Cambridge Civic Journal Forum

October 20, 2014

Preview of the Oct 20, 2014 Cambridge City Council meeting

Filed under: Cambridge,City Council — Tags: , , , , — Robert Winters @ 12:34 pm

Preview of the Oct 20, 2014 Cambridge City Council meeting

Here are a few items on this week’s Agenda that seem interesting and worthy of comment.

Manager’s Agenda #11. Transmitting communication from Richard C. Rossi, City Manager, relative to Awaiting Report Item Number 14-36, regarding a report on the feasibility of offering residents an online option to complete the City’s annual census.

This is a welcome option that will hopefully streamline the census and save on postage. Ideally, the City could avoid mailing out the form to those residents who have already completed it online.

Applications & Petitions #3. A petition was received from Alvin Helfeld, et al., 417 Concord Avenue, requesting the Fern Street remodeling plan be reevaluated so that parking is allowed on the left side of the street.

Order #3. That the City Manager is requested to consult with City project and traffic planners to see if a compromise can be reached which will allow parking on one side of Fern Street while accomplishing City efforts to improve bicycle and pedestrian safety.   Mayor Maher and Councillor McGovern

Fern Street Plan

In addition to complaints about the loss of parking in the planned design for Fern St., City officials also plan to force bicycles off the street and onto the sidewalk. This is apparently a nondebatable issue. It’s one thing to safely accommodate children by allowing sufficient space on sidewalks away from business zones, but narrowing road lanes to force other cyclists off the road is both wrong-headed and hostile. At least in this case there appears to be about 15 ft. of road width that might safely accommodate both a motor vehicle and a bicycle sharing the lane. Otherwise a cyclist has no choice but to be forced onto the sidewalk. We would all like to see an interesting and artistic plan for this street, but the current plan still needs work.

Fern Street cross section

Order #1. That the City Manager is requested to confer with the Assistant City Manager of Finance to discuss the feasibility of introducing a Home Rule Petition requesting an increase to the residential exemption.   Councillor Toomey

Somerville has already done this. The standard used to be that the City Council could exempt up to 20% of the assessed value of an owner-occupied home from the local property tax. In 2003 the state legislature amended this to permit up to a 30% exemption, and the City of Cambridge has chosen to do this since then. Since the tax levy is independent of this, the net effect (for owner-occupied homes) is to shift the tax burden onto higher-valued homes. In FY15, the break-even assessed value in Cambridge is approximately $1,282,800. Somerville’s home rule petition was approved and increased the allowable exemption to 35%. It seems certain that a similar petition from Cambridge would also be approved if the City Council chose to pursue this option.

Order #5. That the City Manager is requested to confer with the Assistant City Manager of Community Development and the City Solicitor with the intent of producing language for an affordable housing overlay district to be considered by the City Council.   Councillor Toomey, Councillor McGovern, Councillor Cheung and Vice Mayor Benzan

Order #20. The City Manager is requested to determine the feasibility of collaborating with partners like the Cambridge Redevelopment Authority (CRA), and/or companies in the private and public sector to achieve the desired development objectives in a manner most cost-effective to the City and that ensures the City will retain a high degree of control over the ultimate outcome of the City-owned Lots 5 and 6.   Vice Mayor Benzan, Councillor McGovern and Councillor Carlone

Order #5 doesn’t specify whether this "affordable housing overlay district" would be in one or more specific areas or if it would be city-wide (in which case it would be silly to call it an overlay district since it would a city-wide change to the Zoning Ordinance). Coupled with Order #20, one gets the impression that the intention here may be to simply designate some parts of the city as areas where only families whose combined income is below a certain threshold are welcome. This is the antithesis of the more thoughtful inclusionary zoning that creates an incentive for more economically integrated "affordable" housing units, especially in new higher density housing proximate to transit. The required percentage of inclusionary units can and should be debated and possibly increased, but inclusion beats the alternative of economic segregation. It should also be emphasized that Central Square and environs, in particular, should not be the sole location for such a proposed overlay district.

Order #8. That the City Manager is requested to report back on possible next steps to advance the creation of the Grand Junction Multi Use Path on City and CRA-controlled property identified as Phase 1 in the Grand Junction Feasibility Study.   Councillor Toomey

The timing of this Order follows the recent release of MIT’s study on its share of this corridor.

Order #11. That the City Manager is requested to take all steps to ensure that the owner of the property on the Belmont-owned portion of the Silver Maple Forest is informed of the opposition to the use of Cambridge land is used for this project.   Councillor McGovern, Councillor Carlone and Councillor Mazen

Yeah, I’m sure the property owner is completely oblivious to the nearly decade-long series of challenges to the proposed project and the fact that building on the Cambridge portion of this parcel is unwelcome. Did the sponsors of this Order read the following statement from the City Manager in his report last month?: "The project is located within the Little River watershed, which is 8.16 square miles and the larger Mystic River watershed, which is 76 square miles. The project area represents approximately 0.3% of the total Little River watershed and 0.03% of the Mystic River watershed. The project will provide a conservation easement on a total of 7.95 acres, including all of the 2.6 acres in Cambridge."

Order #13. That the City Manager is requested to work with the Affordable Housing Trust to investigate the status of the Tokyo restaurant site on Fresh Pond Parkway and if available, consider acquiring this site and report back to the Council regarding findings.   Councillor McGovern, Councillor Simmons, Vice Mayor Benzan and Mayor Maher

When I read Orders like this one, I am reminded of the efforts over 20 years ago by some city councillors to create a "Land Bank" consisting of every undeveloped City-owned parcel, no matter how small, that might possibly be available for "affordable housing" development. The plan was hatched with absolutely no regard to the sentiments of existing residents. In fact, included in that plan was the possibility of repurposing a building and part of the playground in Corporal Burns Park on Banks St. as affordable housing. Thankfully that plan went down in flames. Building new housing in the Greater Boston area, including "affordable housing," is essential, but we should also be wary of efforts to identify every single available parcel for this single purpose. Large housing developments are perfect for the including of affordable housing units and a good case can be made for increasing the required percentage of inclusionary housing units in those projects. The Tokyo restaurant site may or may not be a good site for the Affordable Housing Trust to acquire (though it’s likely unavailable), but all such proposals have to be considered in the context of their surroundings. It would not be wise to create an atmosphere where residents see the City as an invasion force. In the long term that would likely be counterproductive.

Order #14. That the following amendment to the Zoning Ordinance be referred to the Planning Board and Ordinance Committee for hearing and report: That the areas bounded by Garden, Walden and Sherman Streets and the park currently zoned Business A be rezoned to Residence C-1 to be consistent with the surrounding area.   Councillor Cheung

This is interesting in that the site where Masse’s Hardware and its warehouse existed for many years remains zoned in recognition of its previous commercial use even though the abutting neighborhood, including the site of Paddy’s Lunch across the street, is zoned as Residence C-1. This proposed amendment would uniformize the zoning. The result would be that fewer housing units could be built there by removing the anomalous zoning that now exists which allows for higher densities. This is not a site that’s close to transit, so the case for "smart growth" and higher density housing really is not applicable here. That said, it’s unfortunate that zoning proposals are so often reactive than proactive.

Order #16. That the City Manager is requested to confer with the appropriate City departments to determine the feasibility of hosting a Cambridge Challenge Competition for Transportation that offers a prize to the resident or group of residents that come up with the best viable solution to solve our greatest traffic issues.   Vice Mayor Benzan, Councillor Carlone, Councillor McGovern and Councillor Mazen

This could be an interesting exercise. I especially like seeing some of the "out of the box" thinking that can result from these kinds of exercises. Don’t be too shocked if some of the proposals include monorails, personal flying machines, or quantum tunnelling. This is Cambridge, after all. Among the entries, I’m sure, will be some creative and viable concepts. Hopefully not all of them will be shot down by residents fearful of change. My own fear is that City insiders will use the exercise to justify forcing more cyclists off the roads and onto the sidewalks.

Order #17. That the City Manager is requested to work with the Community Development Department, the Arts Council, the Department of Public Works to determine the feasibility of creating an adult playground in Cambridge.   Councillor Mazen and Councillor Carlone

I though Cambridge was an adult playground. (It is for me.)

Order #18. That the City Manager is requested to confer with the Personnel Director and City Solicitor to determine if a point system similar to the system that awards preferences to Cambridge residents for Affordable Housing units can be used in the hiring process thereby providing a local preference for Cambridge residents when applying for positions within the City of Cambridge.   Councillor Toomey

The potential flaw in proposals like this is that it presumes that anyone wishing to work for the City of Cambridge can afford to live in the City of Cambridge. Thankfully there’s no residency requirement being proposed. We all would like to see more Cambridge residents getting Cambridge jobs, but if every city and town chose to make this too rigid a rule this would create more problems than solutions. A little incentive may good, but not too much.

Committee Report #1. A communication was received from Paula Crane, Deputy City Clerk, transmitting a report from Councillor E. Denise Simmons, Chair of the Housing Committee for a public hearing held on Sept 30, 2014 with the Community Development Department to provide updates on inclusionary zoning, linkage, the Nexus Study, the three expiring use buildings (Briston Arms, the Close Building and Fresh Pond Apartments) that the City is working to preserve and preferences for affordable housing waitlists.

As many wise people have pointed out, it’s far more cost effective to preserve existing affordable housing than it is to build new affordable housing. The Affordable Housing Trust and the Community Development Department have made the preservation of these expiring-use buildings a high priority. The Nexus Study and possible revisions to the linkage fees from new commercial development are long overdue. The Inclusionary Zoning Ordinance may also need revision, but everyone needs to understand that requiring additional inclusionary units also likely means permitting additional density. That’s most likely a good trade-off. One idea that I hope is explored is the idea of a stepped increase in the percentage of inclusionary units required for larger housing developments. – Robert Winters

July 2, 2014

Cambridge InsideOut Episodes 69-70: Transportation Safety with Rozann Kraus

Cambridge InsideOut Episode 69

Cambridge InsideOut Episode 69 featured highlights from the June 30 City Council meeting, updates from the state legislature, and transportation safety in Cambridge. This episode was broadcast on July 1, 2014 at 5:30pm. The hosts are Susana Segat and Robert Winters. [On YouTube]

Cambridge InsideOut Episode 70

Cambridge InsideOut Episode 70 focused on transportation safety in Cambridge. This episode broadcast on July 1, 2014 at 6:00pm. The hosts are Susana Segat and Robert Winters. [On YouTube]

June 29, 2014

Cambridge InsideOut Episodes 67-68: More News Around Town (June 24, 2014)

Filed under: Cambridge,Cambridge InsideOut — Tags: , , , , — Robert Winters @ 8:47 am

Cambridge InsideOut Episode 67

Cambridge InsideOut Episode 67 featured some highlights of a recent City Council Roundtable meeting on Climate Change Mitigation and Preparedness Planning. This episode was broadcast on June 24, 2014 at 5:30pm. The hosts are Susana Segat and Robert Winters. [On YouTube]


Related:
Presentation at City Council June 23, 2014 Roundtable meeting on City’s Climate Mitigation and Preparedness Planning
City website on Climate Change Vulnerability Assessment
Interactive Hurricane Inundation Maps (Mass. Executive Office of Public Safety and Security)

Cambridge InsideOut Episode 68

Cambridge InsideOut Episode 68 touched on a variety of current hot topics in Cambridge and featured some highlights of a recent meeting regarding traffic and related issues in the Fresh Pond/Alewife area. This episode broadcast on June 24, 2014 at 6:00pm. The hosts are Susana Segat and Robert Winters. [On YouTube]

June 24, 2014

Starts and Stops, mostly stops

I’m commenting on the “Starts and Stops” article which appeared in the Boston Globe on Sunday, June 22, 2014.

That’s behind a paywall. You may need to log in as a Globe subscriber to see it. (I’m one, but if I recall correctly, there’s a limited number of views till the paywall descends). You can also log in from home in the Boston area using a library card number.

The Globe article describes a bicycle-specific traffic signal on Western Avenue and makes the claim:

The Western Avenue signal is timed so that cyclists get a green light a few moments before their vehicular counterparts headed toward Memorial Drive; that way, cyclists have several seconds of a head start to get out ahead of the cars and become more visible to motorists, especially motorists turning right who may not think to look for cyclists approaching on their right side.

That only works if bicyclists happen to be waiting when the light changes. Otherwise, according to the description in the article, there is a right-hook conflict, with motor vehicles turning right across the path of bicyclists approaching in their right rear blindspot. I haven’t checked out the installation yet; I’ll be back in a couple of weeks with more detail.

The article goes on to say:

Additionally, signals like this one address one of the biggest gripes motorists have with bike riders: that they’re constantly running red lights. For cyclists, there can be no confusion whether they’re expected to stop at a red light when that light shows a little bicycle. Many engineers believe that when cyclists are assured that a traffic light is targeted at them and designed to protect their safety, they’re much more likely to wait for their rightful turn to proceed through the intersection.

Here’s the photo which the Globe posted with the article.

New bicycle-specific traffic light on Western Avenue

New bicycle-specific traffic light on Western Avenue

Wishful thinking. Normal traffic lights also apply to bicyclists. Do we need our own very special, and eexpensive, signal just so we will feel pampered? The traffic light shown in the photo, by the way, isn’t at Memorial Drive. It is at Putnam Avenue, a block earlier. Because the photo doesn’t show the installation which the article describes, I’m not entirely clear about the details.

It was previously possible for bicyclists to approach Memorial Drive in the through lane and enter on the normal green light — or sensibly, though in violation of the specifics of traffic law, at the left side of a right-turn lane lane, and also enter on the normal green. Now, bicyclists and right-turning motorists are, at least as described in the article, forced into a right-hook conflict.

Please, who are the unattributed “many engineers”? Opportunistic bicyclists and pedestrians, motorists too — commit traffic-signal violations because they get annoyed with waiting. Compliance improves if a traffic-light system is designed to minimize waiting time. This one doesn’t, and right-hook conflicts don’t protect anyone’s safety.

I am about to attend the summer meeting of the National Committee on Uniform Traffic Control Devices (NCUTCD), where I sit on its Bicycle Technical Committee. Two proposals currently before the Committee, in experimental status, are special bicycle traffic signals, and right-turn lanes with a bicycle lane inside their left side. I would have hoped that Cambridge had submitted a formal Request to Experiment from Cambridge for either of these proposals — which would add to the knowledge base, and confer immunity from legal liability — but I’ve seen none. I should have. The Federal Highway Administration calls on the NCUTCD to review them.

Oh, and also — in the Globe’s photo, it looks as though a car is sitting in the bikeway.

More to come.

Save

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October 6, 2013

Cambridge at cross purposes about traffic

Readers of the newsletter of the Belmont Citizens Forum will find much news there about neighboring North Cambridge. Editor Meg Muckenhoupt’s lead story in the September-October 2013 issue is about major, new housing developments planned for the part of Cambridge west of Alewife Brook Parkway and north of Fresh Pond Park. The article expresses concerns with traffic which is already approaching gridlock and affecting access to the Alewife T station.

Quoting from the story:

The decision document issued by Cambridge’s Planning Board for the 398-unit 160 Cambridgepark Drive, which is predicted to cause 1,324 new trips, states, “The project is expected to have minimal impact on traffic and will not cause congestion, hazard, or substantial change to the established neighborhood character.” Ominously, the decision continues: “It is also noted that the traffic generated by the project is anticipated to be less than that associated with the office/research and development project on 150, 180 and 180R Cambridgepark Drive for which entitlements currently exist under a previously granted special permit.” In short, if the city of Cambridge accepted a potential increase in traffic for a special permit in the past, the city should accept that increase in traffic for all future permits—no matter how much the population has increased in the meantime.

[…]

Concord Avenue and the Alewife Brook Parkway rotary won’t escape traffic woes. Cambridge’s 2005 Concord Alewife Plan included a “critical movement analysis” of the area. Critical movements are conflicting traffic movements. They are the times when vehicles block each other from moving, such as when a car turns left and crosses a lane of oncoming traffic. The Concord Alewife Plan reports that for the area roughly bounded by the Route 2/Route 16 intersection, the Alewife Brook Parkway, and Concord Avenue, service starts to deteriorate when a roadway reaches the “critical sum” of 1,500 vehicles per hour, or 1,800 vehicles per hour for rotaries. Below those numbers, and most motorists can get through an intersection in two or fewer light cycles. Above those thresholds, you’ll wait at that light a long time. As of 2005, the Concord/Route 2 rotary was already operating at 1,880 critical interactions—80 above the threshold—with a total traffic volume of 4,300 trips per day, while Concord Avenue at Blanchard Road had already reached 1,400 “critical sums” per hour, with 2,460 trips per day.

The report also predicted vehicle trips per day for 2024 for the area after Cambridge’s rezoning (which Cambridge enacted in June 2006.) The permitted 70 Fawcett Street development, which will be located between these two intersections, by itself promises to add enough vehicle trips to reach the predicted 2024 buildout trip level by 2014—and there’s plenty more space for apartments and garages alongside between the Concord Avenue rotary and Blanchard Road.

Also:

Of course, some of these buildings’ residents will take the T to work—if they can fit on the T…The Red Line is already “congested” and running at capacity, according to a June 2012 study by the Urban Land Institute titled Hub and Spoke: Core Transit Congestion and the Future of Transit and Development in Greater Boston.

So, Cambridge publishes a plan for the Alewife area which reports that traffic congestion is already a problem, but then it permits several large housing developments which will worsen it. The Belmont Citizens Forum article does report that design study has been funded for a new bridge over the commuter rail tracks west of Alewife Station, connecting it with Concord Avenue. That will relieve some congestion near the Alewife Brook Parkway/Concord Avenue rotary but will have little effect elsewhere. And this is still only a design study.

As a bicycling advocate and repeated critic of Cambridge’s treatment on Concord Avenue — see summary of my comments here — I have found another major inconsistency with the 2005 Concord-Alewife Plan: the recent reconstruction of Concord Avenue so as to maximize the number of conflicts between bicyclists and motorists. The new traffic signal just west of the Concord Avenue/Alewife Brook Parkway rotary backs up traffic into the rotary whenever a bicyclist or pedestrian actuates the signal to cross. The westbound sidewalk bikeway installed on the north side of Concord Avenue crosses a driveway or street on average once every 100 feet, requiring motorists to stop in the only westbound travel lane, blocking traffic, to yield to bicyclists overtaking on their right. Buses traveling both ways on Concord Avenue must stop in the travel lane, where their doors open directly into the bikeway. The conflicting turn movements between motorists and bicyclists, and bus passengers discharged onto the the bikeway, pose serious safety concerns too.

In previous posts on this blog and elsewhere, I recommended a two-way bikeway on the south side of Concord Avenue next to Fresh Pond Park, where there is only one signalized intersection, and maintenance of the previous roadway width and bike lanes.

The 2005 Concord-Alewife Plan contains no mention of the Concord Avenue bikeway — see recommendations for Concord Avenue on page 80 of the report. The plan therefore does not account for the congestion caused by the bikeway, on which construction began only 4 years later.

The overall impression I get is that Cambridge’s planning is disorganized, but also, Cambridge’s bicycle planning occurs in a fantasyland where the well-known conflict situations which cause crashes are greeted with a claim that the goal is to make bicycling more attractive, then, poof, when there are more bicyclists, by magic, bicycling will become safer. I call this the “Pied Piper” approach to bicycle planning. Well, actually, Cambridge is reporting a steady level of bicycle crashes in spite of an increasing volume of bicycle traffic. Some decrease in risk with increasing volume occurs with any mode of transportation as its users gain longer experience. The issue I have is with using this as an excuse for wishful thinking and crap design, and writing off the victims of preventable crashes as expendable. Cambridge has had some gruesome preventable crashes, and has intersections with the highest volumes of bicycle crashes anywhere in Massachusetts.

Another overall impression which I can’t shake is that Cambridge is very selective about reducing traffic congestion. The Concord Avenue project; the residential developments planned for the Alewife area; the Western Avenue roadway narrowing and sidewalk bikeway; and the proposed bikeways along Binney Street increase congestion at the portals to the city. It all strikes me as rather desperate and underhanded way to decrease congestion in the core of the city, but there you have it, as it appears to me.

[Added paragraphs, October 7, 7:40 AM] Residential development close to the urban core is certainly preferable to sprawling suburbs to minimize environmental impacts and traffic congestion, but resolving the traffic problems in the Alewife area would require major investments to increase Red Line and bus service, and disincentives (read: high cost) for single-occupant motor vehicle travel. The public resists all of these. If there is a logic to the City’s approach to these challenges, it is to break down resistance by making the problems so pressing that the pain becomes intolerable.

Bicycling and walking can make some contribution, but the plans for the new housing developments describe it as small. Quoting again:

To be fair, the developers of these various projects are attempting to make car-free commuting more attractive to their residents. Several of these buildings have extensive bicycle-parking facilities, including the Faces site and 160 Cambridgepark Drive. But the city of Cambridge doesn’t anticipate that those bicycles will get much use. For 398-unit 160 Cambridgepark Drive, for example, the city estimates the residents will make 1,324 daily car trips, and 202 pedestrian trips, but just 98 journeys by bike.

Most of the traffic in the area in any case is to or from more distant locations, or is passing through. Bicycling and walking may serve as feeder modes for these longer trips but don’t compete well with motorized modes to cover the distance.

August 7, 2013

Longfellow Bridge Rehabilitation Project -MBTA Red Line Weekend Diversion – August 10 and 11

Filed under: Cambridge,transportation — Tags: , — Robert Winters @ 6:14 pm

Longfellow Bridge Rehabilitation

On Saturday, August 10 and Sunday, August 11, the Massachusetts Department of Transportation (MassDOT) will close the Longfellow Bridge to all motor vehicle travel, except MBTA buses. The closure is to implement an MBTA Red Line diversion related to bridge construction. Buses will replace Red Line trains for service between Kendall/MIT Station and Park Street Station, with a stop at Charles/MGH Station. [Map of bus route and stops]

Bus service will be in place for Boston and Cambridge-bound Red Line customers from the start of service on Saturday, August 10 to the end of service on Sunday, August 11. Red Line trains will resume service on Monday morning. The diversion is necessary for MassDOT’s design/build contractor, White-Skanska-Consigli JV, to perform work in close proximity to the Red Line tracks that is not allowed during MBTA service hours. Please visit the MBTA’s service updates webpage for additional information.

MBTA buses will be the only motor vehicles permitted on the bridge. All other motor vehicles including passenger vehicles, trucks and all other buses will need to use one of two routes shown on the attached detour map to reach Boston. One route uses Memorial Drive westbound to make a U-turn at Ames Street for access to Memorial Drive eastbound to Land Boulevard and Charles River Dam Road (Monsignor O’Brien Highway/Route 28) to reach Leverett Circle. A second route uses 3rd Street and Binney Street to reach Land Boulevard. Truck restrictions are in place for Memorial Drive. [Map]

Emergency response, bicycle and pedestrian access will be maintained across the bridge during this weekend diversion. Please note: Bicyclists will be asked to walk their bikes on the sidewalk across the Longfellow Bridge to ensure the safety of all bridge users.

The Cambridge-bound detour remains in place using a signed route from Charles Circle following Charles Street to Leverett Circle, Monsignor O’Brien Highway/Charles River Dam Road and Edwin H. Land Boulevard. [Map]

For more information on the project and traffic management plans, visit the website at www.mass.gov/massdot/longfellowbridge. For questions, to report issues and concerns related to construction or to be added to the project email distribution list, please call the project hotline at 617-519-9892 or email longfellowbridge@state.ma.us.

December 3, 2012

Enjoying? the Concord Avenue “raised bike lanes”

The Cambridge City Council meeting on December 3, 2012 is to address issues of debris on the Concord Avenue “raised bike lanes”. These replaced conventional bike lanes at street level. I put the term “raised bike lanes” in quotes because a bikeway behind a curb is not a bike lane. By definition, a lane is at street level, so it is possible to merge to and from other lanes. Rather, this is a nonstandard bicycle path.

This post supplements comments which I posted on my own blog before Concord Avenue was reconstructed. The photos here are stills from video shot during a ride westbound at mid-day on November 20, 2012, with moderate motor traffic and very light bicycle traffic.

First photo: Crosswalk just west of the Alewife Brook Parkway rotary is backing up motor traffic. This already generates traffic jams with light bicycle traffic. The City expects the bikeways to attract more cyclists and to lead to a major increase in bicycle traffic.

Crosswalk backs up traffic on Concord Avenue

Crosswalk backs up traffic on Concord Avenue

Next photo: The westbound bikeway crosses 8 streets and 24 driveways in 3000 feet. The most persistent hazard on the westbound bikeway is of “right hook” and “left cross” collisions. The van in the photo not only is turning across the bikeway; it also might be hiding another vehicle preparing a left turn from ahead. The bikeway places bicyclists where they are defenseless against these threats. I say more about them, and how to avoid them, in my earlier blog post.

Right hook and left cross threat on Concord Avenue bikeway

Right hook and left cross threat on Concord Avenue bikeway

Next — bus stop. When the bike lanes were at street level, bicyclists could pass a stopped bus on the left, or wait behind it. Motorists also usually could pass a stopped bus. Passing would have been even easier with bus turnouts on the westbound side, where there is only one travel lane. Now that the roadway has instead been narrowed, converting the conventional bike lanes into “raised bike lanes”, buses must completely block the travel lane, and passengers getting off a bus step down directly into the path of bicyclists. A 2007 research study in Copenhagen showed an increase in bicyclist-pedestrian collisions of 17 times, and of injuries of 19 times, when bus stops were placed outside bikeways like this. More about that study.

Bus stop on Concord Avenue, with green paint

Bus stop on Concord Avenue, with green paint

That study was published well before construction on the Concord Avenue bikeway began. Not only that, the City’s bicycle coordinator repeatedly points to Copenhagen as a model of what Cambridge should do.

To resolve conflicts between bicyclists and passengers descending from buses, the City first painted bicycle markings. Those markings, however, suggest that bicyclists have priority, and these markings also may not be directly in front of a bus’s door when it opens, to warn the passengers. At some later time, green carpet painting was added. This is normally used to indicate where motorists yield to bicyclists (see Federal Highway Administration interim approval), but here it is intended to indicate where bicyclists must yield to pedestrians, a confused and contradictory message. This bus stop is at a driveway. Traffic has worn away some of the green paint and you can see the bicycle marking which was painted over.

Bicycle marking under green paint at bus stop on Concord Avenue

Bicycle marking under green paint at bus stop on Concord Avenue

One problem to be discussed at the City Council meeting is that snow clearance is not practical on the westbound bikeway, because of its repeated ups and downs. Ice also puddles there. Here’s a photo from another blogger, dr2chase, showing winter conditions on the westbound bikeway. dr2chase’s blog has many more photos.

dr2chase's photo of winter conditions on the Concord Avenue bikeway westbound

dr2chase’s photo of winter conditions on the Concord Avenue bikeway westbound

dr2chase also has made the point that snow clearance is much more practical on the eastbound bikeway, which has only one driveway entrance in its entire length. Here is his photo illustrating that:

drchase's photo of the eastbound bikeway in winter

drchase’s photo of the eastbound bikeway in winter

The bikeway on each side is designated as one-way. People are likely to use both of them for two-way travel, and not only in snow season, because a cyclist must stand in the street to lift the bicycle over the curb of the eastbound bikeway at most locations. Also note the seam between asphalt and concrete running down the middle of the photo above. It is intended to separate bicyclists from pedestrians. It won’t, especially with two-way bicycling, and over the years, it will deteriorate so it traps bicycle wheels. dr2chase and I have both made the point that a properly-designed, designated two-way bikeway on the south side of Concord Avenue, adjacent to Fresh Pond Park, would have made good sense, connecting with the existing bikeways in the park and crossing only one driveway in its entire length — at a signalized intersection. I also would have liked to keep the street at its previous width, with street-level bike lanes, to allow efficient through travel and make it possible to reach the eastbound bikeway without lifting a bicycle over a curb.

The next photo illustrates the crossing-the-street issue. Note the driveway at the right rear, and that there is no break in the curb on the far side of Concord Avenue. To cross without stopping in the street, and to avoid having to double back, cyclists will most likely ride eastbound in the westbound bikeway. That is illegal and hazardous: motorists pulling out of side streets and driveways look in the opposite direction for traffic.

The mailbox adjacent to the 5-foot-wide bikeway adds a nice touch as well. Nick it with your handlebar, and you go down hard. Even without such obstructions, 5 feet is minimal for one-way travel. This mailbox is one of a large number of fixed-object hazards adjacent to the bikeway.

Mailbox, and curb on far side of Concord Avenue

Mailbox, and curb on far side of Concord Avenue

Not all hazards are fixed-object hazards. There are these trash barrels.

Trash barrels on westbound bikeway on Concord Avenue

Trash barrels on westbound bikeway on Concord Avenue

Behind the trash barrels, you may have noticed a car discharging passengers. A cyclist who regularly rides Concord Avenue reports that delivery vehicles also now stop in the bikeway.

Car stops in bikeway to discharge passengers, on Concord Avenue

Car stops in bikeway to discharge passengers, on Concord Avenue

My next photos show what I call the X-merge, or double-cross merge.

Normal traffic law requires a driver to maintain a constant lane position when another driver is overtaking. Here’s an excerpt from the Massachusetts law [Link updated March 1, 2025. The section has been amended but there has been no change to this wording.]:

Except as herein otherwise provided, the driver of a vehicle passing another vehicle traveling in the same direction shall drive a safe distance to the left of such other vehicle and shall not return to the right until safely clear of the overtaken vehicle; and, if the way is of sufficient width for the two vehicles to pass, the driver of the leading one shall not unnecessarily obstruct the other.

Bicyclists may overtake on the right, according to another section of the law [link updated March 1, 2025; no change in this wording.]:

…the bicycle operator may keep to the right when passing a motor vehicle which is moving in the travel lane of the way…

When a bicyclist is directed to merge from right to left at an arbitrary location, and a motorist to merge from left to right at the same location, they are both violating the law. Green paint here is used to direct cyclists and motorists to operate illegally.

X-merge on Concord Avenue

X-merge on Concord Avenue

I avoided right-hook threats by merging in behind the stopped car so the next vehicle turning right could safely pass me on the right.

Avoiding the X-merge on Concord Avenue

Avoiding the X-merge on Concord Avenue

Before Blanchard Road, a traffic island narrows the roadway. The bike lane, between the through travel lane and right turn lane, is too narrow to allow safe clearance on both sides. Note in the photo below that the narrow median on the far side of Blanchard Road allows much more room to the left of the bike lane. The traffic island predates the reconstruction: the bike lane has been shoehorned in by narrowing the other lanes. Concord Avenue is wide enough to accommodate turning traffic without the island’s being so wide.

Wide traffic island at Blanchard Road narrows bike lane on Concord Avenue

Wide traffic island at Blanchard Road narrows bike lane on Concord Avenue

Well, enough. You get the idea. I’ll finish with a couple of quotes. Here’s one from MarkS, commenting on dr2chase’s blog post:

I don’t know why they wasted the time and money to put these tracks in in the first place. I find a bike lane much more convenient, and in some ways safer — clearly safer than that abomination on the north side of Concord Ave — the “outgoing” side. And, if ever we decide to re-design the situation, the expense of doing so will be significantly — and that’s an understatement — more than it would be to just re-paint the lines where the bike lane would have been.

Here’s another quote, from dr2chase:

…the west-bound side is about the most ineffective botch I have ever seen. But the eastbound side is quite nice (with the exception of the scary-high curbs). One extremely-low-traffic intersection, no driveways, hence none of those risks, and so wide that (with current bike/ped traffic levels) there is little harm in riding the wrong way on the good side. Technically illegal, but vastly safer, and I cannot fault someone for making the safer choice.

I agree! And have a look at the video online!

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November 14, 2012

Cycle track disease is contagious!

It crosses over from Cambridge to hit the slippery slope (literally) in Somerville.

Please see my extended comments here: http://john-s-allen.com/blog/?p=4862

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