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Cambridge - 2
- 1. Cambridge,MA Danilo Sena, Christopher Strycharz,Philip Fraser, Manhthu Tan, Caswell Smith
- 2. Municipal Federal / State/ Regional
- 15. Sustainable Evolution East Cambridge Riverfront - 1978 Alewife Revitalization Plan - 1979 Cambridgeport Revitalization Plan - 1983
- 16. Master Plan - Growth Policy of 1993 "Meeting the needs of the present without compromising the ability of future generations to meet their own needs."
- 17. Transportation Policy & Planning
- 18. Vehicle Trip Reduction Ordinance - 1992 ● Provide alternatives to vehicle trips ● Reduce vehicle traffic & congestion ● Improve air quality ● Reduce greenhouse gas emissions ● Further the goals of the Clean Air Act
- 19. Parking and Transportation Demand Management Ordinance - Adopted 1998, Permanent 2006 ● Regulate and control atmospheric pollution from motor vehicles. ● Reduce vehicle trips and traffic congestion ● Improve access and mobility
- 20. Required Parking for New England cities per Zoning Regulations Source: http://www.cnu.org/sites/www.cnu.org/files/mccahill_cnu16.pdf
- 22. Multimodalism:
- 23. Cambridge Master Plan: ● Provide a framework to new projects, composed of: ❏ Zoning Map & Zoning Ordinance: Regulate the how site can be used, scales and sizes of the buildings, and parking requirements. ❏ Growth Policy Document, update 2007
- 24. Zoning Map
- 25. Traffic Calming Raised Crosswalk Curb Extension
- 32. Experts at Finding Transformative Solutions
- 33. Consider Emerging and Future Issues Crucial to the Transportation System's Ability
- 34. CDD advances City goals by: ● Creating and preserving affordable rental and ownership housing ● Planning and implementing initiatives to protect the environment ● Conducting neighborhood-focused and comprehensive planning efforts ● Attracting, retaining and providing direct assistance to businesses ● Renovating neighborhood parks and playgrounds, and working to provide a variety of open space ● Planning transportation infrastructure that enhances safety and encourages walking, cycling and public transportation.
- 35. QUESTIONS?
Editor's Notes
- “When it comes to housing, environmental, and transportation policy, the federal government must speak with one voice.” —Secretary Shaun Donovan U.S. Department of Housing and Urban Development “Livability means being able to take your kids to school, go to work, see a doctor, drop by the grocery or post office, go out to dinner and a movie, and play with your kids at the park, all without having to get into your car. Livability means building the communities that help Americans live the lives they want to live—whether those communities are urban centers, small towns, or rural areas.” —Secretary Ray LaHood U.S. Department of Transportation “Well-conceived, effectively implemented environmental protection is good for economic growth…. A clean, green, healthy community is a better place to buy a home and raise a family; it’s more competitive in the race to attract new businesses; and it has the foundations it needs for prosperity.: —Administrator Lisa P. Jackson U.S. Environmental Protection Agency
- Provides the funding for the projects: The Value Pricing Pilot (VPP) Program supports a variety of strategies to manage congestion on highways, including tolling highway facilities through congestion pricing, as well as other methods that do not involve tolls, such as mileage-based car insurance and parking pricing.
- Kendall Square Parking pricing project was awarded $743,872 Despite the increase in new business in the kendall square, car volume has decreased due to the incentive to use use other modes of transportation, given by the project that FHWA funded.
- Board of Director for MBTA. Also works on the projects that involves the charles river bridges.
- MassDOT developed an extensive community involvement process for all basin projects Multiple bridges was rehabilitate along the charles river. The magazine beach pedestrian bridge was replaced during the summer of 2012.
- commonly referred to as MBTA or “the T” is the regional operator of all of cambridges bus, commuter rail and subways.
- bike racks to promote biking to get to and from the bus stops
- The redline goes to all of the dense places of cambridges
- Is in control of both urban planning, zoning and development and transportation instead of having separate agencies
- Transportation policy and planning in Cambridge emphasizes sustainable modes of transportation such as walking, biking and using transit, which promote livability and help to improve air quality.
- The Cambridge Traffic, Parking and Transportation Department strongly supports sustainability: From shifting automobile use to more sustainable modes, such as walking, bicycling, and transit, limiting automobile parking to no more than what is needed, installing bicycle lanes and bicycle parking, timing traffic signals to minimize pedestrian delay, to, working with other city and state agencies, developers, businesses and residents to ensure projects are as sustainable as possible.
- The intersection is designed for pedestrians to have more right of way than humans
- 1978 East Cambridge Riverfront Plan The purpose of the East Cambridge riverfront plan was to preserve the environmental and historical attributes along the Charles River. It started as an industrial area during the revolution, and throughout the years changed into a park along the water. The Riverfront plan was rewritten in 2011 to accommodate for the changing times. The main goal now is to try and make the Charles riverfront as attractive as possible, by adding benches, lawns, bike paths, and bridges connection Cambridge to Boston. 1979 Alewife Revitalization Plan The Alewife Revitalization Plan was first written in 1979, with the intent to change the industrial Alewife area into a more mixed used business center. In 2003, the plan was rewritten, and called the Concord Alewife Plan. The plan has the vision of trying to make the Concord Alewife area the place for new business. Since it has great access to the main rail line in Cambridge, it makes for a great are for mixed use. 1983 Cambridge port Revitalization Plan Cambridge has been known as the “City of Squares” because of its major street intersections that break the city into large square neighborhoods. The Cambridge port Revitalization plan was written in 1983 to make these neighborhoods more beneficial to the community. Its main goals encourage less traffic, more transit and personal mobility, and how the open space should be used. The Revitalization plan was later to the zoning ordinance. The CDD has created a Master Plan to deal with all the plans dealing with sustainability and development.
- The Master Plan is simply a set of documents that is geared towards making Cambridge a more sustainable society. It is comprised of the Zoning ordinance, Zoning Map, Growth Policy, and various area wide studies. The most important part to this plan is the Growth Policy that was written in 1993. It includes the three documents that were written back in the 1970s and 80s. Of course these policies have been updated and rewritten to keep up with the times. The policy provided a framework for new projects that are going to take place in the city. It new version was published in 2007, and includes a number of new plans and initiatives which were created from the studies in the past. ‘]
- Transportation policy and planning in Cambridge emphasizes sustainable modes of transportation such as walking, biking and using transit and low emission vehicles, which promote livability and help to improve air quality and reduce greenhouse gas emissions. Cambridge’s transportation policy is based on a number of ordinances and plans, including the Vehicle Trip Reduction ordinance of 1992, the Parking and Transportation Demand Management ordinance of 1998 and the Cambridge Growth Policy Document, most recently updated in 2007.
- The Vehicle Trip Reduction Ordinance was enacted in 1992 in response to increasing concerns about the impact on air quality caused by driving. The ordinance includes a set of measures to discourage, and provide alternatives to, vehicle trips and trips by single-occupancy vehicles made by residents of and visitors to Cambridge necessary to further the goals of the Clean Air Act. This 12-page document provided a work plan for multiple city departments and called for coordination also outlined new staff positions and funding to realize these efforts. https://www.municode.com/library/ma/cambridge/codes/code_of_ordinances?nodeId=TIT10VETR_CH10.17VETRREOR_10.17.010TIPECH Increasing the use of commuting alternatives and reducing the number of trips by single-occupancy vehicles is beneficial for the City and the Commonwealth in reducing vehicle miles travelled, traffic and associated air pollution, fuel use, noise, and congestion. Programs offered through City Departments, employers, institutions, owners of multiple-tenant buildings and complexes and other organizations to encourage the use of mass transit, bicycling walking, and other alternatives to commuting by single-occupancy vehicles are effective and should be expanded on a citywide and regional basis. 32% of Cambridge households do not own a car. In 1992, Cambridge enacted an ordinance for the development of a more livable city through the reduction of automobile use and the promotion of non-polluting forms of transportation. The ordinance establishes the Bicycle and Pedestrian Mobility Program, which, among other things, is required to "design and implement a program to encourage greater use of bicycles as alternatives to single-occupancy vehicles within the city." In Cambridge, many residents skip automobile ownership costs altogether by going car-free. Since 2000, the number of Cambridge households owning zero vehicles has increased from 27.7% to 32.2% (Census 2000, 2006-2008 American Community Survey). There are 0.92 vehicles available per household in Cambridge, which is less than 1 car per unit and a reduction from 0.98 vehicles per household in 2000. (2000 Census, 2006-2008 American Community Survey). Within ¼ mile of an MBTA station 50% of households have no car (Residential parking demand near transit, CDD and TPT Departments, July 2007). There was a 10% decrease in resident parking permits issued between 2000 and 2009. http://www.aceee.org/sector/local-policy/case-studies/cambridge-bicycle-programs
- In 1998, Cambridge instituted a parking and transportation demand management (PTDM) ordinance intended to "regulate and control atmospheric pollution from motor vehicles," reduce congestion, improve access, and improve mobility. Cambridge is one of the few cities in the country developed a parking policy specifically designed to reduced SOV. The ordinance requires businesses that build or expand parking facilities to register all non-residential parking spaces with a designated PDTM Planning Officer and file a PDTM plan meant to reduce SOV trips below a specified share determined by their area's characteristics. The Director of the Cambridge Department of Traffic, Parking, and Transportation is charged with investigating violations, issuing notices to violating parties, and following up with fines or with facility closure. Due to its historically dense structure and also to its aggressive transportation and land use policies, the city of Cambridge has been able to reduce vehicle miles traveled, lower SOV mode McCahill & Garrick 7 shares, and rely more on sustainable alternative modes of transportation. This shift appears to have resulted in lower GHG emission rates in the transportation sector It is the purpose of this Chapter to regulate and control atmospheric pollution from motor vehicles by formalizing parking and transportation demand management planning, programs, and coordination which have been ongoing for a number of years. This Chapter will reduce vehicle trips and traffic congestion within the City, thereby promoting public health, safety, and welfare and protecting the environment. This Chapter requires parking and transportation demand management (PTDM) plans for commercial parking facilities and other types of non-residential parking facilities over a specified size as set forth in 10.18.050 and 10.18.070. This Chapter also establishes a process whereby City officials will be able to track the number, use and location of off-street parking spaces in the City. No person shall build, expand, or reconfigure a parking facility for non-residential parking spaces resulting in a net increase in the number of parking spaces or a change in the use of such spaces based on the categories of use listed below at paragraphs b(v) and (vi), without first submitting a parking registration form to, and obtaining acceptance from, the Director. (b) The registration form shall be prepared by the Director and shall be available at the offices of the Department of Traffic, Parking and Transportation.
- Cambridge is one of the few cities in the country developed a parking policy specifically designed to reduced SOV. In almost all instances, Cambridge has lower minimum parking requirements then the other New England cities. Some of Waterbury’s and Manchester’s minimum parking requirements actualy exceed the maximum allowances in Cambridge In the transportation sector, which accounts for 13 percent of emissions, the city's goals include reducing vehicle miles traveled (VMT) and promoting alternative modes. Measures by Cambridge for achieving these goals include limiting the share of single occupancy vehicles (SOV) by businesses, restricting parking, and establishing pedestrian and bicycle plans. The city's parking and transportation demand management (PTDM) ordinance has successfully reduced SOV shares. Compared to New England cities of similar size, Cambridge has a low share of commuters who travel by car and high shares of those to walk and cycle. The PTDM Ordinance is a national model for improving mobility and access, reducing congestion and air pollution, and increasing safety by promoting walking, bicycling, public transit, and other sustainable modes. The ordinance was adopted in 1998 and made permanent in 2006. In 1998, Cambridge instituted a parking and transportation demand management (PTDM) ordinance intended to "regulate and control atmospheric pollution from motor vehicles," reduce congestion, improve access, and improve mobility. The ordinance requires businesses that build or expand parking facilities to register all non-residential parking spaces with a designated PDTM Planning Officer and file a PDTM plan meant to reduce SOV trips below a specified share determined by their area's characteristics. The Director of the Cambridge Department of Traffic, Parking, and Transportation is charged with investigating violations, issuing notices to violating parties, and following up with fines or with facility closure. Due to its historically dense structure and also to its aggressive transportation and land use policies, the city of Cambridge has been able to reduce vehicle miles traveled, lower SOV mode McCahill & Garrick 7 shares, and rely more on sustainable alternative modes of transportation. This shift appears to have resulted in lower GHG emission rates in the transportation sector
- Current mode share of Cambridge: a minority of Cambridge residents traveled to work by driving alone; in fact, barely one-third did, less than half the figure for the rest of Massachusetts. Nearly 30 percent of Cambridge residents walk or bike to work. This modal split, with so little reliance on the automobile, is rare for a municipality in the United States, and no other city matches the Cambridge proportion of human-powered means. Cambridge is different even from other cities with similar population densities.
- According to journey-to-work data from the 2000 census, Cambridge residents traveled to work by driving alone is less than half the figure for the rest of Massachusetts. Current mode share of Cambridge: a minority of Cambridge residents traveled to work by driving alone; in fact, barely one-third did, less than half the figure for the rest of Massachusetts. Nearly 30 percent of Cambridge residents walk or bike to work. This modal split, with so little reliance on the automobile, is rare for a municipality in the United States, and no other city matches the Cambridge proportion of human-powered means. Cambridge is different even from other cities with similar population densities. https://www.fhwa.dot.gov/publications/publicroads/06nov/03.cfm
- The Cambridge Master Plan is composed of a set of documents: The Zoning Map and theZoning Ordinance, the City’s growth policy document, Toward A Sustainable Future, and the major area-wide planning studies that are currently applicable across the city. These documents, taken together, reflect the evolution of the city over the last three centuries, and provide a planning framework into which new projects must be inserted with care and with attention to many trade-offs. The regulatory underpinning for the plan is the Zoning Ordinance and its map which together define land use constraints and limits on the physical aspects of new development. Zoning in Cambridge has always been a dynamic tool, with many refinements being made year after year, as needs and development opportunities change. The Growth Policy document outlines the planning assumptions and policies guiding the physical planning of Cambridge. It provides a framework for managing future growth. Providing policy context for an urban design or land use plan for portions of the community. Guide the rezoning process that maybe needed from time to time to achieve the vision of such plans. Provide a policy context for evaluating specifications such as the creation of new open space areas on public or private land. Helpful at a more detailed level in evaluating small sacle zoning changes in neighborhooods and in considering permitting conditions such as those that may be appropriate to attach to special permits or variances.
- The Cambridge Zoning Ordinance is the municipal legal framework that regulates urban development in the city. It is complementary to other city ordinances as well as state laws and codes related to building and development. The zoning map gives a good idea of the layout of uses in the city, with yellow for residential, beige for higher density residential and the campuses, red and pink for retail nodes and corridors, and purple and blue for business areas. The Zoning Ordinance establishes regulations for how sites can be used (such as residential, commercial, industrial), the size and scale of buildings, the amount of parking required, and other aspects of urban design and development throughout the city. The regulations for a given site depend on the zoning district(s) in which that site is located. Cambridge zoning ordinance intends to "reduce traffic congestion, noise, vibrations, fumes and safety hazards [...] thereby promoting health and welfare of the public." In some cases, the Zoning Ordinance may require that development projects receive a special permit, either from the Board of Zoning Appeal or from the Planning Board. A proposed project that does not comply with all zoning regulations may seek a zoning variance, which may only be granted by the Board of Zoning Appeal. The Zoning Ordinance has two major parts: A set of zoning maps that illustrate how the city is divided into different districts, and a set of text articles describing the regulations that apply in each district. Municipal zoning ordinances are governed by Chapter 40A of the Massachusetts General Laws. The Zoning Ordinance may only be amended by a vote of the City Council.
- Traffic calming projects are designed to keep automobile speeds down making the streets safer for all users.Counter to the trend elsewhere in the state, car ownership and trips have declined in Cambridge over the last ten years. 2 common ways to reduce vehicle speed you will see in Cambridge is: Curb extension: • reduce pedestrian crossing distance • improve visibility for pedestrians and drivers • prevent illegal parking at corners • slow the speed of turning vehicles. Raised Crosswalk:• make it safer to cross the street • slow the speed of vehicles • make crossing with wheelchairs and strollers easier.
- http://www2.cambridgema.gov/CityOfCambridge_Content/documents/TransitInterReportJan2014.pdf
- http://www.bostonmagazine.com/news/blog/2014/09/02/massachusetts-avenue-bridge-light-project-donor/
- What advantage or disadvantage exist for developing an effective planning approach? Throughout my research I was hard press to uncover any disadvantages that exist in developing an effective planning approach, so the good news is, I can only elaborate on the advantages, which comes as no surprise, as the City of Cambridge transportation system is among the best and is ranked 3rd in the US. It all starts with the Community Development Department, CDD for short and it is the planning agency for the City. It has an innovative planning program - that takes a comprehensive approach in organizing different ideas to achieve one common goal. How CDD Works !!! Go to Pie Chart: !!! It has 4 programmatic divisions - Community Planning, Housing, Economic Development and Environmental and Transportation Planning. CDD manage and guide physical change in a manner consistent with the City’s priorities. It engage and collaborate with community partners and other government agencies. In my previous presentation, I talked about how back in the 1950’s Transportation planners were pushing for an 8-lane highway that would cut through the urban fabric of the city and the locals formed a coalition group and had it blocked. But today before a highway plan is proposed CDD would get input from the locals, stakeholders, commuters, politicians and government agencies. In essence, CDD is the link between the government agencies, experts, universities and the community that keeps everyone involve in the process. !!!Go to last slides: !!! As a result of the innovative and comprehensive planning program the City of Cambridge boast one of the best livable city and best transportation system in the US, AS OPPOSE TO OUR CAPITAL CITY, HARTFORD where a Community Development Department is non-existence, and as a result, lack a good transportation system and is lacking on many other fronts - the Horrors of Hartford.