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Pages tagged "MassDOT Transformation"


TRANSPORTATION ADVOCACY: Proclaiming Victory, Moving To The Next Level

We should celebrate: on a policy level, MassDOT now follows most of the road design values andapproaches that progressive transportation advocates began promoting a decade or more ago.Although short-fallings remain in the application of the new policies (and the state has barely begunfixing and funding our mass transit system), it’s time for advocates to begin thinking about the next levelof vision and goals.  Here are some ideas for that conversation:
  • moving the focus from streets to networks and systems,
  • emphasizing the community-creating and place-making aspects of transportation facilities,
  • becoming more explicit about the different types of economic development stimulus a transportation project can provide, 
  • putting greater emphasis on making up for past neglect of those who were previously underserved.
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CAPITAL CONVERSATIONS: Themes for the Next Phase

Instead of internally creating a capital spending plan and then asking for public reaction, Secretary of Transportation Stephanie Pollack held a series of public discussions, in-person and on-line, to ask what was on the public’s to-do list.  Her invitation has sparked some thoughts about themes that might shape future transportation system spending including:

  • Making Safety, not Eliminating Congestion, the Only Rationale for Construction;
  • Getting More Value and Better Leverage from Maintenance Work;
  • Empowering MassDOT’s District Offices to be Accountable for Complete Street Standards;
  • Changing What People Get Rewarded For;
  • Bringing In New Ideas and Skills.
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The Purpose of Transit: Neither Reform Nor Revenue are the Needed Starting Point

It’s now semi-official – everyone agrees that the MBTA needs both reform and revenue.  No one says (publicly) that the current T and Commuter Rail budget is too big for its mission.  And that’s where the agreement ends – with the question of what is the MBTA’s mission, vision, and values:  what exactly are we trying to achieve?

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MAKING “COMPETE STREET” OPERATIONAL: MassDOT Activates “Active Streets Certification (and Grant)” Program

City after city has found that making their streets safer and friendly for everyone – more walkable, bikeable, transit accessible and “socializable” – makes them more attractive to current and prospective residents and businesses. Not to mention the positive impact on reducing pollution, promoting public health, and dealing with climate change issues. The basic idea of a Complete Street is pretty straightforward: a travel corridor that has specific infrastructure for all modes including cars, bikes, foot, and (if present) buses, trucks, and trolleys. (Although having a multi-use – bike and walk – path alongside a railroad track is now allowed in Massachusetts, this combination is beyond the scope of most Complete Streets policies.)

 

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MAKING “COMPETE STREET” OPERATIONAL: MassDOT Activates “Active Streets Certification (and Grant)” Program

City after city has found that making their streets safer and friendly for everyone – more walkable, bikeable, transit accessible and “socializable” – makes them more attractive to current and prospective residents and businesses. Not to mention the positive impact on reducing pollution, promoting public health, and dealing with climate change issues. The basic idea of a Complete Street is pretty straightforward: a travel corridor that has specific infrastructure for all modes including cars, bikes, foot, and (if present) buses, trucks, and trolleys. (Although having a multi-use – bike and walk – path alongside a railroad track is now allowed in Massachusetts, this combination is beyond the scope of most Complete Streets policies.)

 

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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.

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PERFORMANCE MEASUREMENT FEEDBACK: It’s Hard to Stay on Route if You Don’t Know Where You’re Going

MassDOT deserves enormous credit for trying to connect its investment decisions with the desired outcomes.  It’s a challenging and complicated undertaking, constrained in many ways by federal reporting requirements, limited data, and unverified impact-calculating methodologies. The fact that their first attempt, the very impressive WeMove Massachusetts: Planning for Performance tool, is deeply flawed (for example, defining mobility solely as car travel) is much less important than the Agency’s public willingness to admit those flaws and commit itself to an iterative improvement process.  This is something that every public— and private – organization needs to take on, not merely to better serve its stakeholders but also to be better in control of its own fate.

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McGRATH HIGHWAY REPAIRS: The Occasional Superiority of Short-Term Solutions

Both Advocates and Public Agency leaders can find a number of lessons in the multi-level effort to deal with the McGrath Highway corridor in Somerville – which has resulted not only in a commitment from MassDOT to explore ways to eventually replace the crumbling neighborhood-dividing “Chinese Wall” with a less intimidating ground-level road, but a short-term plan to significantly  improve transit, pedestrian, and bicycling facilities as part of short-term repairs to the McCarthy Overpass section.

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MassDOT’S HEALTHY TRANSPORTATION POLICY DIRECTIVE: Framing Economic Needs as Public Health Measures Strengthens Both

MassDOT’s recently issued Healthy Transportation Policy Directive could actualize the most profound transformation in the state’s transportation system since the anti-highway movement convinced Governor Frank Sargent to cancel the massive Inner Belt project (the first time any state had done this) and his Transportation Secretary, Alan Altshuler, got the state’s Congressional delegation to pass legislation allowing Highway Fund money to be used for mass transit.   If carried through, it will push Massachusetts to the front of national efforts to modernize our transportation infrastructure.

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INTERGRATING VISION INTO OPERATIONS: Balancing Front-Line Empowerment With Organizational Priorities at MassDOT

All too little attention and praise has been given to MassDOT’s recent announcements of state funding for the Neponset River Greenway, the inclusion of Community Path design as part of the Green Line extension, and funding for a major expansion of the Bruce Freeman Trail.  These are impressive steps – both symbolic and concrete – towards the re-orientation of the department from a highway to a multi-modal transportation agency.

 

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