street: The School Street stop

presents many difficulties for buses. While the
recommended TSP treatment for the
intersection of Harvard/School/Aspinwall (as
discussed in the outbound Aspinwall Street
section) will help, the Working Group disagrees
with its proposal for a near side queue jump
Figure 44: Far side of School Street intersection.
lane. Instead, the group recommends Proposed new location for stop.
relocating the stop from the near (north) side of the intersection to the far (south side). This,
combined with the TSP treatments, will allow for a smoother flow of bus traffic through this

intersection and avoid most interference from cars turning right onto School Street. This action
would eliminate 3 metered parking spaces next to the Pierce School, however 2 of these could be
replaced at the existing stop location, for a net loss of 1 space. A bus shelter is recommended for
this new stop location, which would lie approximately 0.173 miles (913 feet, 278 meters, 304
yards) from its predecessor at Harris Street, and 0.25 miles (1320 feet, 402 meters, 440 yards)
from its proposed successor opposite Kent Street.146
H2-i: Pierce Street: The Working Group agrees with the CTPS recommendation to eliminate
the Pierce Street Stop. This is the least used weekend stop, and second to least used weekday
stop in Brookline.147 The facts, conditions and evidence to support the elimination of this stop is
substantially similar to that of Linden Street (outbound). Possible uses for the existing stop
location include: 3-4 metered parking, Pierce School teacher permit parking, a loading zone,
and/or parking for persons with disabilities.
H2-j: Opposite Kent Street: The existing location of this bus stop is adequate, and better
than any alternatives in the area. TSP treatments for this intersection, as discussed in the Kent
Street inbound section are recommended, although further traffic engineering studies are needed
to better understand what impact this will have on congestion in Brookline Village. The
pavement containing the bus stop and loading zone requires better marking and should be striped
(ideally painted) from the loading zone to the stop line. A bus box may also work well in this
area. Its hope is that better markings and TSP will help the bus, and traffic in general, better
flow through this area. No shelter is recommended for this stop as the sidewalk is too narrow. A
bench, however, is suggested.
H2-k: Walnut Street: The intersection of Washington/High/Boylston is a cause of major

delays for both route 66 and route 65 buses.148 A TSP-type system is currently in place at this
signal to give absolute priority of fire trucks. While emergency vehicles absolutely require
priority, the group recommends that this system be augmented to give some priority to buses as
well. The Working Group agrees with the CTPS recommendation for better lane markings. This
stop, as with its outbound twin, will soon undergo a major reconfiguration as part of the Gateway
East/Village Green project. The needs of the buses that use this stop must be considered, and the
Working Group requests that the newly established Public Transportation Advisory Committee

get involved in the planning process to speak for both the bus and the green line. A shelter is
recommended for this stop once heavy construction is completed.
I. CONCLUSIONS & NEXT STEPS

The Working Group respectfully submits this report to the Transportation Board and asks it to
accept it at its February 2010 meeting. Acceptance does not necessarily mean nor imply
endorsement. However, acceptance of the report will allow the dissolution of the Working
Group. The group notes that the new Public Transportation Advisory Committee will be
officially appointed at this meeting. Membership of the 2 groups substantially overlap, so any
questions may be submitted to the new group for answers. The Working Group also requests
that the Transportation Board hold a public hearing on the recommendations submitted in March,
2010.
MassDOT will also conduct its own public meetings on proposed changes to the route 66 both in
Brookline and along its entire length. The Working Group asks the Transportation Board to
submit its recommendations to MassDOT as the preferred location options. This way if and
when it conducts public meetings it must consider these recommendations either in place of or in
tandem with the CTPS suggestions. Members of the Working Group will continue to lobby and
organize to improve the 66 and its operations both in Brookline and elsewhere.

End Notes
1
US Census data compiled at: http://www.bikesatwork.com/carfree/census-
lookup.php?state_select=ALL_STATES&lower_pop=1000&upper_pop=999999999&sort_num=3&show_rows=25&first_row=
0 Data is for all census designated places with populations greater than 1,000.
2
MBTA “Service District: Bus Routes servicing Member Communities” April 2009. The T considers the following routes as
servicing Brookline: 47, 51, 57, 60, 65, 66, 86, 193, CT2
3
MBTA bus ridership data for January 2010. To be published as part of MBTA 2010 Blue Book. Weekday and Saturday counts
conducted fall 2009, Sunday counts winter 2007.
4
History of the MBTA: http://www.mbta.com/about_the_mbta/history/?id=960
5
MBTA bus ridership data for January 2010. To be published as part of MBTA 2010 Blue Book. Weekday and Saturday counts
conducted fall 2009, Sunday counts winter 2007.
6
Comparison of MBTA 2009 Service Plan data, which did manual counts in 2006, with the most recent count from Jan. 2010.
7
MBTA 2008 vehicle inventory
8
Booz Allen Hamilton & MJ Bradley Associates: “An Analysis of MBTA’s Emission-Controlled Diesel Buses and CNG-fueled
Buses” August 30, 2007 (revision 1)
9
MBTA “Green Line Surface Ridership Typical Weekday Boarding Counts, Both Directions” based on 2006 counts.
10
MBTA bus ridership data for January 2010. To be published as part of MBTA 2010 Blue Book. Weekday and Saturday
counts conducted fall 2009, Sunday counts winter 2007
11
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, p. 16
12
History of the MBTA: http://www.mbta.com/about_the_mbta/history/?id=960
13
For example, see Furth P. and Rahbee, A., “Optimal bus stop spacing through dynamic programming and geographic
modeling. Transportation Research Recor: Journal of the Transportation Research Board, No. 1731, 2000 15-22. Other articles
exist as well, which are cited in this article’s works cited section.
14
CTPS Report “Key Bus Route Study: Route 66” January 15, 2010
15
CTPS Report “Key Bus Route Study: Route 66” January 15, 2010 pages 17-18.
16
El-Geneidy, A., Strathman, J., Kimpel, T., Crout, D., “The Effects of Bus stop Consolidation on Passenger Activity and Transit
Operations” Journal of the Transportation Research Board, Volume 1971, October 17, 2005
17
MBTA contract with Cemusa Boston, LLC, Dec. 14, 2004, section 7.3, part B, subsection 2, p. 17
18
MBTA contract with Cemusa Boston, LLC, Dec. 14, 2004
19
MBTA contract with Cemusa Boston, LLC, Dec. 14, 2004, section 7.3, part B, subsection 8, p. 18.
20
MBTA contract with Cemusa Boston, LLC, Dec. 14, 2004, section 7.3, part D, subsections 1&2, p. 19.
21
MBTA contract with Cemusa Boston, LLC, Dec. 14, 2004, exhibit E, p. 33-34.
22
MBTA contract with Cemusa Boston, LLC, Dec. 14, 2004, section 2.2, p. 2.
23
Kendall O’Halloran, GM Cemusa Boston, LLC- phone discussion 01/26/2010
24
Email from Mary Ainsley, Director of Silver Line Design and Construction, 2/9/10
25
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, based on MBTA AVL study conducted May, 2009
26
27
counts conducted fall 2009, Sunday counts winter 2007.
28
29
counts conducted fall 2009, Sunday counts winter 2007.
30
Town of Brookline Engineering Department “Rt 66 Bus @ Harvard St.” 2010
31
32
33
34
35
36
37
38
39
40
41
42

43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87

88
89
90
91
92
93
94
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, p. 24, and p. 30
95
96
97
98
99
100
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, p. 25.
101
102
103
104
105
106
107
108
109
110
Measured using the ruler tool on Google Earth. This is an approximation only.
111
112
Measured using the ruler tool on Google Earth. This is an approximation only.
113
114
115
116
117
118
119
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, p. 12 and 24
120
121
122
123
124
125
126
http://www.stmarybrookline.com/ accessed 02/11/2010
127
Analysis by B. Kane using trip-by-trip data supplied by MAssDOT, complied by CTPS, Fall 2009.
128
129
130
131
http://www.stmarys-brookline.org/Information2.htm accessed 2/11/2010.
132
Measured using the Google Earth ruler. More accurate measurements are requested.
133
134
135
136
137
138
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, p. 18, augmented with a measurement using the Google Earth ruler.
139
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, p. 17 , augmented with a measurement using the Google Earth ruler.
140
141
142
143

144
Brian Kane and Monica Tibbits presented the conceptual changes for the Coolidge Corner area to the CCMA at its monthly
membership meeting on the morning of Feb. 10, 2010 at the Coolidge Corner Theatre.
145
CTPS “Key Bus Routes Study: Route 66” Jan. 15, 2010, p. 18 augmented with Google Earth ruler.
146
147
148
Image Credits
Figure 1: MBTA
Figure 2: Drawing by B. Kane using Google Earth
Figure 3: Rutgers University
Figure 4: King County Metro, Seattle, WA
Figure 5: MBTA
Figure 6: CTPS “Key Routes Study: Route 66” January 15, 2010
Figure 7: Photo by B. Kane
Figure 8: Cemusa Boston LLC
Figure 9: streetsblog.org
Figure 10: Designed by Monica G. Tibbits
Figure 11 bostonist
Tables 1-2: CTPS based on MBTA AVL data
Tables 3-6: MBTA weekday & Saturday counts conducted fall 2009, Sunday counts winter 2007
Tables 7-8: CTPS “Key Routes Study: Route 66” January 15, 2010
Figures 12-44 Photos by B. Kane
Figures 45-46 Design by B. Kane using Google Earth
Figure 47: Photo by B. Kane

MBTA Working Group's Study of The Route 66 Bus Line

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Town of Brookline

MBTA Working Group

 Increased enforcement of $100 fines for illegal parking/standing in bus stops.

Brookline MBTA Working Group Route 66 Report Page 1

Brookline MBTA Working Group Route 66 Report Page 2

Brookline MBTA Working Group Route 66 Report Page 3

Brookline MBTA Working Group Route 66 Report Page 4

Brookline MBTA Working Group Route 66 Report Page 5

D1: Dedicated Bus Lanes:

Brookline MBTA Working Group Route 66 Report Page 6

Figure 3: A Boston bus lane

Brookline MBTA Working Group Route 66 Report Page 7

A substantial contribution to bus bunching is caused by “dumb” traffic signals. Contrary to

D3: Off-board fare transactions

Brookline MBTA Working Group Route 66 Report Page 8

D4: Queue Jumping

Figure 6: Visualization of queue jump lane.

D5: Stop Streamlining

Brookline MBTA Working Group Route 66 Report Page 9

D6: Bus Stop Location Optimization

Brookline MBTA Working Group Route 66 Report Page 10

D7: Bus Shelters

Brookline MBTA Working Group Route 66 Report Page 11

Brookline MBTA Working Group Route 66 Report Page 12

D8: Curb Extensions

D9: Bus Boxes

Brookline MBTA Working Group Route 66 Report Page 13

D10: Pavement Differentiation

Brookline MBTA Working Group Route 66 Report Page 14

Inbound MPH Outbound MPH

Brookline MBTA Working Group Route 66 Report Page 15

Rank Weekday Saturday Sunday

Rank Weekday Saturday Sunday

Brookline MBTA Working Group Route 66 Report Page 16

F1: Outbound Stops

F1-a: Pearl Street

Brookline MBTA Working Group Route 66 Report Page 17

F1-b: Kent Street

F1-c: Linden Street

Brookline MBTA Working Group Route 66 Report Page 18

F1-d: Aspinwall Avenue

F1-e: Opposite Auburn Street

Brookline MBTA Working Group Route 66 Report Page 19

Brookline, 25/41 route), and 21 boardings and

F1-g: Beacon Street (Outbound)

Brookline MBTA Working Group Route 66 Report Page 20

F1-h: Babcock Street

F1-i: Beals Street

F1-j: Coolidge Street (outbound)

F1-k: Opposite Verndale Street

F2: Inbound Stops

Brookline MBTA Working Group Route 66 Report Page 22

F2-a: Verndale Street

F2-b: Coolidge Street

Brookline MBTA Working Group Route 66 Report Page 23

F2-d: Opposite Babcock Street

F2-e: Beacon Street

Brookline MBTA Working Group Route 66 Report Page 24

F2-f: Marion Street

F2-g: Harris Street

Brookline MBTA Working Group Route 66 Report Page 25

F2-h: School Street