Cambridge Civic Journal Forum

April 16, 2014

About Bicycling on Hampshire Street

Filed under: Cambridge,cycling,planning,transportation — Tags: , , , , , , , , — jsallen @ 7:27 pm

I have posted a video I shot on Hampshire Street in Cambridge during an organized group ride, in the middle of the day on a weekday.

This blog doesn’t llet me embed the video in the page, soclick on the link underneath, then the little four-way arrow under the image to view the video in glorious full-screen high definition.

Is This Two-Lane Street Wide Enough? from John Allen on Vimeo.

The stretch of Hampshire Street in the video was the subject of a study conducted by the City of Cambridge about the effect of various lane stripings on cyclist behavior, a study which I have reviewed. The study concluded that bike lane striping led bicyclists to ride safely, farther from parked cars. My review showed that statement to be inaccurate, due to misrepresentation of bicyclists’ distance from the parked cars. The “safe” line of travel was still deeply in the door zone. Another reviewer, Wayne Pein, has reached the same conclusion.

My video shows cyclists riding too close to parked cars, consistent with the study once the numbers have been corrected — all the more distressingly because most of the cyclists in the video are middle-aged or older and have years of experience. For the most part, however, their experience has been in rural areas and outer suburbs rather than in the city.

I think that it is fair to ask:

  • whether the striping of the street with bike lanes benefits bicyclists — or motorists, by getting bicyclists out of the way — or not motorists, because of the resulting conflicts at intersections bring motor traffic to a complete stop rather than only down to bicycle speed;
  • whether the parallel parking on both sides of this important through street — at all hours, even during the day when it is only half-occupied — is an appropriate use of public space — though, as I say in the video, the people who live here vote here. Another potential solution would be to narrow each sidewalk by a couple of feet…but that would require more construction work.
  • whether these cyclists understand how to ride as safely and cooperatively as possible on such a street (NOT!).

My video also bears on the proposed reconstruction of Beacon street, in Somerville. Beacon Street is the extension of Hampshire street, and has the same profile and character. There have been different suggestions for Beacon Street, including widening it to make better bike lanes; removing parking on one side; and construction of a “cycle track” — separate bikeway — on one side, between parked cars and the sidewalk, and on the other side, actually a bike lane behind a sloping curb which is supposed to be mountable by bicycles. A post on the BostonBiker blog offers my comments on Beacon street.

[Note: I have a shorter blog post about Hampshire Street on bostonbiker.org. Hampshire Street and the City’s study are a Cambridge issue, not only a bicycle issue. I have posted in both forums because they serve different audiences.]

December 16, 2013

Update on the Copenhagen Wheel

Filed under: Cambridge,cycling,MIT,transportation — Tags: , , , , , , , , , , — jsallen @ 11:42 pm

In a post in this blog from 2011, I reported on a product under development at the MIT Senseable Cities Laboratory, the Copenhagen Wheel. It provides an electrical power assist to a bicyclist.

The motor and batteries are contained entirely in the rear wheel. The Wheel can be controlled through a Bluetooth connection from a smartphone on the handlebar, so there is no need for wiring. Various smartphone apps can report on speed, distance, state of battery charge, exposure to air pollution etc.

Copenhagen Wwheel promotional video shows bicyclists riding in the door zone

Clip from Copenhagen Wheel promotional video shows bicyclists riding in the door zone

I had a serious concern  in 2011, that the Wheel was designed to switch from motor mode to generator mode at 12 mph. In other words, if you tried to go faster, you couldn’t: it would feel as if you were pulling a huge trailer. 12 mph is slower than many bicyclists would usually ride and could be hazardous if there is a need to sprint across an intersection before the traffic signal changes, to outrun a chasing dog, etc.

Development of the Wheel has continued, and readers deserve an update. The Wheel is now going into a production, licensed to a company called Superpedestrian. Maximum power is now 250 watts, top speed 15 mph in Europe; power 350 watts, top speed 20 mph in the USA — reflecting legal limits. (15 mph, though, is still much lower than a desirable sprinting speed, and many bicyclists can easily sprint at more than 25 mph.) Pedal power is proportional to torque (whether cadence-sensing, I don’t know — torque sensing alone would favor slow cadence and hard pushing. There is a derailleur option which alters the relationship between pedaling torque and torque at the wheel, so this becomes a more serious issue.) Some technical specs are online on the manufacturer’ site.

Placing the entire power unit in the wheel makes retrofitting to an existing bicycle easy, but my friend Osman Isvan, who studies electrically assisted bicycle technology, questions the Wheel concept, or any electric motor in the wheel. He says that a mid-drive system with a small, high-speed motor powering through a reduction drive to the crankset is better, because then the motor can be lighter and more efficient. In case you would like to get technical, Osman has an article, “Power Optimization for the Propulsion of Lightweight Vehicles,” where he addresses this issue, among others. The Wheel’s motor may in fact use a gear reduction drive, unlike most in-wheel motors, though it almost certainly doesn’t benefit from the ability to maintain nearly constant motor speed with the motor (like the cyclist’s feet) ahead of derailleur gearing or an internal-gear rear hub.

One thing that really caught my eye was the disconnect from safe bicycling practice in the company’s promotional video.

The first photo (above) in this article is from the video and shows bicyclists riding in the door zone of parked cars, at speed. That occurs in the video at 0:45 and 1:45.

At at 0:21 and again at 1:39, the Wheel is demonstrated by a bicyclist riding the wrong way on a one-way street, and where a parked car could pull out, but the next parked vehicle hides the bicyclist from the driver, who is on the curb side.

Bicyclist riding wrong way in copenhagen Wheel promotional video

Bicyclist riding wrong way in Copenhagen Wheel promotional video

There’s this shot of unsecured baggage including a (virtual?) electric guitar which hangs way out past the end of the handlebar — a large virtual amplifier is on the rear rack.

Unsecured baggage..

Unsecured baggage..

And then there’s this shot of a man illegally carrying a (fortunately virtual) small child on his shoulders, and another child sitting facing backwards sitting crosslegged on some kind of platform. The law more or less everywhere in the USA says that children are to be carried only in seats designed for the purpose. Massachusetts law says that the children must wear helmets. Anyone familiar with Our Fair City will know that this clip, like many in the video, was shot on our own Paul Dudley White Bicycle Path.

Illegal if the kids weren't virtual...

Illegal if the kids weren’t virtual…

This carelessness in promotion sets me to musing about what we have ahead of us as the increased speed potential (even if only 20 mph) of electrically-assisted bicycles collides with the kind of underdesigned bicycle facilities — essentially sidewalks — which Cambridge is building — a trend now spreading to Somerville and Boston. We’re not talking superpedestrians here, we’re talking bionically enhanced — but not skills-enhanced — bicyclists on bikeways which could only be safe at pedestrian speeds.

Allow me to predict that over the next decade, the products of bikeway visionaries and bicycle technology visionaries are going to come together in some rather interesting but also disturbing ways!

Save

November 19, 2013

Hubway to Pilot Year-Round Program in Cambridge

Filed under: Cambridge,cycling,transportation — Tags: , , — Robert Winters @ 11:15 am

Cambridge-based Hubway Stations to Remain Available throughout Winter

Hubway, the metro-Boston area’s public bike share system, will continue to be available to riders throughout winter at almost all Cambridge-based stations. While Hubway has always operated on a seasonal basis in its two and a half year history, this year the City of Cambridge is piloting a plan to provide year-round Hubway service.

“We are pleased at the opportunity to pilot Hubway service year-round,” said Cambridge City Manager Richard C. Rossi. “We’re committed to supporting sustainable transportation options, and we are excited to continue the program this winter season. We do ask for everyone to use care when riding under winter conditions and also request your patience and understanding as we work with whatever nature brings us in terms of weather.”

Almost all stations in Cambridge will remain operational throughout the winter, though the station at Lafayette Square/Main Street will be removed from the street for the season. The Lechmere station will be moved to the sidewalk just east of Lechmere Station. All station updates will be posted on the station map at www.thehubway.com/stations, www.hubwaytracker.com, and on the Spotcycle app for smart phones, www.spotcycle.net. Annual members may continue to use the Cambridge stations during the season at no additional cost. 24-hour, 3-day passes and monthly passes will be available for purchase as usual.

As part of the pilot program, snow removal will become part of the daily responsibilities of the Hubway field team. The team, coordinated by Hubway’s dispatch office, is on the street from 6am–10pm every day, and is stocked with equipment to keep stations clear of snow and ice.

Users should bear in mind that the regular seasonal closing of stations in Boston, Brookline and Somerville city/town limits will begin as early as Monday, Nov. 18. Most stations will remain open through Wednesday, Nov. 27. Station closures will be posted in advance on Hubway’s website at www.thehubway.com/news, on Twitter at www.twitter.com/hubway and on Facebook at www.facebook.com/Hubway.

During extreme inclement weather conditions, Hubway may temporarily close the system and public announcements will be made via social media and the Hubway website. Station alerts will also be emailed to annual and monthly Hubway members, and all riders can consult the Spotcycle app to learn whether or not bicycles are available. In the event of a system closing, riders will be able to return bikes to all stations securely, but will not be able to check bikes out.

To prepare for cold-weather bicycling, there are a number of things riders should keep in mind:

  • Wear layers, but remember that riding will warm you up. If you get hot as you ride, pull over and remove a layer, but always keep your ears and hands shielded.
  • Local bike shops offer bike-appropriate gloves and earmuffs that do not obstruct the use of your helmet.
  • Plan your route ahead of time.
  • Always plan for an alternative mode of transportation in case a blizzard hits or if you simply decide that riding is no longer comfortable for you.
  • Each rider has a different comfort level in inclement weather. If you are uncomfortable for any reason while biking, stop riding and walk your bike to the nearest docking station. If you are cold, make your way indoors to warm up.
  • Be aware that visibility is particularly limited during the winter, with fewer daylight hours, glare and foggy conditions. Hubway bikes have 24-hour lights, but it is also a good idea to wear light colored clothing and reflective materials if possible.
  • Use extra caution under wintry conditions, as roads may not be completely cleared of snow and ice. You are always permitted to ride in the general travel lane (not only the bike lane) and should do so if the bike lane is snowy or icy.

Find out more about the Hubway system, extensions, station outages/closures at www.thehubway.com, on Twitter at www.twitter.com/hubway, and on Facebook at www.facebook.com/Hubway.

October 6, 2013

Cambridge at cross purposes about traffic

Filed under: Cambridge,cycling,Fresh Pond,planning,transportation — Tags: , , , , , , , , , , , , , , — jsallen @ 10:29 pm

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.

April 22, 2013

The Bottom Line – April 22, 2013 Cambridge City Council Agenda Highlights

Filed under: Cambridge,City Council,Kendall Square — Tags: , , — Robert Winters @ 1:54 am

This last week has been one of pure horror in Boston, Cambridge, Watertown and vicinity – the Marathon Day bombing that killed 3 people and maimed many others, the murder of MIT police officer Sean Collier and subsequent carjacking, the gunfight in Watertown that put an end to one of the murderers, and finally the dramatic capture of the other murderer. The fact that these murderers have been living in Cambridge for the last decade and that one of them recently was awarded a scholarship from the City of Cambridge left many of us stunned. We now have some resolution as the investigation continues and charges are pending, but this was a week few of us will soon forget.

Life goes on, I guess, and so do civic affairs, including the following items of interest on Monday night’s agenda:

Manager’s Agenda #1. Transmitting communication from Robert W. Healy, City Manager, relative to the FY2014 submitted budget and appropriation orders.

Here’s a table showing the total proposed budget by department as well as the figures from last year and from 9 years ago together with percentage changes. Draw your own conclusions, but one thing that jumps out is the steep increase in public investment. We’ll get more details Monday night when the Budget Book is publicly available, but it’s likely that new school construction and ongoing sewer work will comprise a substantial part of the budgeted amount for public investment. On a minor note, how is $143,940 justified for maintaining the "Peace Commission?" Isn’t it about time we took another look at consolidating some of these non-regulatory, yet budgeted, boards and commissions?

City of Cambridge Budget Totals by Department – FY2014

GENERAL GOVERNMENTFY05 submittedFY13 submittedFY14 submitted1 yr % change9 yr % change
Mayor$430,035$554,040$558,7850.929.9
Executive$1,353,140$2,068,675$2,008,150-2.948.4
City Council$975,570$1,642,165$1,683,1252.572.5
City Clerk$720,925$1,067,130$1,119,7654.955.3
Law$1,780,975$2,061,495$2,163,2404.921.5
Finance$8,837,560$12,350,575$13,292,3507.650.4
Employee Benefits$20,499,920$31,796,130$32,787,2003.159.9
General Services$984,345$726,475$732,6950.9-25.6
Election$756,540$1,004,285$1,013,5650.934.0
Public Celebrations$671,505$799,370$891,94511.632.8
Reserve$37,500$37,500$37,5000.00.0
TOTAL$37,048,015$54,107,840$56,288,3204.051.9
PUBLIC SAFETYFY05 submittedFY13 submittedFY14 submitted1 yr % change9 yr % change
Animal Commission$228,870$298,585$309,7003.735.3
Fire$28,891,840$40,111,145$43,350,2758.150.0
Police$31,515,220$45,643,095$47,186,0153.449.7
Traffic, Parking & Transportation$8,175,095$10,551,435$10,935,0153.633.8
Police Review & Advisory Board$77,210$70,730$73,4403.8-4.9
Inspectional Services$2,261,215$3,115,045$3,180,0452.140.6
License$726,735$986,140$1,030,9704.541.9
Weights & Measures$98,910$134,325$138,5403.140.1
Electrical$2,239,640$2,792,005$2,840,9101.826.8
Emergency Management$137,820$0  -100.0
Emergency Communications$3,097,485$4,242,970$4,434,4254.543.2
TOTAL$77,450,040$107,945,475$113,479,3355.146.5
COMMUNITY MAINT/DEVELOPMENTFY05 submittedFY13 submittedFY14 submitted1 yr % change9 yr % change
Public Works$23,648,125$31,945,265$32,859,6902.939.0
Community Development$4,472,620$5,482,210$5,676,3403.526.9
Historical Commission$457,580$587,025$632,9407.838.3
Conservation Commission$89,760$101,925$123,47021.137.6
Peace Commission$76,215$139,595$143,9403.188.9
Cable T.V.$999,500$1,436,360$1,474,7952.747.6
Debt Service$23,917,070$47,526,975$49,716,2504.6107.9
TOTAL$53,660,870$87,219,355$90,627,4253.968.9
HUMAN RESOURCE/DEVELOPMENTFY05 submittedFY13 submittedFY14 submitted1 yr % change9 yr % change
Library$5,461,430$8,710,520$8,946,3952.763.8
Human Services$14,581,590$22,480,760$23,155,0803.058.8
Women’s Commission$155,860$225,425$233,1153.449.6
Human Rights Commission$158,730$220,160$249,38013.357.1
Veterans$510,885$981,165$1,005,3752.596.8
TOTAL$20,868,495$32,618,030$33,589,3453.061.0
CITY TOTAL$189,027,420$281,890,700$293,984,4254.355.5
EDUCATIONFY05 submittedFY13 submittedFY14 submitted1 yr % change9 yr % change
Schools Operating (TOTAL)$122,053,195$144,987,705$150,989,4454.123.7
INTERGOVERNMENTALFY05 submittedFY13 submittedFY14 submitted1 yr % change9 yr % change
MWRA$16,177,455$21,006,055$21,346,8151.632.0
Cherry Sheet Assessments$11,569,960$19,700,025$20,126,9502.274.0
Cambridge Health Alliance$6,500,000$6,500,000$6,500,0000.00.0
TOTAL$34,247,415$47,206,080$47,973,7651.640.1
GRAND TOTALS$345,328,030$474,084,485$492,947,6354.042.7
 FY05 submittedFY13 submittedFY14 submitted1 yr % change9 yr % change
WATER$17,098,120$14,144,080$14,238,7000.7-16.7
PUBLIC INVESTMENT$8,834,255$21,277,065$92,715,930335.8949.5

There are also these items of interest, offered with minimal comment:

Manager’s Agenda #3. Transmitting communication from Robert W. Healy, City Manager, relative to Awaiting Report Item Number 13-03, regarding a report on the possibility of a gun buy-back program.

This is not recommended due to limited effectiveness and better alternatives.

Manager’s Agenda #4. Transmitting communication from Robert W. Healy, City Manager, relative to Awaiting Report Item Number 13-20, regarding a report on the feasibility of providing a service in which residents are able to look up their voter registration status online.

This is feasible and the City is looking into implementing it at some point in the near future.

Manager’s Agenda #11. Transmitting communication from Robert W. Healy, City Manager, relative to the Gartner IT Strategic Plan report.

Seems like a good thing looking toward the future of "e-government", but I’ll need a robot to read the report for me.

Manager’s Agenda #24. Transmitting communication from Robert W. Healy, City Manager, relative to a request from Boston Properties that the City of Cambridge consider the disposition of approximately 8,660 square feet of land on the east side of Ames Street between Main Street and Broadway to enable Boston Properties to develop residential uses on that site.

This is part of the fulfillment of a promised 200,000 square feet of housing, though it’s not clear if all of that is to be associated with this project. The proposed development will also include ground floor retail and is consistent with the City’s future plans for the reconfiguration and reconstruction of Ames Street.

Unfinished Business #16. Transmitting communication from Robert W. Healy, City Manager, relative to Council Order Numbers 13 and 14 of Mar 18, 2013, regarding revised zoning language to the Section 11.700 entitled Interim Regulations for Medical Marijuana Uses. The question comes on passing to be ordained on or after Apr 15, 2013. Planning Board hearing held Jan 22, 2013. Petition expires Apr 22, 2013.

This interim measure is something of a formality and will likely be ordained at this meeting.

Resolution #2. Retirement of George Fernandes from the Electrical Department.   Mayor Davis

Don’t worry, we’ll turn off the lights at the end of the meeting. This is another significant retirement.

Resolution #24. Thanks to the City of Cambridge’s first responders for their assistance in the aftermath of the Boston Marathon tragedy.   Mayor Davis, Councillor Maher

When this resolution was filed, nobody knew just how significant a role the Cambridge Police and the MIT Police would play as events unfolded. We should salute all of the officers and other police personnel who were involved.

Order #1. That the City Council go on record urging the 113th Congress to enact comprehensive immigration reform as outlined in this resolution that addresses (1) earned legalization with a path to citizenship; (2) updated future immigration of families and workers; and (3) improved immigration enforcement and border security that is consistent with our nation’s values.   Vice Mayor Simmons

This is, of course, a very large issue that should have been addressed directly some time ago, but it seems inevitable that the debate will now be influenced by the very small sample of events that unfolded here over this past week.

Committee Report #1. A communication was received from Paula Crane, Administrative Assistant, City Clerk’s Office, transmitting a report from Councillor Leland Cheung, Chair of the Cable TV Telecommunications and Public Utilities Committee for a public meeting held on Apr 2, 2013 to discuss the ability of the City’s existing utility infrastructure to meet long-term increases in demand.

This was an interesting meeting about a topic that most people don’t even think about – utility infrastructure and capacity. The report is very informative.

Committee Report #2. A communication was received from Donna P. Lopez, Interim City Clerk, transmitting a report from Councillor David P. Maher, Chair of the Ordinance Committee, for a public hearing held on Apr 3, 2013 to discuss an amendment to the Zoning Ordinance to create a new Section 6.100 Bicycle Parking, and to create a new definition for Bicycle Parking in Article 2.000, modify the yard standards in Article 5.000 as they relate to bicycle parking and modifying various sections of Article 6.000 to remove references to bicycle parking.

This is a good idea and overdue, though the proposal really doesn’t go far enough. As proposed, bicycle parking would be mandatory for most new residential and commercial developments, but it fails to address major renovation of existing residential buildings. Multi-family houses with existing basement space suitable for bicycle storage are being turned into million-dollar condos and these projects should be subject to the same regulations as new developments.

Though not on the agenda, I do hope some brave councillor speaks to the now obvious value of surveillance cameras as an important tool in protecting public safety. A Late Order empowering the City Manager and the Cambridge Police Department to switch on the equipment already installed would be a nice gesture. – Robert Winters

December 19, 2012

City of Cambridge Seeks Members for Three Transportation Advisory Committees

Filed under: Cambridge,transportation — Tags: , — Robert Winters @ 2:13 pm

CITY OF CAMBRIDGE SOLICITING MEMBERSHIP APPLICATIONS
FOR THREE TRANSPORTATION ADVISORY COMMITEES

Application deadline is Friday, January 11.

BICYCLE COMMITTEE
This committee works to improve conditions for bicyclists in the City of Cambridge and promote bicycling as a means of transportation. Activities include organizing and participating in public events such as biannual community bike rides; reviewing plans for road construction; commenting on proposed development projects; creating promotional materials to encourage bicycling in the city; and working with City departments on network planning. This committee generally meets on the second Wednesday of each month from 5:30–7:30pm at City Hall Annex, 344 Broadway.

PEDESTRIAN COMMITTEE
This committee works to promote walking and to help create a more comfortable, safe, and pleasant environment for walking in Cambridge. It advises on the design of roadway projects and policies related to traffic calming, traffic signals, and sidewalk design. It also identifies intersections and other locations where it is difficult to walk, makes suggestions about proposed development projects as they affect people on foot, and undertakes other activities to promote walking. This committee generally meets on the fourth Thursday of each month from 6:00–8:00pm at City Hall Annex, 344 Broadway. (November and December meetings are on the third Thursday.)

PUBLIC TRANSPORTATION COMMITTEE
This newly established committee will advance an agenda for a robust public transportation system for those who live and/or work in Cambridge. The committee will be composed of a cross section of stakeholders including businesses, large institutions, commuters, persons with disabilities, low income, elderly, youth, students, and advocates. The committee will guide city positions and policies regarding long term sustainable funding for transit by the Commonwealth, service planning for expansion or modification of bus routes, and service reliability and improvements including ways to better design our street network to prioritize bus transit. This committee will generally meet on the first Wednesday of each month from 5:30–7:30pm at City Hall Annex, 344 Broadway beginning in 2013.

Beginning in 2013, in place of individual committee meetings, these three committees will meet jointly on occasion to advise the city on higher level sustainable transportation policy.

APPLY
Applications are sought by dedicated individuals who live or work in Cambridge. Members are expected to attend monthly meetings as well as engage in projects outside of regular meetings. To apply, please prepare a cover letter indicating which committee you are interested in, a description of your interest in the topic, and any specific issues you would like to contribute time to working on. Please be sure to include your mailing address, phone number, and email. Send to:

Robert W. Healy, City Manager
c/o Jane Maguire,
Community Development Department
344 Broadway, Cambridge, MA 02139
Email: jmaguire@cambridgema.gov

Application deadline is Friday, January 11.

Appointments are made by the City Manager and are for two years of service. For more information, call 617-349-4610.

December 3, 2012

Enjoying? the Concord Avenue “raised bike lanes”

Filed under: Cambridge government,cycling,Fresh Pond,planning,transportation — Tags: , , , , , , , , , , , , , — jsallen @ 2:49 pm

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:

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:

…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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The Apprentice, starring Richard Rossi – Dec 3, 2012 Cambridge City Council Agenda Highlights

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

The Apprentice, starring Richard Rossi – Dec 3, 2012 Cambridge City Council Agenda Highlights

Everything else on the agenda pales in comparison to:

Rich RossiOrder #6: That the City Council appoint Richard C. Rossi as City Manager of the City of Cambridge, Massachusetts beginning on July 1, 2013 for a period of three years ending on June 30, 2016.   Councillor Maher, Councillor Cheung, Councillor Reeves, Councillor Toomey, Mayor Davis and Councillor Decker

Though some of the usual suspects are throwing fits about this sudden turn of events, it is neither surprising nor unwelcome. The only surprising thing about the City Council taking this action is how quickly they chose to do so. Several weeks ago I wrote on this page, "I would not be at all surprised if the whole process falls apart by next summer and 5 councillors just make a motion from the floor to hire someone they like." My estimate was perhaps a bit too cautious. The City Council should be congratulated for their wisdom and their decisiveness. The goal-setting and soul-searching will proceed as planned. This important crossroads in the life of the city will be more like a bend in the road, and that’s a good thing. The next steps for Kendall Square and Central Square are on the horizon, and it will be helpful to have competent city management firmly established as these waters are navigated.

Rich Rossi has been Deputy City Manager for decades. If serving as an apprentice prepares someone for a job, then there is no question that Rich is the most qualified person for this job at this time. An expensive intergalactic search could have been conducted, but it’s hard to imagine there being another candidate as well-prepared for the job and who knows Cambridge as thoroughly. As Bob Healy said several months ago, "He’s the best athlete in the draft."

Elsewhere on the agenda, there are these:

Manager’s Agenda #4. Transmitting communication from Robert W. Healy, City Manager, relative to Awaiting Report Item Number 12-88, regarding a report on how the City plans to maintain grade separated bikeways and keep them free from sand, branches and other debris.

The report states, "Grade separate bikeways are being swept clear of debris at least as frequently as residential street sweeping, monthly from April through December. The City sweeps these areas more frequently, if time permits. During the winter months, cycle tracks are cleared of snow and ice as soon as practicable." For the proposed Western Avenue sidewalk track, it will lie precisely where winter snow is normally piled, and where rubbish and recycling will be set out for curbside collection. It is unlikely that salt or other substance will be spread on the sidewalk to keep the lane free of ice. Even if miraculously the track is kept clear, the number of poor-visibility intersections will make this boondoggle an adventure. It will also reduce cycling speeds and mobility, and the narrowed road lanes will be less safe for those of us who choose to travel in the road (as we do on every other street).

Order #2. That the City Manager is requested to report back to the City Council on the impact the recently passed medical marijuana referendum might have on Cambridge and provide any suggested zoning or local ordinance changes relevant to this new law.   Councillor Kelley

Many cities and towns in Massachusetts are now grappling with how this will be managed, and Cambridge is no exception. Zoning laws were originally designed to manage the conflicting interests of residents, businesses, and industry, but they are now used (rightly or wrongly) to dictate almost to a microscopic level what may or may not exist in every zoning district. It will be interesting to see what efforts will now be made to monkeywrench the result of the recent referendum. Where would you want this use permitted?

Committee Report #3. A communication was received from Donna P. Lopez, Interim City Clerk, transmitting a report from Councillor David P. Maher, Chair of the Ordinance Committee, for a public meeting held on Oct 3, 2012 to discuss the zoning petition filed by Patty Chen, et al. to amend the Zoning Ordinance in Section 20.300 Central Square Overlay District in Section 20.304.5 Use Limitations and Restrictions.

This is the zoning petition that would modify Section 20.300 to allow clubs to have an entrance on a portion of Prospect Street (and not just on Massachusetts Avenue or Main Street). This is a sensible modification that does not overreach what is needed to allow the All-Asia to relocate to its proposed new location on Prospect Street. The new name of the club was originally supposed to be Valhalla, but it is now being reported that it will instead be called the Prospect Lounge. Shades of the old Prospect Buffet that used to grace the east side of that formerly tough stretch of road.

On a related note, the Central Square Advisory Committee 2011/2012 just wrapped up its year-long process. The complete recommendations will have their initial presentation at the Planning Board on Tuesday (Dec 4). The members of the Advisory Committee drafted a Memorandum from the Central Square Advisory Committee 2011/2012 on its Final Recommendations. It’s worth the read. – RW

Addendum – After much public comment and some heartfelt statements by councillors, the City Council voted 8-1 to approve Order #6 appointing Richard Rossi as City Manager to succeed Robert Healy beginning July 1, 2013. Only Councillor Kelley voted in the negative. After the vote, Richie gave a marvelous speech about growing up in Cambridge, of his priorities, and of his great appreciation for being given this opportunity. It was a great evening.

The Public Comment period was predictable with the usual suspects flinging criticism based on their indignance at not being consulted. Perhaps the lowest of the commentary came from Pebble Gifford who wanted the Council to amend the Order to have Mr. Rossi appointed as Interim City Manager or Acting City Manager. It’s really so thoughtful of the Hilliard Street upper crust to make sure that people know their place. – RW

The City Clerks and City Managers of Cambridge

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