Cambridge Civic Journal Forum

February 14, 2011

Feb 14, 2011 City Council Agenda – Valentine’s Day

Filed under: Cambridge government,City Council — Tags: , — Robert Winters @ 12:48 am

Feb 14, 2011 City Council Agenda – Valentine’s Day

It’s the lightest of agendas coming up this Monday in the Sullivan Chamber. The only items of interest I’ll note on this "Cambridge blogger’s website" are the following:

Communications #3. A communication was received from Peter Zak Valentine, regarding the Health Care Bill.

The text of Peter’s letter is included here for your entertainment – from the National Officer in Charge.

Order #3. That the City Manager is requested to designate an individual in his office or in the Cambridge Police Department for the specific purpose of providing information to the City Council and the community-at-large about incidents, be they of crimes, fires, or floods that occur in Cambridge on a timely basis.   Councillor Simmons and Councillor Cheung

Every few years after a criminal incident there’s an Order like this one to create another position or designate a person for this task. The problem, if there is a problem, is not in the lack of personnel. It’s a matter of whether the job is being done as it should be. Complicating things in the case of criminal incidents is that sometimes there are good reasons for not disseminating this information while the bad guys are still being sought.

Order #5. That the Mayor, the City Clerk and/or City Council’s committee on Government Operations and Rules plan a meeting of the City Council to go over the new changes of the Open Meeting Law.   Councillor Simmons

We all believe in open and transparent government, but the fact is that it is possible to have too much of a good thing. The additional record-keeping and prohibitions against a wide range of ordinary ways of communicating can be pretty stifling. There does come a point of diminishing returns in open government where the costs start to outweigh the benefits. Seriously, should every advisory committee with no actual regulatory authority have to adhere to the same rules as legislators? On the other hand, it wouldn’t be a bad idea to have all of the wheeling and dealing over zoning amendments more out in the open.

Order #6. That the City Manager address the problem of cars that have been left unshoveled for long periods of time causing problems for snow plows and difficulty parking.   Councillor Decker

Order #7. That the City Manager is requested to confer with the Department of Public Works to investigate designated spots near intersections for residents to move snow which would be picked up by DPW, snow melting machines and whether there are additional parks, parking lots or other public spaces that could be used to dump snow for this winter and in the future.   Councillor Cheung

Order #8. That the City Manager is requested to confer with the Director of Traffic, Parking and Transportation Department to report back with clarification on what the policy is regarding ticketing of cars who are parked more than three feet from the curb due to snowbanks.   Councillor Toomey

Snow, snow, and more snow. The DPW has done a great job under trying circumstances this winter. What a joy it is to see that the temperature may rise to 50° later this week. That said, a few warm days won’t solve all of the problems as noted in these Orders and we could use a few more visits from the trucks to help things along. It’s been really miserable for all who have to park on the streets of Cambridge. I haven’t moved my vehicle for weeks. There are some good ideas about how we can better deal with all the snow (and I do mean we – not just the men and women of DPW). In these days of social media that can help coordinate a revolution in Egypt, we can probably use the same tools to coordinate the allocation and/or removal of snow on the streets of Cambridge. Maybe not revolutionary, but still worth looking into.

Other notable items:

Les Barber, zoning mensch of the Community Development Department, enjoys his last day before retirement on Friday, Feb 25.

As was noted in a Late Order at the February 7 City Council meeting, former City Councillor Brian Murphy will soon take the reins as Assistant City Manager in charge of the Community Development Department. I met at length with Brian when he first ran for City Council. I suggested that he attend the Budget Hearings to learn more about City government and meet all the players in the City administration. Brian attended every one of those hearings. As a councillor, he then chaired the Finance Committee. He and David Maher were also the prime players among the elected officials in negotiating with Harvard in their major Riverside development a few years ago. You have to respect a guy who actually shows up and does his job, and I’m sure Brian will be a popular hands-on manager at Community Development.

Speaking of the Finance Committee, Councillor Decker initiated a series of Finance Committee hearings for early public input on the upcoming FY2012 Budget. The first hearing only had one public attendee, but the second meeting on Feb 12 had perhaps a dozen or more. Hopefully attendance will be better if this becomes the norm in the future. Those of us who attended were treated to a top-notch interactive presentation with Louis DePasquale, David Kale, and other people from the City Finance Department and the Budget Office. – Robert Winters

City Manager’s Budget Guidelines to City Department Heads (for upcoming FY2012 Budget)

• Salary and Wage Budgets can increase to reflect, Increments, Pensions, Health Insurance, Medicare and Allowance increases. This includes a projected 11% increase in health insurance costs and a 5.5% increase in pension costs over the current fiscal year.

• All vacancies will be reviewed. Position reductions may occur as part of this process. Therefore, budget submissions should include a description of the operational impact on your department if vacant positions are eliminated.

• For FY12, it is the City Manager’s goal to submit a budget to the City Council that supports their priorities with the same number of or fewer positions.

• Non-Salary Budgets are to be level funded. Generally, no increases to Other Ordinary Maintenance, Travel and Training or Extraordinary Expenditure accounts.

• All non-personnel operating items with contractual increases must be absorbed within the budget and not knowingly under-budgeted. Major contracts for services must be reviewed to ensure departments have sufficient funds to meet contractual needs. Energy budgets will be reviewed on a department by department basis. Departments will need to document, for their budget hearing, large cost increases and the impact on their operating budgets if the increases are absorbed in their present level of service budget.

• Extraordinary Expenditures must be updated and one-time items from the current fiscal year eliminated.

• Reductions in Grant Funded programs cannot be absorbed into the General Fund Budget.

• Each Department will be asked to review their current operations and provide suggestions to achieve savings through service/position reductions, restructuring or efficiencies.

Budget Calendar

Jan-March • Department Budget Preparation and Hearings with City Manager
March • Water-Sewer Rate approved by City Council
April • Proposed Budget Submitted to City Council
• 2nd half tax bills sent to property owners
May • City Council Budget Hearings
• 2nd half bills due
Late May • Budget Adoption
June • Current Fiscal Year ends June 30
July • New Fiscal Year begins July 1
September • Tax Rate set/Final Tax Levy Established
September/October     • Tax Newsletters sent to residents
October • Property tax bills sent/Abatement Application Deadline
November • 1st Half bills due

November 3, 2010

Specific issues with Western Avenue project

Filed under: Cambridge government,cycling,planning,water — Tags: , , , , , , , , , , , , — jsallen @ 2:24 pm

In this post, I’m going to examine some of the drawings of its Western Avenue project which the City of Cambridge has provided.

All of the illustrations below are from the City’s conceptual design booklet.

Western Avenue concept drawing

Western Avenue concept drawing

The cars shown parked at the left are real cars, in the original photograph that was modified to show the conceptual design. Typical sedans are about 5 1/2 feet wide, not counting the side-view mirrors, but common light trucks are as much as 6 1/2 feet wide. Big trucks and buses can be 8 1/2 feet wide.

The cars shown parked at the right are drawings added when the photo was modified. All of them are micro-cars, very much smaller than the cars on the left — only about 4 1/2 feet wide.

Bicyclists complain about “door zone” bike lanes — where opening car doors pose a threat. On the other hand, the door zone serves an important function. A motorist can open the car door without its protruding directly into the path of motor traffic, and can walk around the car.

In the drawing below, I have copied the nearest car in the original drawing into each travel lane. This drawing shows too little clearance between parked vehicles and moving ones to allow motorists safely to walk around to the street side of their vehicles or open the doors. The right lane as shown is especially tight, even with micro-cars parked on the right and ordinary sedans in the travel lanes — though Western Avenue is a designated bus and truck route.

Western Avenue concept drawing, modified

Western Avenue concept drawing, modified

To show how wide the left lane is at present, the white line in the foreground replaces the gray patch that is dimly visible in the original drawing, covering up the location of the present lane line.

The parts of the illustration that are from the original photo are to scale — including the cars I have copied into the travel lanes. The drawn-in elements are conceptual, and some are not to scale.

The drawing below, also from the City, is dimensioned, showing a 36-foot wide roadway. The elements are to scale: 10.5 foot travel lanes, 7-foot parking lanes and mid-sized cars 6 feet wide, not counting the mirrors — like a a Ford Taurus. This drawing shows more room between vehicles than the right lane in the photo, but on the other hand, the parked cars are tight against the curbs, and no trucks or buses are shown.

Cross-section of street with cycle track

Cross-section of street with cycle track

Now let’s look at an overhead drawing, which shows a typical treatment at an intersection.

Western Avenue at Jay Street

Western Avenue at Jay Street

Let’s put more cars and some bicyclists and pedestrians into the picture. I’ve put three bicyclists on the blue strip which represents the cycle track. Two are headed with traffic and one is headed opposite traffic. (Off-street facilities encourage two-direction traffic, and this is particularly so on a one-way street where there is no opposite-direction paired street conveniently nearby.) There also is a group of pedestrians standing on the bulbout before the intersection. Excuse me if the bicyclists and pedestrians look like ants, I’m no Picasso.

Pedestrians and parked cars conceal  right-way bicyclists from drivers of cars A and B, increasing the risk of a “right hook” collision. Also, Car B  is blocking the right-hand travel lane. Such blockages will increase congestion. The more bicyclists, the more often turning motorists will have to wait in the position shown. At present, motorists can keep moving as they prepare to turn right, because they can merge behind a bicyclist before reaching the intersection.

Car C in the drawing must wait far back from the intersection, what with the separate sidewalk and cycle track. Then, on reaching the intersection, as shown in the illustration below, the car must block the cycle track as the driver scans for traffic. If more than one car is in line, both the sidewalk and the cycle track will be blocked at the same time.

Western Avenue at Jay Street, cycle track blocked

Western Avenue at Jay Street, cycle track blocked

Presently, without the cycle track, this kind of blockage happens only for the sidewalk. It is more troublesome and hazardous for bicyclists than pedestrians, because bicyclists are faster, and farther away when the driver must first see them, and can be hidden by buildings or by pedestrians on the sidewalk. The crash rate for wrong-way cyclists on cycle tracks like this one is very high — research in Finland, Sweden and Germany has shown it to be about 10 times as high as for right-way travel on the street. Right-way travel on a cycle track located, like this one, behind parked cars, and with unsignalized intersections and driveways, has been shown only two or three times as hazardous.

There is also a much greater risk of collisons with pedestrians, and with other bicyclists, than when riding in the street. This cycle track has about 6 feet of width where bicyclists are clear of car-door hazards or plantings — very substandard for a two-way facility.

There is a question what the wrong-way bicyclists will do when they reach Franklin Street and the cycle track ends. Most likely, they will go up onto the sidewalk or ride opposite traffic in the bike lane.

Finally, let’s look at the intersection of Western Avenue and Memorial Drive. At present, Western Avenue has four travel lanes approaching the intersection.  The rightmost lane is a right-turn-only lane which the City describes as underutilized. I agree with that description — even in the evening rush hour, I have been able to filter forward to the intersection on my bicycle in that lane.

The City proposes to change that lane into a cycle track, so right turns are made from the next lane to the left. In this connection, I question the City’s conclusion that its plan will not increase congestion. In the evening rush hour, traffic already queues on Putnam Avenue and Memorial Drive, all the way back to River Street. Even one vehicle waiting to turn right, while bicyclists overtake on the right, will block all other vehicles in the lane behind it. This is aside from the issue of institutionalizing the “right hook” — placing all responsibility for bicyclists’ safety on the motorists, and stripping away bicyclists’ defense of merging into the line of right-turning traffic.

Western Avenue at Memorial Drive, conceptual drawing

Western Avenue at Memorial Drive, conceptual drawing

I suggest instead that bicyclists be encouraged to travel along the left side of the right-turn lane, by means of shared-lane markings and signage, or better, if there is room, a through bike lane.

The question remains of how to handle opposite-direction bicycle traffic. It does not admit of an easy answer.  At this point, I’m most inclined to try to address it on River Street.

And, I’ll add: the sacredness of on-street parking is the issue that makes the problem insoluble. If parking could be removed form one side of Western Avenue, a contraflow bike lane would be an option.

There is no such issue on River Street, because there are many parallel streets in Cambridgeport that allow travel in the opposite direction.

Signing off…

October 29, 2010

Burning bridges

Filed under: Cambridge government,planning — Tags: , , , , , , , , — jsallen @ 8:59 am

I have removed my most recent post.

Though it was factual — and passed muster with Robert Winters, who manages this forum — it did not address the main issue that motivates me to post here: my intense frustration with some directions which the Cambridge bicycle program is taking. My post was an expression of frustration rather than a description of current issues, and as such, it created more heat than light.

In the post, I asked whether Jeff Rosenblum was a builder of bridges. I think that was a fair question, but on the other hand I have burned some, and not only with him. I am no longer a member of the Massbike Technical Advisory Committee. Executive Director David Watson had already explained to me that my presence on that committee was getting in the way of Massbike’s work with governments. My recent post was the last straw for him.

I had already considered resigning for a couple of months. I regret that I did not have the courage to ask for a resignation. Instead, I backed myself into this situation. In the light of some of my posts in this forum, it may come as a surprise to my readers, but confrontation does not come easily for me. Sometimes I do not manage it well, and it bursts out.

Massbike and its predecessor organization, the Boston Area Bicycle Coalition, have been a major part of my life over the years. I have been on the Board of Directors, been President, attended hundreds of meetings and public hearings, written large reports under contract. I part from Massbike with considerable regret. On the other hand, I am also feeling much relief with this change. I had become increasingly frustrated with some directions Massbike is taking. I was increasingly uncomfortable as a member of the Technical Advisory Committee, and Massbike leadership was increasingly uncomfortable with me.

My underlying drive, my lifetime quest, as I must acknowledge to myself, is as a journalist. When I see something that disturbs me, my primary instinct is to provide information, to explain my concern, to try to make it understandable to other people. I am highly uncomfortable with biting my tongue in the interest of political expediency and compromise.

I have now freed myself from that obligation as it involves bicycling issues in Massachusetts, and so I think I will now be able to do a better job here on this forum. I offer my heartfelt thanks to Robert Winters for hosting this forum and for his support.

I’ll sign off with a quote, which I think is apt:

“The basis of our governments being the opinion of the people, the very first object should be to keep that right; and were it left to me to decide whether we should have a government without newspapers or newspapers without a government, I should not hesitate a moment to prefer the latter. But I should mean that every man should receive those papers and be capable of reading them.” –Thomas Jefferson to Edward Carrington, 1787. ME 6:57

October 27, 2010

Western Avenue proposal: ill-considered

Filed under: Cambridge government,cycling,planning — Tags: , , , , , , , , , , , — jsallen @ 12:35 am

Cambridge has posted its preferred design proposal for Western Avenue.

Conceptual Design Selection booklet, October 2010. This NEW booklet details the current draft proposed conceptual design. Online/ download: http://www.box.net/shared/g4hl7zupht

Conceptual Design roll-plan. This shows the draft proposed conceptual design in plan form.
Online/ download: http://www.box.net/shared/9emm0tq29j

Neighborhood Walk this Thursday, Oct 28, 5:30pm, Andala Cafe, 286 Franklin Street

Community-wide Public Meeting, Wed Nov 3, 7:00pm (open house 6pm), Cambridge Senior Center, 806 Masssachusetts Avenue.

Cambridge continues with its plan to slow traffic by making streets narrower, and so more stressful and hazardous for motorists, while moving bicyclists onto glorified sidewalks where it is difficult or impossible for crossing and turning motorists to see them. The repeated invitations for right-turning motorists to turn across the path of through-traveling bicyclists in this proposal leave me breathless, especially where groups of pedestrians will wait on a bulbout, concealing through-traveling bicyclists. Also, the proposed cycle track will greatly encourage contraflow bicycle travel without making any reasonable or safe provision for it. If you have any doubt about the hazard of contraflow travel on a bicycle sidepath, here’s a link to a study which addresses it. There also will be the same issues of snow clearance as already occur on Vassar Street. It is predictable that bicycle-pedestrian collisions will be a problem, as they have been on Vassar Street.

The word “protected”, in traffic engineering used to mean, for example, a left-turn traffic signal phase where opposite-direction traffic had a red light.

Now in the Cambridge proposal it is being used to mean “motor traffic turns right across through bicycle traffic, with interrupted sight lines and no traffic signal.”

The word “protected” sure sounds good, if you don’t know that the treatment under discussion results in increased crash rates.

“Traffic calming” in very ancient times (50,-100 years ago) used to mean traffic-law enforcement. Despite the availability today of efficient tools such as license-plate cameras to record speeding and traffic-signal violations, Cambridge chooses a hardware solution — narrow lanes, which make for more stressful, difficult and dangerous driving conditions — to address the software problem of poor motorist behavior, and emphasizes the point by using bicyclists as obstacles.

Cambridge’s message to its motorists, delivered by creating an obstable course: drive real slow, and look back over your right shoulder when you turn right, or you might kill one of our highly valued and highly vulnerable bicyclists, and it’s all your fault if you do, because, you see, they are protected.”

Please don’t peg me as a naysayer. I made suggestions for alternative treatments in an earlier post, which led to a lively and welcome discussion.

Also see Paul Schimek’s post on this blog.

I hope to see good citizen participation at the public events.

Your comments on this post are welcome too.

October 18, 2010

Sign of the Times

Filed under: Cambridge government,City Council — Tags: — Robert Winters @ 12:41 am

Sign of the Times

Another marquee item on the civic landscape is the curious petition campaign to revoke recent amendments to the Zoning Ordinance relating to signage on commercial buildings. Most people didn’t even know there was a provision in state law to challenge a local ordinance via a petition campaign. The relevant part of the Mass. General Laws is Chapter 43, Section 42:

Section 42. If, within twenty days after the final passage of any measure, except a revenue loan order, by the city council or by the school committee, a petition signed by registered voters of the city, equal in number to at least twelve percent of the total number of registered voters, and addressed to the city council or to the school committee, as the case may be, protesting against such measure or any part thereof taking effect, is filed with the city clerk, the same shall thereupon and thereby be suspended from taking effect; and the city council or the school committee, as the case may be, shall immediately reconsider such measure or part thereof; and if such measure or part thereof is not entirely rescinded within twenty days after the date of the certificate of the registrars, the city clerk shall submit the same, by the method herein provided, to a vote of the registered voters of the city, either at the next regular city election not less than thirty days after said twentieth day, or at a special election which the city council may, in its discretion, call for the purpose, and such measure or part thereof shall forthwith become null and void unless a majority of the registered voters voting on the same at such election vote in favor thereof.

The petition described in this section shall be termed a referendum petition and section thirty-eight shall apply to the procedure in respect thereto, except that the words "measure or part thereof protested against" shall for this purpose be understood to replace "measure" in said section wherever it may occur, and "referendum" shall be understood to replace the word "initiative" in said section.

To the best of my knowledge, this provision has never been invoked in Cambridge. As a fan of democracy, it’s interesting to see it being put to use. On the other hand, most indications are that this has been little more than a bitter, well-funded campaign of retribution by one man – Philip "Terry" Ragon of Intersystems, a company which rents space in One Memorial Drive – a building that now also leases space to Microsoft. Cambridge voters would likely be out in front opposing the recent "Citizens United v. Federal Election Commission" decision of the United States Supreme Court that supposedly now facilitates the funding by corporate interests of major political campaigns. Yet this well-funded propaganda campaign by Intersystems and its agents brings barely a peep out of the Cambridge liberals. The inflammatory literature suggests that "Cambridge politicians are giving away our skyline to Wall Street." The literature refers to the amendment as "The Microsoft Amendment" and claims that it will bring "windfalls to wealthy landlords and out-of-state multinational corporations." I haven’t seen BS propaganda like this since the days of rent control.

The petition campaign appears to have successfully scaled the first hurdle of submitting sufficient signatures. With approximately 60,000 registered voters, 12 percent translates into about 7200 required signatures. The campaign reportedly has submitted in the neighborhood of 16,000 signatures. Many will likely be deemed invalid, but it seems probable that the threshold will be met. So what happens next?

Let’s be clear that the Cambridge City Council as a body was hardly deserving of a badge of courage in their 6-3 vote approving the amendments to the Zoning Code relating to signage. Councillor Davis did all she could to punt the matter before voting NO. Her rationale hardly came across as a matter of principle. Councillor Seidel gave every indication that he would be voting in favor of the amendment before doing a quick about-face and voting NO under the threat of political abandonment in next year’s municipal election. Councillor Kelley can always be counted on to vote NO in matters such as this, so his vote surprised no one. Among the six councillors who voted YES to approve the measure, there was a refreshing air of deliberateness – regardless how one might feel about the merits of the amendment. Councillors Cheung and Decker, in particular, were forthright in their statements and expressed great clarity in their view that the amendment was nothing like what the propagandists would have people believe.

It will be interesting, perhaps even entertaining, to see what happens next. The City Council could rescind their approval and, by doing so, look like spineless and incompetent political jellyfish. That may be their best option. On the other hand, they could let the storm pass and allow the measure to be placed on the municipal ballot in 2011 coincident with their reelection campaigns. Gone are the good old days of rent control trench warfare. We’ll have a municipal election dominated by propaganda about signs. There may be a $500 annual individual contribution limit for local candidates, but it will be sky’s-the-limit for a "Citizens United" type of campaign in Cambridge indirectly instructing misinformed voters who they should vote for based on one hopelessly overstated and relatively unimportant issue. Perhaps the safest option for the City Council would be to dip into the public trough and fund a special election on this single item safely segregated from next fall’s municipal election. In recent years, the Cambridge City Council has shown over and over again that incumbency protection is Job #1, so perhaps this is the most likely next step. — Robert Winters

Bill Walsh

Filed under: Cambridge government — Tags: — Robert Winters @ 12:39 am

Oct 17, 2010 – Bill Walsh

There’s a lot going on right now in the civic landscape of Cambridge. Anyone who has been around for a couple of decades will surely note the sudden death several days ago of former Cambridge City Councillor Bill Walsh, a man who made more than his share of friends and enemies over the years. Indeed, some of his best friends became his most bitter enemies, and some of his greatest adversaries became his closest friends. I am certainly not the person to write any definitive story of the man. Like many others at the time, Walsh was the lawyer in 1985 for the person from whom I bought my house, and I was able to witness up close the wild frenzy that was the offices of Ferraro & Walsh during those crazy days of real estate wheeling and dealing, condo conversion, and speculative deals that promised big profits on quick turnarounds. I was even invited to invest money in some of those deals, but I never did. Not only did I not have the money, I also understood that something that sounds too good to be true generally isn’t true.

My enduring sense of the man is as the janitor’s son who grew up on Hurlbut Street and who was less than welcome among the "lace curtain" crowd of the local Irish. He was even less welcome among the genteel Brattle Street crowd whom he disdained. Like many Irish-Americans in Cambridge, Bill Walsh saw his hometown of Cambridge as a place not so far removed from the days when "Irish Need Not Apply" was the rule, even though it’s unlikely that this was ever his own personal experience. Around 1990, he responded to a petition campaign to prevent the Commonwealth Day School, a very un-Yankee elementary school, from relocating to Brattle Street by making it into a personal campaign against the local upper crust. Bill, like many Irish-Americans, also saw politics as an essential tool for doing business and, perhaps, to even the score.

Though he ran successfully for a Cambridge City Council seat in 1985 and served until his sentencing for bank fraud in 1994, Bill Walsh’s first attempt at political office was when he ran for City Council in 1971 at the young age of 26. He finished 12th in #1 votes and was the next to last candidate counted out. His ballots primarily transferred to fellow Independent candidates Dan Clinton (who was elected) and Lenny Russell (who was the next and last candidate to be defeated that year). After his 1985 election, it could be said that Bill Walsh saw himself as the central figure among local Independents, political opposites of the now defunct but at the time very powerful Cambridge Civic Association (CCA). Of course, since the 1940s the central figure among Independents was Edward Sullivan, Middlesex County Clerk of Courts, former City Councillor, former Mayor, and the brother of City Councillor Walter Sullivan. Walsh was something of an upstart, but he did manage to galvanize the forces opposed to rent control like no one before him. The thing that defined Bill Walsh’s political role more than anything was his opposition to the rent control laws of the time.

Political players with the pro-rent control CCA hounded Walsh from the day he was elected to the day he went to jail in 1994. Some have suggested that these same political players dropped more than a dime or two to facilitate the prosecution. They were there most days at his trial. Ironically, the statewide passage of Question 9 in 1994 that ended rent control occurred soon after Walsh’s conviction and just before his sentencing when he was forced to vacate his Council seat. The CCA then began it’s own rapid descent into oblivion. Walsh’s political career may have gone down in flames, but his efforts helped bring the CCA to the edge of ruin and, without rent control as their defining issue, they came unglued. Bill Walsh may now be gone, but the CCA preceded him in death.

It is widely acknowledged that Bill Walsh resumed his real estate wheeling and dealing after his release from prison, though he largely acted through other agents and remained out of the public eye. Some current city councillors clearly benefited from their ties to Walsh in recent years, though no one has definitively proven anything illegal in these deals. Nonetheless, association with Bill Walsh in recent years has always raised a few eyebrows and suspicions. It was only during the last few years that his presence would be acknowledged at public events along with other former elected officials.

I still think of Bill Walsh as the janitor’s son who built his political and financial network by providing the means for working people to obtain property and wealth, but who was both reckless and somewhat unscrupulous in delivering those benefits. Perhaps his greatest violation was not any specific violation of law, but rather the fact that he left his friends in financial ruin when the speculative housing market soured in the early 1990s. Of course, anyone who chose not to see the Ponzi-like quality of some of Walsh’s schemes must bear much of the responsibility for their own financial losses. Some choose to blame Walsh for the changing demographics of Cambridge after rent control, but there’s more than enough evidence to suggest that this shift was already occurring and that the transition of Cambridge into the condo-dominated city it is today was inevitable. In any case, the passing of Bill Walsh is the passing of an era in Cambridge. — Robert Winters

Obituary: William Holland Walsh of Cambridge and Ogunquit, Maine suddenly October 15, 2010. Beloved husband of Mary Hayes Walsh. Visiting hours in St. Peter’s Church, 100 Concord Ave., Cambridge Wednesday 4-8pm. Funeral mass on Thursday at 10am.

William Holland Walsh of Cambridge and Ogunquit, Maine, Suddenly Oct. 15, 2010. Beloved husband of Mary Hayes Walsh. Son of the late William J. and Catherine A. (Holland) Walsh. Nephew of Donal Holland of Ballineen, Cty. Cork, Ireland. Funeral mass in St. Peter’s Church, 100 Concord Ave., Cambridge on Thursday at 10am. Relatives and friends kindly invited. Visiting hours will be held in the church on Wednesday from 4-8pm. Interment Cambridge Cemetery. In lieu of flowers please send donations in Bill’s memory to St. Peter’s School, 96 Concord Ave., Cambridge, MA 02138. In addition to serving as a Cambridge City Councilor for five terms, and serving the City he loved and his widespread constituency with tireless energy and enthusiasm; Bill had a very active law practice for many years. Although the firm, Ferraro and Walsh, was highly regarded for its work in the real estate field; there was no problem, big or small, that Bill did not take on, on behalf of his clients. His clients, many of whom became his friends over the years, were from all walks of life. Bill had great success both as an attorney and a real estate developer, but the true measure of his success was the degree to which he could help other people. Their success was his success. His good counsel, kindness, and caring touched the lives of countless people. He will be sorely missed but never forgotten.

August 15, 2010

Construction detour at Mass. Ave. and Alewife Brook Parkway

Filed under: Cambridge government,cycling,planning — Tags: , , , , , , , , — jsallen @ 8:20 am

I attended a Livable Streets StreetTalk event on August 4, at which the city of Copenhagen, Denmark was praised for, among other things, always providing a good detour for bicyclists during construction projects.

Only a couple of days later, I got a report from a cyclist who had attempted to take Massachusetts Avenue across Alewife Brook Parkway (Route 16) , and found that the official detour was on Alewife Brook Parkway to Broadway in Arlington — circuitous, and Alewife Brook Parkway has to be one of the least bicyclist-friendly roads in the area. The detour apparently was in effect from 8 PM till 5 AM each night. I don’t know how for how many days this situation continued.

A quote:

It took over 5 minutes for them to stop the 16 traffic and let the Mass Ave traffic go…there are different people out there every day from 5 different agencies. I was not looking for special treatment, just direction when out there as to what the cops wanted me to do. I ended up scooting up the traffic for the last 2 blocks on the sidewalk (because of the lane closing) and waited with many pedestrians at the corner for an extended amount of time until they let the rest of the traffic go and did not try to give us a safe way to cross. I had to cross onto the sidewalk and then get onto the road further down. It took over 5 minutes for them to stop the 16 traffic and let the Mass Ave traffic go.

If Cambridge can’t get something as basic as this right…?

August 11, 2010

“Cycle track”: a sidewalk by another name

Filed under: Cambridge government,cycling — Tags: , , , — Robert Winters @ 12:00 am

Paul Schimek submitted the following letter on August 10, 2010 to the Cambridge City Council’s Transportation, Traffic and Parking Committee. [Paul is the former Bicycle Program Manager for Boston and former MassBike and Charles River Wheelman board member.]

   As City planners race ahead with plans for a separate bicycle facility on Concord Avenue (and possibly elsewhere), some would argue that this is a giant leap backwards in terms of bicycle safety and convenience. Count me among the naysayers. – RW

"Cycle track": a sidewalk by another name.
August 10, 2010
Paul Schimek, Ph.D.

Cambridge has recently been promoting a bicycle facility dubbed a "cycle track." The cycle tracks that Cambridge is building on Concord Road and proposing on Western Avenue are simply wider than usual sidewalks created by narrowing the roadway and removing bike lanes. Once these roads are reconstructed, bicyclists will be forced off the roadway by vigilante motorists who believe that only cars are allowed on the narrowed roadway. Bicyclists using a cycle track instead of the road will need to travel much more slowly, and even then they will be less safe due to the greater risk of collision with pedestrians and motorists turning or entering at side streets and driveways. In fact, Cambridge rightly recognizes that sidewalk bicycling is dangerous and severely restricts it. A number of careful studies have shown that cycle tracks increase the rate of bicyclist collisions.

I would like to have Cambridge officials address the following questions about cycle tracks:

1. How is bicycling on a cycle track meaningfully different from bicycling on a wider sidewalk where bicycling is permitted?

Bicycling on cycle tracks has all the same concerns as bicycling on the sidewalk, none of which are solved by making it wider or changing its name:

a) Even though pedestrians will have a separate part of the sidewalk, they will continue to walk or stand on the bicycle part. Experience on Vassar Street shows this. Will the city issue tickets to pedestrians on the cycle track? Under what ordinance? Pedestrians are not permitted in bike lanes, because it is part of the "roadway," but there is no law prohibiting pedestrians in a cycle track or bike path. Pedestrians must cross the cycle track to get to and from parked cars and stopped buses.

b) At intersections, bicyclists will often be invisible to cars turning into or pulling out of side streets and driveways. Drivers are generally required to yield to pedestrians in marked crosswalks, but pedestrians must not enter the road so quickly that a driver cannot yield. This suggests that bicyclists cannot safely approach cycle track intersections at faster than walking speed.

c) Cycle tracks, like sidewalks, will be used by cyclists going in both directions. A bicyclist traveling on the left half of the road (or going the wrong way on a one-way street) can be ticketed. Under what law can (and will) police ticket "wrong-way" bicyclists on a cycle track?

d) A bicyclist on the roadway can move left (after looking and yielding) to avoid road hazards, overtake, prepare a left turn, or avoid right-turning motorists. A bicyclist on a sidewalk—or cycle track—can do none of these things because there will be a curb or row of parked cars separating the bicyclist from the roadway. Placing the cycle track at the roadway level instead of the sidewalk level does not change these facts.

For these reasons, the city advises bicyclists to stay off sidewalks:

"State law permits bicyclists to travel on sidewalks in the interest of safety except as directed by local ordinance. In general, it is more appropriate and prudent to bicycle in the street, and Cambridge is making every effort to making the city streets safe and comfortable for bicycling. However, it is recognized that there are times when sidewalk riding will be used, for example, with young children. Cambridge traffic regulations require that bicyclists on sidewalks travel at a walking speed and yield to pedestrians."
http://www.cambridgema.gov/cdd/et/bike/bike_faq.html#riding

The Cambridge Police Department states succinctly, "Cambridge discourages the riding of bicycles on sidewalks throughout the city and has provided bicycle lanes on certain streets."
http://www.cambridgema.gov/CPD/CommRes/bicycles.cfm?pv=Yes

2. Will bicyclists be allowed and encouraged to use the roadway instead of the cycle track?

Many bicyclists prefer using the roadway to a sidewalk–even a wider one—for all the reasons stated above. Forcing these bicyclists to use the sidewalk means delaying them significantly and increasing their risk of injury. Knowing that state law guarantees bicyclists the right to use the roadway, many will continue to use it. Will there be sufficient room for motorists to pass a bicyclist without changing lanes? If not are motorists intended to slow to bicycle speed if there is only one travel lane or if the passing lane is occupied? How will motorists know that bicyclists are allowed to use the road, given that they will see signs directing bicyclists off the roadway?

3. What design standard is Cambridge using for cycle tracks?

Cambridge has called the planned cycle track on Concord Road a "raised bike lane," but legally it is not a bike lane, since it is not part of the roadway. A "cycle track" would possibly be considered a "shared use path" under state and national design guides. There is no provision for a bike path that prohibits pedestrians, recognizing that doing so is impossible, and therefore a prudent design must consider their presence.

The Massachusetts Project Development & Design Guide says that "Shared use paths are facilities on exclusive right-of-way with minimal cross flow by motor vehicles. Shared use paths should be thought of as a complementary system of off-road transportation routes for bicyclists and others that serves as a necessary extension to the roadway network. The presence of a shared use path near a roadway does not eliminate the need to accommodate bicyclists within a roadway" (Section 5.3.2.4). By contrast, Cambridge’s proposed cycle tracks will have significant cross flow and they will be created by removing adequate room for bicyclists from the roadway.

Noncompliance with engineering directives and design manuals could mean that Cambridge would be held liable by a court in the event of a lawsuit by an injured bicyclist or pedestrian.

4. What is the safety record of sidewalks and cycle tracks for bicyclists?

Cambridge recently completed a study of six years of reported car-bike collisions. What percent of these collisions involved bicyclists using a sidewalk, crosswalk, or sidepath? What percent were caused by motorists overtaking bicyclists in daylight? Several careful studies have shown that crash rates increased when cycle tracks were installed in Denmark, Sweden, Germany, Finland, and other places. Has the city reviewed these studies? Does the city believe that the crash rate would decrease in Cambridge, even though it did not in these places?

Related topics:
Concord Avenue     Western Avenue

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