The Public Way: Transportation, Health, and Livable Communities

Project Selection Criteria: Public Hearing Testimony

The following was submitted to the state Project Selection Advisory Council at their 7/29/14 public hearing in Boston. Thank you for the opportunity to comment on this incredibly important topic. And thank you for all the work that you have already done on this incredibly complicated issue. My name is Steven E. Miller; I’m a senior staff at the Harvard School of Public Health and a member of the state’s Healthy Transportation Compact Advisory Committee. I’m also a founding Board member of LivableStreets Alliance which, as I’m sure you know, is a member of the Transportation for Massachusetts coalition.   My testimony reflects all those identities. My testimony will address three issues. First, the framing within which we need to address the entire topic of Project Selection Criteria. Second, the specific issue of Regional Equity, which I know has been a vexing theme in your deliberations, along with a quick comment about what projects should be subject to the evaluation process you are beginning to shape. And finally, some thoughts about how to make the criteria categories you are currently using more effective and powerful. Continue reading

FROM BETTER TO WORSE ON COMMONWEALTH AVE: City Leaders Need To Step Up For Their Own Policies

For a while it was feeling like stodgy Boston was jumping back into the elite group of city’s whose actions around transportation (and its joined-at-the-hip land-use twin) set the pace for the rest of the country. Our environmentally-based Smart Growth policies were state-of-the-art, which became even more valuable as climate-change storms and rising sea levels revealed our coastal vulnerability. After years of letting the state take the lead around transit and roads, Boston leaped ahead on mobility. City Hall, working with advocates, used the political opening created by the Hub On Wheels festival to set up the Boston Bike Program with its rapid rollout of bike lanes, its Roll-It-Forward outreach to low-income families, a visionary Bike Network Plan, and the wonderful Hubway system that is increasingly understood as the “last mile” of our transit system as well as a relief valve for both over-capacity trolleys and car-congested roads. And all this culminated in the cutting-edge Complete Streets Guide that integrated Green, Smart, and Multimodal by both dealing with the safety needs of cars, buses, walkers, and cyclists as well as treating streets as a powerful leverage for improved neighborhood cohesion, safety, and economic development.   Continue reading

MOVING BEYOND CAR LEVEL OF SERVICE (LOS): Measurable and Meaningful Criteria for Transportation Investments, Project Designs, and Development Mitigation (revised)

Scaled from A to F like an elementary school report card, automobile Level of Service (LOS) metrics are easy to measure and easy to understand. LOS is, essentially, the average amount of delay compared to a “free-flowing” road where everyone is moving at full design-speed – congestion! It is a powerful indicator: it has a direct relationship to the quality of the user experience (the amount of congestion and “lost time”), the environmental impact (longer passage time equals more emissions), and the road infrastructure’s adequacy (the relationship of traffic volume to road capacity) – with the car-industry-pleasing implication that the key to improving LOS is increasing capacity.   Continue reading

FREE AND EASY: Open Ended Bicycling

Every year I am part of a group that does a one-day ride from Boston to Provincetown, about 146 miles. We’ve done it in blazing heat and nor’easter rainstorms – that was the year we later realized that each of us was secretly hoping our bike would fail so we’d have an excuse to drop out and go home. But we support each other and always make it. Of course, we end up exhausted. But we’ve learned that stopping every 15 or so miles for a snack and rest allows everyone to pull through. It’s always a great adventure and earns us great story-telling rights for months afterwards. Continue reading

DANGER FROM BELOW: Our Leaky Gas Pipe Infrastructure

It’s bad enough that rain-water run-off from our streets takes oil-derived toxins, metal and synthetic dust into our soil then into our groundwater and rivers.   But it also turns out that human-injected poisons seep up from below our roads, destroying plant life, killing soil, and creating explosive danger on the surface as well. The volatile poison is natural gas.  And local groups are just beginning to measure its unwanted presence. So long as it stays in the mind-bogglingly large network of gas pipelines running down almost all our streets to business and residential locations, natural gas is a much better fuel than coal or oil or gasoline. But it’s a dangerous amendment to the soil and the air above it if it leaks out. And it is leaking – a lot, as we’re just beginning to discover. There are more than 3,300 natural gas leaks in Boston and at least 20,000 across the state, releasing between eight and twelve billion cubic feet of natural gas each year. Continue reading

A NOTE FOR THE NEXT GOVERNOR: Travel is the Least Important Thing about Transportation

Congratulations on your election. As you know, that was the easy part!   Here’s something waiting for you: our transportation system is in crisis. We can’t seem to generate the political will needed to raise the money required to upgrade our decayed rails, roads, bridges, and sidewalks to meet the needs of today – much less to lay a foundation for the future. Anti-government forces have been able to shape the public perception of transportation spending as a tax rather than an investment, a cost rather than an asset. As a result, things are falling apart.   Continue reading

TIME TO GET SERIOUS ABOUT SAFETY: Looking Beyond Traffic Lights

My tolerance may have been low because of the bicyclist who had been run over that afternoon, the 8th Boston-area death in the past two years – five by right-turning trucks, two by buses, one by a drunk driver – and I was thinking that it could have been me.   But there it was, the rant that everyone who bikes regularly (and every city’s bike coordinator) hears from people outside their normal social circles: “I’ve got nothing against bicycles.  But the bicyclists out there are crazy.  They’re a menace. It’s not safe; they run red lights; they don’t wear helmets; they almost hit me; they’re blocking the road.  You’ve got to do something!” Continue reading

CHARLES RIVER BRIDGES FALL OFF THE SCHEDULE: State Needs To Find Funds Without Skimping on Surrounding Improvements

While work on the Longfellow and Anderson bridges is moving forward, plans for repairing and upgrading the in-between River Street and Western Avenue bridges and the messed-up intersections leading to them on both sides of the Charles River have suddenly disappeared from MassDOT’s Accelerated Bridge Program (ABP) agenda.  The bridge’s structural deficiencies are still there as are the approach roads’ deficiencies (have you ever tried crossing as a pedestrian in any direction from the DoubleTree?).   MassDOT, DCR, consultants, advocates (including the efforts of LivableStreets Alliance’s “Better Bridges” campaign), legislators, and community members have spent years worth of time negotiating, adjusting, and finally agreeing on a plan that would be a huge improvement to both safety and functionality, including physically separated bicycle lanes (“cycle tracks”) and much improved pedestrian crossings especially on the Boston side.  Designs are complete, permits are obtained, and contracts are ready to go.  But another funding source has not yet been identified. And MassDOT has indicated that, because other projects in the area will cause traffic problems, construction would not be able to begin until after 2019 in any case.  Still, despite this worrisome setback, this may be an opportunity to make the plans even better. Continue reading

STEERING THE ORGANIZATION: Using Decision-Point Criteria to Achieve Goals

MassDOT is legitimately proud of its progressive policies about creating a sustainable, multi-modal transportation system.  But the transfer from policy to facts on the ground has been very uneven and incomplete.  This isn’t surprising:  as with many other endeavors, road construction is a complex and multi-player process with gridlock and human life at stake.  It’s not easy to turn a ship as big and disjointed as MassDOT with its highway-trained staff and its enormous web of highway-derived vendors. Continue reading

MASS PIKE EXITS: Master Key for Unlocking Boston Roads from Esplanade to Allston

In real life there are no magic wands whose waving causes all problems to disappear, no magic pill that makes everything better.   But sometimes there are Master Keys that open a series of blockages and create new routes forward.  Even in transportation.  One possible Master Key is finding  ways to install new on/off ramps on the Mass Pike Extension from Allston to Mass Ave. Right now, MassDOT planners are struggling with how to design the quarter-billion-dollar Mass Pike Re-alignment project at the Allston exit while maintaining (or expanding) the MBTA and Commuter Rail usage, with the final redesign of Cambridge Street from Harvard Ave to the Charles River, with the best way to fix the messed-up traffic on the Boston side of the BU bridge, with the appropriate design for Commonwealth Ave from the BU bridge to (and past) Packards Corner, and with what to do about the collapsing Fenway-to-Storrow Bowker Overpass (in addition to the path, initially proposed by the Solomon Foundation, from Beacon Street to the Mass Ave bridge) Continue reading