Massachusetts Vision Zero Coalition

Burhan Azeem

Housing policy is climate policy. This means reforming out-of-touch policies so that green, smart housing can be built. That enables more people to access the walkable and transit-based lifestyles offers. We need to build more housing in Cambridge so more people can lead lower emission lifestyles. Transit also benefits from having a larger base of riders living nearby. We should be investing in public transportation. We also need to address relative transit deserts in Cambridgeport and West Cambridge. This means adding bus lanes to speed up service and help people get to where they need to go

Dana Bullister

Every discussion intersects with the ongoing effects of systemic racism and lack of equitability. As a city councilor, I will ensure that black and brown voices are front and center in the conversations on these critical issues. I will ensure the inclusion of these critical viewpoints because solving these issues requires the elevation of community voices. Communities should have the support of the city to advocate for themselves, so I support programs which give communities the resources they need to conduct investigate into inequity and efficiently / directly propose solutions to the city.

Dennis Carlone

They are directly linked and as an urban designer/architect, they are at the forefront of all my design projects, and actions in the Cambridge City Council. Each is critical in determining a high quality of life and the most desirable cities score high on all three. I have proposed more humanistic zoning, including focusing on housing, and the creation of open spaces - which Cambridge has less than half the average city. Housing creates less peak travel by 1/3 and increases retail sales by 3 times compared with commercial development. Residents walk or bike to work, school and shopping.

Robert Eckstut

It's all connected. On my walking card, my top 2 policy platforms are free transit within Cambridge, and more affordable housing. I will push for free transit (specifically buses+), and also am looking to expand the CHA. (Cambridge Housing Alliance) This is why I'm running for City Council.

Marc McGovern

I have been a strong proponent of transit oriented development. I think one of the best things we can do for the environment is to increase density near where people work and public transportation. These issues are interconnected.

Joe McGuirk

A robust, green public transit system, reaching each of our neighborhoods, especially lower income neighborhoods, is mandatory as we try to mitigate human impact on climate change. Creating housing density around the hubs of that public transit allows for more energy efficient homes, less reliance on cars and will also create more stock which will (hopefully) reduce the skyrocketing costs of housing. And ultimately, each of these can be tools for creating equity and sustainability or weapons for continuing inequitable policies, widening our wealth gap and perpetuating climate injustice

Gregg Moree

Housing and transportation can be connected by adding bike paths, shuttle buses and parking to new construction.

Patricia Nolan

All are interwoven and must not be addressed in silos. Action on one reinforces - either positively or negatively - the others. We must recognize making significant strides is only possible with a regional focus. Cambridge alone can’t build enough housing to meet demand, nor improve transit significantly enough to solve our congestion crisis nor beat the climate crisis. IN my work on Council I have pushed us to make those connections, and address each area. I work closely with colleagues in other cities and town as well as at the state level to address these problems together.

Roy Ribitzky

In our economy people’s options of work are largely dependent on where they can afford to live and how they can commute to work. When people are employed farther away from where they live they are more likely use a car or spend long hours travelling by bus – all things that negatively contribute to climate change. It’s not right. I will work to align housing as a right policies with Green development, work to create more bicycle/pedestrian friendly pathways in the city, and use our standing to collaborate with our public transportation services to build 100% green infrastructure.

Sumbul Siddiqui

Transportation is the second-largest source of greenhouse gas emissions in the US and encouraging spread-out housing developments without enough bus and train transit stops to link them encourages rising greenhouse gas emissions. I have advocated for denser housing and cleaner and more accessible public transport during the two terms I’ve been elected and will continue to do so. This includes programs for electrification of buses, in all our municipal vehicles, and expanding affordable housing with close access to public transit.

Theodora Skeadas

Transportation, housing and climate change are inherently connected, with the declining tree canopy over Cambridge directly impacting residents in urban areas because of the increased temperatures it causes. Estimates show that many areas of Cambridge will be underwater due to flooding from climate change by 2070 if things aren’t done to deter it. As a city councilor, I will push to implement greener infrastructure by promoting greener transportation options to cut the emissions from transportation in Cambridge, adjust building electrification and design requirements.

Jivan Sobrinho-Wheeler

Both unsafe streets and ineffective public transit, as well as housing sprawl, contribute to more car emissions. Housing, transportation, & climate justice are also connected to racial and economic equity because it's often low-income and minority households with the greatest housing costs and who depend most on transit. We need Green New Deal policies that address climate change, housing justice, and transportation equity at the same time. These include investing in public transit, expanding bus and bike lanes, ending exclusionary zoning, and increasing funding for affordable housing.

Paul Toner

Cambridge and Greater Boston must address climate change through our housing and transportation policies. I support transit-oriented development to increase density near centers of public transportation. We must also provide safe transportation infrastructure for cyclists and incentivize alternative modes of transportation to reduce carbon emissions. This is not a Cambridge problem; it’s a regional problem that calls for a regional solution working through organizations such as the Massachusetts Area Planning Council.

Nicola Williams

I have been involved in environmental activism for decades and will continue if I am elected. I support the Net Zero Task Force and Action Plan that provides a pathway to making our buildings reach net-zero emissions because new constructions should be net-zero ready and include solar panels as well as rainwater recapture technology. This is important because building emissions are the major source of greenhouse gasses in Cambridge. Additionally, I will work on a regional transportation strategy with our neighboring cities to promote greener and more affordable and accessible modes of transit.

Quinton Zondervan

I have been advocating for and designing policies to accomplish net zero emissions in our housing and transportation sectors for over a decade. We need to continue to de-emphasize car-oriented transportation and improve walkability and public transit options for our residents. I’ve also introduced the Green New Deal Zoning Petition to further decarbonize the commercial building sector in Cambridge while providing economic opportunities to low-income and minority communities by promoting green jobs. I’m a lifelong climate activist and am dedicated to decarbonizing our economy.

Burhan Azeem

(1) The most important opinion that matters is the ballot box. Tens of thousands of people vote in a municipal election whereas a dozen or so may speak out at a city hall meeting. As Katherine Einstein, states the people that come to city hall are furthermore not representative of the community and we should take that into account.

(2) At the same time, you need to have the backing of the community. That is why you run on these issues. I am running on bike & bus lanes, on making Cambridge more pedestrian friendly and that allows me to say, once elected, this is what the people voted for.

Dana Bullister

The way to advance these projects is by gradually implementing them throughout Cambridge. We must start implementing traffic calming devices and isolated bike lanes in the places where they will make the most difference. An effective system is the foundation for the vibrance, accessibility, and economic equity within our city and a critical component of environmental responsibility. So by improving the safety and quality of popular pedestrian and cycling routes, active opposition will subside because the quality of alternative transportation routes

Dennis Carlone

Although public safety always comes first, as an urban designer and architect, I always advocate for all affected parties. There are options depending on the number of travel lanes. If it is a two-lane neighborhood road with parking on one or two sides it could very easily become a one-way road with bicycle lanes and the remaining parking. If it is a multi-lane road such as Mass Ave in Cambridge one seriously has to look at the elimination of one car travel lane as done in adjoining Arlington. If the roadway needs the removal of some parking, other options need to be explored. If it is on a retail street where parking is a critical part of the business’ viability, one could replace the parking with metered side street parking for the depth of the retail zoning district (approximately 100 feet). This would provide four parking spaces on each side of the street. The most important thing is to fully explain all the issues, options, most appropriate design, and show examples of solutions that enhance an area at the same time. In many difficult location it is typically more than a transportation problem - it becomes an urban design enhancement project.

Robert Eckstut

A friendly disposition, grounded with supporting facts and arguments.

Marc McGovern

In the 2019-2020 term, while Mayor of Cambridge, I worked with Cambridge Bike Safety, the City of Cambridge and others to write the most progressive and ambitious bike safety infrastructure plans in Cambridge's history. This ordinance requires the City to build out 25 miles of dedicated, bike lane infrastructure in the next seven years. This term I worked with the same group, and with my colleague, Councillor Jivan Sobrino-Wheeler, to amend the plan to make it even stronger.

In addition to this ground breaking ordinance, I also supported the installation of dedicated bike lanes on Cambridge St. and Mass. Ave. I will note that this was not easy. Many of my supporters don't support bike lanes. I do. So I put politics aside and did was I thought was right. I lost supporters over this stance, but I did it anyway because I believe in safe streets.

How would I advance these projects when there is active opposition? The same way I always have. I will talk with the community. I will do my best to mitigate unintended consequences. But I will stand by my values regardless of the political pressure and do what I think is right.

I would seek to educate our residents on the need for ending our reliance on fossil fuels. I would advocate for free bike safety classes directed at our youth, in particular those of lower incomes. We should expand bike sharing and make it affordable or free for lower income residents. I would advocate for lower or free public transit fares. I would work with our local small businesses on how we can ensure their viability and success while we make changes they believe will hurt their (already threatened) bottom line. Change often frightens people, who then react defensively. If we make the effort to inform people why we need to make the changes, and how they will benefit, we will build consensus on the changes necessary for a safer, greener future. Citing how other business communities have done after implementing these changes would go a long way towards alleviating their fears.

Gregg Moree

Increase public transportation and make it more pleasant and user friendly so that not as many cars would be necessary. Also, Build new units with built in parking garages.

Patricia Nolan

There is always opposition, concerns and questions. Insisting on adequate and effective communication about proposed changes and ensuring input does not end opposition, but if done well can reduce it. We advanced it by ensuring the changes with timing are written into the zoning ordinance - something the prior council started, and I worked to advance once elected. Advocates led by Cambridge Bike Safety have shown in their recent efforts that collaboration is possible when all parties are respected and included. Recently they have been working closely with business owners and residents who worry that new bike facilities will hurt them- taking away parking and allowing cyclists to zoom through the city. By collaborating the groups are developing a plan that meets the need for a safe network of protected bike lands AND gives small Their work should be seen as a guide for how we should advance projects while working with communities that are opposed - by bringing people together and working on a solution that everyone is satisfied with (maybe not thrilled, but satisfied), it is possible to avoid the conflicts that we have seen numerous times.

Roy Ribitzky

As a restaurant worker I believe I can greatly help advance these street projects. We have seen how important outdoor seating has been for restaurants, and I think that is a way that we can make those outdoor spaces permanent for our local businesses in a way that people would support. Climate change is real – we are going to have to make some sacrifices of convenience today if we are going to want to have a future where we can still live on this planet. Once these projects are completed, Cambridge will be a more walkable city, a more bike friendly city, and more importantly a cleaner city – something I think residents will come to appreciate.

Sumbul Siddiqui

We must make clear the benefits of traffic calming and mixed-use roads like reduction in the probability and severity of accidents, increased safety for other drivers, including those entering/exiting roadways at intersections or driveways, and increased safety for pedestrians, bicyclists and other forms of sustainable modes of transportation. In Cambridge, we have been able to advance a number of projects keeping these goals in mind despite active opposition. The Inman Square reconstruction project is an example. The design chosen addressed the safety and operational issues of Inman Square, and met other project goals including improving transit operations and experience, maximizing the quality and experience of pedestrian plaza space, and providing necessary parking and loading functions. There was opposition but we were able to appropriate the funds needed after community input and process.

Theodora Skeadas

I would emphasize the importance that these projects have to the growth and prosperity of Cambridge. There are many benefits that come from increasing space for pedestrians and cyclists to navigate the streets, including environmental and local benefits to the community. Increasing bike lanes through reducing the number of vehicle travel lanes also has traffic calming effects, which contribute to a safer community for both pedestrians and motor vehicle operators, as it requires drivers to travel at slower speeds and be more aware. By providing cyclists and pedestrians with a designated place to operate, it influences more people to utilize the space, which in turn stimulates the local economy through its accessibility to businesses while on foot. I would use my platform as City Councilor to emphasize that by reducing the number of travel lanes or removing on street parking, many positive benefits will be observed in the local economy, citing the trial of Mt. Auburn St project that showed a positive reaction when making similar changes.

Jivan Sobrinho-Wheeler

Cambridge’s Cycling Safety Ordinance update, which I introduced this term, has helped address this challenge by putting a timeline for the City’s bike network into law. This means that there are fewer battles over individual projects, since the City Manager and administration are mandated to complete the network within the next five to seven years under the ordinance. As Chair of the City Council’s Transportation Committee, I’ve had many conversations about street design, bike lanes, and parking with constituents during my first term on the City Council. Spending time listening to residents and business owners about their concerns related to parking loss goes a long way in making sure folks feel heard while we move forward with efforts to make our streets safer. Supporting outdoor dining during the pandemic has also opened more people’s eyes to the way that parking spaces can be transformed into spaces for people.

Paul Toner

I would meet with community stakeholders to identify their concerns and find a solution that improves the safety of all modes of transportation in our city. We should think creatively about solutions to road sharing and traffic safety. One idea that I think deserves more attention is using time and scheduling to our advantage. For instance, creating dedicated bus lanes during peak commuting hours while allowing parking and car travel during off-peak hours. The main concern for businesses and residents regarding bike lanes is the potential loss of parking and newly found outdoor dining space. I would work with community members who are impacted by the loss of on-street parking to find alternative parking options nearby. I think bike lanes are a priority but I also think there’s been a lack of public process on the installation of some bike lanes that have adversely affected mobility-impaired residents and small businesses. Both of these things can be true at the same time. It doesn’t mean tough decisions to plan for the future won’t have to be made. But we need to understand how that impacts people today as well and address their real concerns and not be dismissive.

Nicola Williams

According to the City of Cambridge Community Health Assessment 2020, 65.2% of Cambridge residents believe bicycle safety is a concern; 72.8% believe pedestrian safety is a concern; and 61.9% of Cambridge uses public transportation. The MBTA has been chronically underfunded, and people are frustrated with the lack of innovative solutions. I believe in working with local businesses and the local community in helping to achieve space for walking, biking, and transit infrastructure that many people support.

Quinton Zondervan

I have been a strong advocate for increasing protected bicycle lanes, bus lanes and traffic calming, including road diets and speed limit reductions. I will continue to fight for these incredibly important improvements to our roadways to achieve our Vision Zero goals of zero traffic fatalities or serious injuries in our city!

Burhan Azeem

Yes. As a bike commuter I know how dangerous the streets can be and have benefited from the addition of protected bike lanes. I am committed to making our streets safer and preventing traffic deaths.

Dana Bullister

I do support the goal of the Cycling Safety Ordinance. Separated bike lanes on Massachusetts Ave and Broadway, among other places, will improve the safety of our resident’s commutes. However, holding the city accountable to its timeline is an issue of good municipal governance. Currently, we have a city manager that needs to be held responsible for the requests of the city council. A better system of government would produce a city manager that would faithfully execute the ordinances of the council. I would hold the city accountable by voting for a new city manager and pursuing charter reforms such as binding policy orders by the city council.

Dennis Carlone

Yes, I do. This is a basic principle of true urban design.

Robert Eckstut

Yes, of course. I'm also a biker and have enjoyed the biking lane outside my apartment (Western Ave, an incredibly busy street that would be dangerous for bikers if not for the bike lane).

The best way to hold any organization accountable is to have power within said organization to enact the changes that need to be made. Simply pleading with governing bodies to ""do the right thing"" doesn't seem to be successful. This is why I'm running for city council.

Marc McGovern

I was the lead sponsor on this ordinance. I helped write it. I support it.

There has been overwhelming support for the principle of creating safer streets for pedestrians and cyclists. I support the goals of the ordinance. However, since the Cycling Safety Ordinance was passed, our business community has been through a catastrophic event. There is fear among this community of the potential negative impact of changing our streets. I believe that we can still make our city safer for pedestrians and cyclists, but we must also ensure that our small businesses have a voice as they try to recover from their losses due to the pandemic. I support a study of how the ordinance will impact Cambridge Street, as we did with sections of Massachusetts Ave, to see if there are alternatives to removing much of the parking and all of the open space patios that our residents now desire. While bicycle and pedestrian safety should remain the priority, we must be flexible so that we do not seriously damage our struggling small business community on their road to recovery. I think it is possible to be both pro cyclist safety and pro small business. Our ordinance should be amended to reflect that commitment.

Gregg Moree

Yes.

Patricia Nolan

Yes I fully support it and advocated to make something specific with accountability happen. A hallmark of all my work is to try whenever possible to build in accountability and measurements of success. As noted, this change was first proposed by a prior council - and once elected I supported the changes and worked to get the ordinance passed. I have pushed the city to work on meeting the goals this term. I believe that we need to have an inclusive process, and yet the timeline is clear and the city must continue working to meet the requirements in the ordinance. Our power to hold the city accountable is limited - and yet already I have proven I am willing to vote against the budget and an extension of the city manager's contract when warranted. The council must ensure ordinances are implemented fully.

Roy Ribitzky

Yes. I also think it can be done in a shorter period of time. 

Sumbul Siddiqui

Yes, I do support the goals of the ordinance and voted in favor, and I have met with the Cambridge bike safety on several occasions, and suggested that members have conversations with the City Manager and staff to discuss the goals of the ordinance and work through any issues and to make sure that the requirements in the ordinance are achievable. Accountability will come through the Council and discussion with the City Manager and advocates.

Theodora Skeadas

Yes, I support the goals of the Cycling Safety Ordinance and as City Councilor I pledge to hold the city of Cambridge accountable to ensure that the requirements are met. The creation of separated and protected bike lanes is crucial to the safety and wellness of the people of Cambridge, as well as to the fight against climate change, as transportation emissions account for approximately 40% of greenhouse gas emissions in Massachusetts. Having dedicated bike lanes through either construction or quick-build infrastructure, where streets are not being reconstructed, by 2026 as stated is incredibly important to the growth and prosperity of Cambridge, therefore I would use my position as city councilor to work to meet these deadlines as they come up. The safety of the people of Cambridge is too important to allow these necessary precautions to be pushed back any longer. Along with safety benefits, the Cycling Safety Ordinance also contributes to creating a more equitable, sustainable Cambridge, as people will have a more equal access to safe transportation.

Jivan Sobrinho-Wheeler

Yes. During my first term on the Council, I was the lead the sponsor of the expansion to the Cambridge Cycling Safety Ordinance that set the mandatory timeline for installation of the 20+ miles of protected bike lanes. After months of discussions with the City Manager and staff, the Council, residents, business owners, and others, the updated ordinance ultimately passed with 7 of 9 votes on the City Council and is now law in Cambridge. Since then, I’ve sought to ensure the Ordinance is implemented and the City hits its yearly required new mileage for protected bike lanes. This has included hours of discussion about parts of Mass Ave and the challenges to installing protected bike lanes there. I’m confident that the City will complete the network within the next few years, but it will require more work and advocacy.

Paul Toner

My 15-year old son, Jack, and his friends ride their bikes through Cambridge and Greater Boston everyday; making sure that streets are safe for cyclists is personal to me. I agree with the goals of the Cambridge Cycling Safety Ordinance, however, I believe there needs to be flexibility on the construction timeline in order to gather input from relevant stakeholders, such as neighborhood residents and businesses. I want to see a more uniform bike lane design throughout Cambridge that’s built to last and ensures that cyclists stay safe on our roads. I would hold the city accountable for implementation but allow the flexibility to create the best possible plan for all. For instance, in the North Massachusetts Avenue corridor, I believe we should move up construction timelines and build out permanent bike infrastructure rather than proceed with a temporary fix only to revisit and disrupt the neighborhood again a few years later.

Nicola Williams

Investing in infrastructure and enacting systemic changes to improve the functionality, safety and affordability of the public transit system, will create a system that works for all. Through my work as board member of Harvard Square Neighborhood Association, I have been supporting the efforts of the Memorial Drive Alliance comprising environmentalists, bicycle groups, and other stakeholders. Our shared goals are saving the trees along Memorial Drive and adding separate bike lanes in part on Memorial Drive itself, thus limiting vehicular traffic to two lanes and bike lanes to two lanes. I have also advocated closing Memorial Drive on both weekend days. So naturally, I aim to hold Cambridge accountable for protecting bike lanes and installing more in the next upcoming years.

Quinton Zondervan

I played a key role in advancing this policy and seeing it adopted by City Council. The most important task for the next council is to hire a new city manager who will make sure the ordinance is fully implemented, on time, as required by law.

Burhan Azeem

In most cases capital reconstruction should wait until streets are being redesigned/ rebuilt there should be capital reconstruction. The emphasis should be on adding quick-build to streets that are not scheduled to rebuild. This maximizes the mileage of separated bike lanes.

The MassAve4 impact analysis of four sections of Mass Ave implementing the bike safety ordinance is an example of a time when it makes sense to prioritize redesign over quick build. The report demonstrates a potential trade-off of a protected bike lane and the future potential bus lanes. The scope of the report is quick-build only and does not explore reimagining the median. I would want to know if a redesign could add both a bus and protected bike lane while maintaining safety for pedestrian crossings.

Dana Bullister

I believe that meaningful change comes from quality design and urban planning. I prefer to fund capital reconstruction that will create high-quality infrastructure instead of implementing quick build infrastructure. Infrastructure that is rushed and not well planned could perpetuate unseen disruptions in our traffic system. Quickly installing public goods has its value. For example, I think it is good to promptly install bike lanes in neglected areas of our transportation network. However, this practice should only be used as temporary measures to quickly improve ride safety and quality while more permanent solutions are researched and planned.

Dennis Carlone

I understand the need for quick build in large part to provide a safe network for bicyclists of all age. This approach is also a good way to test a given route, its buffer, the impact on adjoining pedestrians and other modes of transportation over a four to five-year period. However in cities like Cambridge, which has ample public funds capacity, one needs too seriously consider a longer-term solution which enhances the public domain in addition to providing greater safety for all concerned . This is an urban design solution including relocating curbs, having raised planted buffers, improving pedestrian crossing conditions, consideration of reducing active vehicle lanes, or introducing bus lanes. I keep insisting that even with the short-term quick-build solutions, we need to be looking at a more holistic solution that enhances the quality of life and safety in a robust well-designed streetscape.

Robert Eckstut

Everything in life is trade offs. I believe - strongly - we've seen the issues with a focus on short term solutions. In the long run it costs more as well.

Marc McGovern

Preferably reconstruction of streets with permanent infrastructure is the way to go. When that can't happen, or if that will take time, then quick build infrastructure should be used. Quick build also gives people time to get used to the redesign prior to more permanent infrastructure. I look at all the worry over the bike lanes on Cambridge Street near the high school. Now, people are used to it. It's no big deal.

I support quick-build immediately, but these should not be considered the final goal. We should make street design changes to replace those quick-builds as soon as we can, and not allow the quick-build to become the permanent solution. I would advocate for prioritizing quick-builds in those places that need them as we plan the street redesign. I would seek to ensure that these quick builds incorporate the vibrant and well loved patios that now have replaced many parking spots, in a way that keeps the cyclists safe and the patios bustling.

Gregg Moree

Fixing the streets to accommodate all is very important.

Patricia Nolan

Quick build, if done properly, can help to meet the immediate need for safety. For example, the quick build in Harvard Square on Mass Ave has substantially improved the safety of that area for bikers - is it perfect? No. But it has moved us in the right direction and I believe that it was the right move instead of waiting for a longer-term capital project that may not be implemented for years. Should it have taken a tragic death of a cyclist for the city to improve the safety of that area? Absolutely not. We must be proactive and build safe facilities, not reactive to the injuries and deaths of cyclists and pedestrians. And there is the advantage of quick build, which is it can be a way to gather data on usage and ensure that the changes are appropriate and will be used. That way the city and planners can make adjustments before the capital improvements are made which would be too expensive to change.

Roy Ribitzky

As with all things, there is a balance of needs. We must implement better infrastructure now while we can where we can with an eye on the future. Waiting to build more protected bike lanes or electric vehicle charging stations or greener sidewalks just because we aren’t sure how people will be commuting 20 years from now is not an excuse to delay development. The strength of a community is its ability to adapt. I used to be a special education teacher with concrete curriculum plans or worksheets, etc. Often times those plans were thrown into disarray due to student behaviors or learning issues. So myself and my team adapted. I will take that same approach to Quick-Building as well as long term capital investments. I know government moves slow, but the climate does not. We must meet the challenge of addressing climate change swiftly.

Sumbul Siddiqui

Bikeable and other high quality infrastructure projects can built fast and affordably. There is also something to be said about elements that can be changed in response to on-the-ground feedback with respect to quick build infrastructure. There will then be scenarios where projects may take 3 to 5 years and there will need to be an extensive process. and public engagement. We have to consider these in a case by case basis. Our cycling ordinance does a good job of distinguishing between the two.

Theodora Skeadas

One area I hope to improve when I am elected is transparency in city government. For this specific topic, I would host community conversations with residents to clearly explain the benefits and drawbacks of each approach and gain their buy-in. I appreciate the value of quick build projects in getting immediate results. I also want to strive for the ideal street redesign can bring in better integrating all modes of transportation and creating a better experience for all users. I think that following the leadership of residents whose lives will be directly impacted by these projects is the best way to balance both approaches.

Jivan Sobrinho-Wheeler

Quick build infrastructure can create dramatically safer and improved streets in a short amount of a time. After a recent cyclist death in Harvard Square, the City added quick build bike lanes even as capital reconstruction was on the horizon because the community recognized the need for immediate improvements to safe lives.

Capital reconstruction can provide more comprehensive redesigns but often takes significantly longer, and the context for the street matters in understanding how to proceed. I’ve often advocated for more urgency in city planning from the City Manager and administration and to not rule out quick build options even if a more comprehensive capital construction project is on the horizon in a few years. For the pedestrian or cyclist who is killed on injured on a street, it is little comfort to know that a comprehensive redesign is on the timeline a few years in the future.

Paul Toner

I’m in favor of speeding up timelines for capital investments in street redesign. Cambridge has strong municipal finances and federal funding through the American Rescue Plan that can be used to install high quality infrastructure to ensure cyclist’s and pedestrian safety and encourage more people to utilize bikes as a means of transportation. I believe that quick build infrastructure can be used on ancillary roads but I prefer moving directly to capital investments on major roads like Massachusetts Avenue and Cambridge Street. This must involve working with the community to develop a plan for bike lanes, alternative parking areas, and outdoor dining that has become so important for local restaurants. I think the raised bike and pedestrian infrastructure that Somerville installed on Beacon Street is a great example of what we should be doing where we can. The narrowing of the street from four lanes at points to two to support the infrastructure seems to have worked. We should also engage cyclists, businesses and residences after quick build infrastructure has been in place for a year to understand impacts and get feedback to better inform our plans going forward.

Nicola Williams

I support the rapid implementation of quick-build bike, pedestrian, and transit infrastructure. Cambridge is actually implementing a quick-build bike, pedestrian, and transit infrastructure plan along Massachusetts Avenue, the main street corridor that connects Cambridge, Boston and Arlington. However, the challenges are that not every section of the street can be treated the same way. Some streetscapes have medians, while others have higher densities of small businesses. We cannot take a one size fits all approach to quick-build and need to address the unique nuances of each neighborhood. It is important to bring all the stakeholders together so there is buy-in early on in the process and no surprises. If it was done earlier in the process for the Porter Square part of the quick-build implementation, the City would have realized that the total elimination of parking on the main corridor will be detrimental to the small businesses that line several blocks, especially since there is a median in the middle of the street. As a Councillor I need to represent all constituencies—— the cycling community, pedestrians, residents, renters and property owners.

Quinton Zondervan

We need to do quick-build everywhere we are not planning to make permanent improvements in the next year or so, as we have done on Webster Ave. and countless other streets in the last few years, and continue to make permanent improvements through our 5-year road and sidewalk improvement plan as we did on Western Ave. and are about to do on River St.

Burhan Azeem

Buses are some of the most effective and efficient forms of transportation and often serve underrepresented communities. I support accelerating bus service and bus priority infrastructure. It is important to do this while improving bike safety. As I mentioned above bus trips are listed as an opportunity cost of adding quickbuild protected bike lanes the MassAve 4. I would submit a Policy Order asking for an evaluation of options and impact analysis under the scenario of redesigning these sections of Mass Ave and especially on the Mass Ave Bridge!

Dana Bullister

Expand the dedicated bus lane network in Cambridge so that public transit would take priority on most roads during peak traffic hours.

Dennis Carlone

Wherever possible, bus service should be enhanced with bus only lanes and coordinated traffic signals, which could also serve ambulance and other emergency vehicles use. In a grid street pattern one has the option of having a mass transit focused street parallel to a standard traffic use street. In a city like Cambridge with its early New England street system, this approach becomes more difficult. Mass Avenue between Harvard and Porter has four travel lanes two in each direction. It would be relatively easy to insert a bus/emergency vehicle travel lane and maintain the two middle lanes (one in each direction) for vehicle traffic. Obviously, this will be more difficult with introducing safer buffered bicycle lanes and keeping street parking. Since 50% of all vehicles in Cambridge do not begin or end in our city, this is equal parts a regional issue and a city issue. If bus lanes are introduced and their use is expanded both in number of buses and people using them, the automobile use could dramatically reduce.

Robert Eckstut

In the Cambridge of my dreams, people would not drive. Walkers, bikers, and public transit galore. Call it my utopia.

Marc McGovern

I have and will continue to support bus lanes, as well as bus preference traffic signals. We also have to supplement public transportation passes, especially for lower income residents to make using the bus/train more economically feasible.

Bus lanes on high traffic streets are necessary to encourage our residents to change their commuting practices, and would also lead to equitable transportation. I support a study to examine our routes to ensure that we are equitably serving our lower income residents with public transportation.

Gregg Moree

Remodeling the streets over time to accommodate more buses.

Patricia Nolan

The bus priority lanes that have been implemented on Mt. Auburn and Mass Ave have been a huge success. The community supported through citizen budgeting a plan for bus acceleration - and I advocated for that to be funded. I plan on working further with city staff to identify and implement additional opportunities for bus-only lanes. Another way to support bus service is to make it free - an idea I championed when I was on School Committee for students and one that the council has consistently pushed for. We recently discussed implementing free transit at a committee meeting using federal funds Cambridge will be receiving. Of course, free transit is an equity issue, and it makes the service faster when people do not have to pay at the front of the bus upon entering. At the state level, we can do a lot more to push for more infrastructure improvements.

Roy Ribitzky

In full honesty I do not have a strong grasp of MBTA vs. City jurisdiction regarding bus services. While I think we should have more bus-only lanes, Cambridge is small and full of narrow streets which would make that impossible; in addition, what’s to say the City proposes a new bus stop in a neighborhood with increasing population and the MBTA just delays that development?

I do believe the MBTA should run later service. If bars are open until 2am, we need to ensure there are safe modes of travel for intoxicated guests but we should also make sure our essential restaurant workers who can’t leave until 3am or 4am after close that can’t afford their own car or rideshares can get home. Public transportation is a public right, I believe, and that means giving the taxpayers the option to use it even late in the night.

Sumbul Siddiqui

We can achieve this by allowing for increased frequency of MBTA buses, particularly on busier routes to allow passengers to safely board and not wait extended times for the next bus. I am also in favor of expanding bus routes. We can also improve bus priority infrastructure by expanding use of dedicated bus lanes. We can fold these bus infrastructure plans into street redesigns involving other infrastructure such as bike lanes.

Theodora Skeadas

As a City Councilor, I will work with the City of Cambridge to accelerate bus service through the use of bus priority infrastructure. Although Cambridge does not have control of the MBTA as a whole, we can work to improve the consistency and reliability of the buses when they are on our streets by creating and adapting infrastructure to better suit the needs of the buses. This can be done through the creation of designated bus lanes, so buses do not have to get caught up in other motor vehicle traffic, along with bus priority systems at intersections, to keep the buses running at a more consistent time. Along with these travel updates, I would advocate to reassess the placement of bus stops, to ensure that they are placed in the more efficient areas and that they are of equal access to everyone.

Jivan Sobrinho-Wheeler

While the MBTA controls bus service, the City has control over our streets and budget and can do a lot to improve bus service with those mechanisms. Bus only lanes and signal priority can provide faster and more reliable service and have proven that already on Mt. Auburn Street. Mass Ave is also a key corridor that should have a new bus lane, especially because recent studies have shown that the #1 bus has both high ridership and high delays, which mean a bus lane would make a big difference in the lives of a lot of riders. I have sponsored policy orders and worked with city staff to try to make this a reality. Additionally, fare-free buses would help accelerate service since riders must pay as they board, which slows down travel. I’ve been working with Livable Streets and other elected officials to try to put together a plan for a fare-free bus route in Cambridge.

Paul Toner

I believe that public transportation is a critical tool to address traffic safety and reduce carbon emissions. I would improve bus service by advocating for the creation of priority bus lanes where appropriate. On North Massachusetts Avenue I support a priority bus lane during high volume traffic hours or a shared bus and bike lane. I also support the elimination of the median on Massachusetts Avenue and adjustments to sidewalk width where appropriate in order to facilitate more bicycle and bus traffic on our roads.

Nicola Williams

Our current public transportation system is lacking as a result of poor infrastructure and minimal innovative solutions to dramatically transform and create more equitable modes of transportation. I strive to create a public transit system that is affordable, accessible and equitable. In my role as City Councilor, I will be committed to building a city that is safe and available for all by creating policies that encourage people to use sustainable modes of transit when possible. It is essential that Cambridge work with our neighboring cities in Somerville, Watertown, Belmont, Arlington and Boston to develop a regional transportation strategy that includes greener modes of transit.
In order to encourage communal travel, the city of Cambridge must invest in infrastructure and services that will make this goal feasible. Raising revenue for investment in clean transportation solutions is an integral strategy to addressing this. Additionally, I support a local pilot to offer free public transportation in Cambridge including free bus transit vouchers for those in need.

Quinton Zondervan

I would work to create a flexible, comfortable and highly-functional city run shuttle service that is free for all road users and carries people from neighborhoods and business districts to MBTA controlled transit nodes and bus stops.

Burhan Azeem

Public Transit is wonderful in that it is (a) more affordable than owning a car, (b) better for the environment, and (c) makes trips around the city faster.

To achieve the great benefits from public transit residents have to feel they can comfortably get around without needing a car.

This means:
(1) Increasing transit frequency including in off-peak hours
(2) Advocating for a larger number of routes especially in the urban core
(3) Working with cities to reduce fares

Dana Bullister

No answer

Dennis Carlone

As described above, local traffic is dramatically affected by through traffic - Cambridge has as much as 50% through traffic. Given that the MBTA is a regional entity, it is the perfect authority to begin to fully analyze and work with individual cities to reduce through traffic and promote greater mass transit use. It seems to me that having a new dedicated Governance Board for the MBTA would assist in this opportunity to more seriously look at analyzing and better controlling the amount of automobile use in Greater Boston. I totally advocate for such a governance board.

Robert Eckstut

No answer

Marc McGovern

Like other issues I advocate for at the State level, I would speak publicly at meetings, I would organize residents, I would write op-eds and I would personally lobby. Cambridge is the fourth largest city in Massachusetts. We are the economic driver of the region. We need to leverage ourselves better at the State level. I have also had success, particularly with Magazine Beach on Memorial Drive, of facilitating partnerships between the State and Cambridge. I would continue to bring people together to work on important issues and build partnerships.

I would advocate for a seat (or 2) on the board that represents communities that contain MBTA routes and contribute to its funding. Also, the city should monitor the board and alert city residents of important dates of meetings and decisions pending, so that we can advocate for our city. The City of Cambridge Daily Update email should include pertinent information for our residents, so that they can voice their concerns to the board.

Gregg Moree

Build a plan with our constituents and prod the board to follow it.

Patricia Nolan

The entire system of government at every level has to evolve to more transparency and opportunities for input. The MBTA board for far too long has not been as driven to serve the needs of users as it should be. Governors have tried, the legislature has enacted some reforms - but not enough. I support the proposal to change the governance strucutre - a change that is overdue. The board meetings can be an opportunity for input and advocacy by the wider community. And for local elected officials such as myself to show up and make clear our desire and demand for better service, and better management of the MBTA. I would testify and advocate.

Roy Ribitzky

It is long overdue for effective oversight of the MBTA. The billions spent on that body for us to have inconsistent routes, stop times, more energy efficient vehicles is not right at all. I would use the board meetings to advocate for a financial audit of MBTA spending, explore ways to increase late night bus operations, and rethink routes to better accommodate where people live and commute with an emphasis on areas with less access to personal modes of transportation. I would also want to advocate for ways to get more young people, especially our students in CPS, to use public transportation more and have a space to voice their needs to the MBTA.

Sumbul Siddiqui

We could use this board to work on a long term strategy for the MBTA in Cambridge. This includes working with the board to provide means tested T passes for those who would otherwise not be able to use it and in time doing away with the fare altogether and making the T free for all. Advocacy has also kept the green line extension project going. The opening of the GLX at Union Square in Somerville will connect more residents of Cambridge to the rest of the MBTA’s subway infrastructure and establish direct connections to downtown Boston and beyond.

Theodora Skeadas

I would use this board to advocate for larger overhauls of the MBTA system that in turn have a trickle-down effect when it comes to Cambridge. Some proposed changes I would advocate for are expanding the hours of operation of MBTA services, better accessibility and fare-free transit. The bus system in Cambridge is only as good as the system as a whole, therefore I will advocate for changes that will help Cambridge and the rest of Massachusetts at large.

Jivan Sobrinho-Wheeler

I would advocate for expanded electrification efforts, abandoning the MBTA’s proposal to replace already electric trolley-buses in Cambridges with battery buses instead of deploying battery buses first to replace diesel buses in environmental justice communities. I worked with advocates including Transit Matters this term to pass a policy order on this. I’d also advocate for the MBTA to work with cities such as Cambridge, which would like to fund fare-free bus service, expand service on routes including the #1 and #68, and push back against any increase in fares and toward elimination of fares altogether with that revenue made up by progressive revenue generated by taxes on the wealthy. I’d also push for municipal representation of the dedicated governance board so that the cities and towns that depend most on the MBTA have a seat at the table.

Paul Toner

My understanding is that this already passed the State Legislature a few weeks ago. I support regional collaboration in order to enhance our public transit system. I would engage with council members, our state legislative delegation, city staff, and regional partners to address our transportation challenges. I would also use board meetings as an opportunity for regional advocacy for improvements to services and access for transit riders.

Nicola Williams

If the FMCB board is enacted, there needs to be representation from a variety of constituents, including Black, Hispanic, and indigenous and low income populations, because many of them take the MBTA more than any other constituent. The board meetings need to be public and include public comment so all voices are heard.

Quinton Zondervan

We will continue to use all available mechanisms to communicate with the MBTA and advocate for our constituents’ needs. Unfortunately the MBTA is massively underfunded and unfairly required to pay for its own operations, leading to a negative spiral of increasing fares and decreasing ridership. The model is completely broken and requires a complete revisioning based around taxing wealthy people and funding the MBTA to the point that anyone can ride for free!

Burhan Azeem

I believe we need to end mandatory parking minimums. Parking minimums add to the cost of housing while limiting how much housing can be built. Requiring just one parking spot can come at the cost of a studio apartment.

I do believe there is an inherent trade-off between open space and more units. If you have a one acre lot you can have more open space by building 1 six-unit apartment than 6 single family homes.

Dana Bullister

The city needs smarter parking minimums. I’m not so worried about the cost of building parking spaces In new developments. I’m concerned about the lost residential or green space opportunities. I want to reevaluate parking minimums in areas particularly close to the T stops and MBTA bus stops. A recent study conducted by the Dukakis Center for Urban Research & Policy found that expanded opportunity to the T increases car transit. Public transit centers increase the cost of rent so much that people who are more likely to own a car, higher-paid individuals, move into those properties. This is only the case because on-property parking minimums continue to encourage car ownership and use in areas where cars may not be necessary. I would try to pass an ordinance that removes parking minimums in these areas and encourages more residential spaces or more accessible green spaces.

Dennis Carlone

Before the growing dominance of cars in cities after World War Two, most apartment buildings had entry courtyards or back yards that were for tenant use. Obviously in addition to environmental benefits, this added to the residents’ and neighbors’ quality of life. Modern building funding sources generally require extensive parking because they believe parking adds great value to the property and enhances its marketability. Over the last few years Cambridge has learned that tenants of new housing near subway stops utilize only 40% of the building’s parking spaces. There is no question that a desirable mass transit system including buses, shuttles, and subways augment a livable city in a manner where parking lots or underground parking do not have to exist as heavily as they have in the last 20 years. We have reduced required parking in Cambridge. I have helped reduce the amount of required parking in smaller towns like Winchester's downtown.

Robert Eckstut

I am in talks with a group that is pushing to get rid of the (antiquated, imo) parking space requirement. It should feasibly free up space for affordable housing / projects / so on. I specifically love this because it's an indirect way to address how many people drive in Cambridge.

The best way to overcome community opposition is to have a large enough share/voters to push through what needs to be done.

Marc McGovern

This has been an issue in Cambridge many times. I am one of the leading voices for the development of more affordable housing. I led the fight to pass the Affordable Housing Overlay (another ordinance I helped author). We were under pressure to keep parking requirements, and to increase open space requirements. I held my ground and we did neither. I am a strong proponent of increasing height of buildings, which allows for more open space on the lot. I have been working with groups to eliminate parking minimums city wide. There is often community opposition to all of this. Some don't like tall buildings. Some don't want to eliminate parking. I compromise where I can so long as the ultimate goal is not undermined.

New developments are opportunities to create resilient and equitable housing solutions. We must change restrictive zoning laws that are outdated and inequitable.. We must end parking spot requirements (and perhaps even attach fees for the creation of new parking spots), since they prevent creating potential green spaces and increasing housing density. Denser housing leads to more efficient energy consumption, which is necessary as we face a changing climate, due to human activity. We must end restrictive zoning ordinances that make it more difficult for lower income families to find housing solutions. To counter the inevitable opposition, I am working towards educating people about the unprecedented challenges facing our city due to climate change, and the benefits of increasing housing density. I believe that with dialogue we can come to the conclusion that one clear path to justice is through our housing policies.

Gregg Moree

Put parking under buildings.

Patricia Nolan

I am and always have been someone who looks at the data. Each year, car registrations in Cambridge are decreasing and requests for permits are decreasing as well. Furthermore, our bike infrastructure is improving and we are doing a better job of focusing development near transit. Parking is difficult in some parts of the city, but it is important to look at the data when we craft our parking policies - any parking spaces we build today will be with us for decades to come, which is contrary to our goals. The need for open space is critical to our public health which needs to be included in communication about projects. The rapid changes in cars - from electric vehicles to self-driving and the dramatic improvements in electric bikes and scooters also provides opportunities to rethink how people move through the city. Once people understand that the changes are necessary the opposition can be lessened.

Roy Ribitzky

We need to rethink the zoning requirements of mandating parking spaces for every few units. That could include allowing development of a green space (garden, tree, etc) instead of a parking space. It could even mean rethinking home design entirely and looking at ways where homes are built with a parking space on the first floor and the 2 or 3 living units are above it. I am not an engineer nor an expert on zoning laws, but if we believe that Climate Change is the biggest threat to our existence then we must think outside the box when it comes to housing development. If every land development is looked at through the frame of climate change, I know we can come up with solutions that benefit renters, landlords, homeowners, and the environment.

Sumbul Siddiqui

Parking requirements needlessly increase the cost of housing whether the occupant of a housing development has a vehicle or not. By eliminating parking requirements we can discourage needless car ownership and increase availability of moderately priced housing. This may also allow for incorporating open or green space to lend a sense of community to a housing development. Without a per unit parking space minimum, we may also be able to build more units without worrying about how it impacts parking space.

It is important to have dialogue and think about how to balance these priorities. For me, more units will always win out over parking. I have found that in many situations there is ample street parking available that can be used.

Theodora Skeadas

As a City Councillor, I pledge to uphold a form of government that supports, engages with, and works for the community in which it operates. To me, this means that as a single member of this community, I may not have all the answers. I will continue to discuss these issues with local business owners and residents so that we can help to educate each other and work to find solutions together. Also, I would approach this work by building coalitions and change around areas of agreement. I will work diligently to communicate the policies and purposes that we pursue on City Council, including those outlined by Vision Zero, through effective outreach and education programs. I cannot promise to please everyone, but I will do everything possible to ensure that community members feel heard and respected in the decision-making process.

Jivan Sobrinho-Wheeler

As a recent study by MAPC made clear, the average parking space in a new housing development costs $15,000 to build and nearly 30% of those spaces go unused. That is money and space that could go towards more housing or open space, both of which are desperately needed in Cambridge. I’ve advocated for eliminating parking minimums in zoning city-wide and instituting parking maximums, especially near public transit.

I’m chairing a Transportation Committee on the city’s parking policies next week where we’ll be talking about both of these topics, along with changing the parking permit fee structure and re-examining curb cut policies, which promote parking over other uses in Cambridge. While there is sometimes pushback about lack of parking in new developments, it is important to highlight that all of Cambridge is within a short distance of a public transit stop and that dedicating space and money for parking takes away from other uses that improve the lives of Cambridge residents.

Paul Toner

New developments should provide some parking. Having no on-site parking will impact parking in the surrounding neighborhood because some new tenants will have cars. That said, I believe we can reduce our dependence on cars in several ways. First, we must build more housing near public transportation hubs. We should also create incentives for tenants of new apartments to forgo car ownership. These incentives could include reducing monthly rent for being car-free, offering discounted EBikes to residents, providing free or reduced MBTA cards, or housing several ZipCars and Blue Bikes on-site. If there is no parking on-site at a new development, I believe we need to discuss prohibiting residents of these developments from accessing Cambridge Parking Permits. We also have to understand how our lower income neighbors commute to work. I get a little uncomfortable at how these conversations are often led by and include mostly people who, like myself, have more employment, life/work balance options. Often low income residents work hours and/or in places that require cars to get to work. I would like to get more data about this issue to better understand the parking realities.

Nicola Williams

As an environmentalist, I support minimizing the use of parking as much as possible for open space. Space is a big factor for new housing development, especially denser affordable housing. Parking takes up a large amount of land as most of Cambridge relies on their cars as opposed to public transportation. Balancing the amount of units with available parking and open spaces is challenging but should be at the forefront of planning when increasing affordable housing.

We also need to make sure that we understand the needs of the constituents needing subsidized housing. I think it is imperative that a survey be done to assess the work schedules and reliability of public transportation. The Boston area does not have 24 hour transit services which impacts especially low income residents. They have to rely on cars to get to work overnight and night shifts and some of them are self employed as Uber and Lyft drivers. Working families with young children unfortunately need to rely on their cars to purchase food for their household and transporting their young children to day care (if they can afford it), or to another family member to care for the children while they work.

Quinton Zondervan

These questions are generally decided by the Planning Board. As City Councillors we do weight in and I have consistently advocated for zero parking. We also set policy for the city and I’m actively working on a policy to eliminate minimum parking requirements for new developments.

Burhan Azeem

There are two ways we can increase access to affordable housing near transit.

(1) Increase affordable housing. I was big proponent of the affordable housing overlay which has helped put 350 affordable units in the pipeline. I would further push for ""super-inclusionary"" zoning (from Envision) to increase the number of affordable units.

(2) We can also increase access to transit by working with the MBTA.

Dana Bullister

Housing cuts to the heart of inclusion. Geographic segregation by social status and the resulting inequality of opportunity cannot be solved passively using the market. We need a deliberate strategy that prioritizes communities and expands the conversation by considering options such as increased and diversified inclusionary zoning, new forms of social housing such as limited-equity co-ops and land trusts, homeownership programs, and building publicly financed social housing on underutilized city-owned lots. Furthermore, I would try to pass a home rule petition that allows Cambridge to go farther than the 10% affordable housing requirement which that state statute chapter 40B MA demands. Cambridge should strive past the 15% of affordable housing we already have and aim for 20%. By increasing the amount of affordable housing and creating a plan for equitable and quality bike lanes and pedestrian routes, we should be able to increase the equitable access to public transportation

Dennis Carlone

I have worked on over 2000 units of housing, 500 of which were affordable. I know the best location for affordable housing is near an MBTA station or on a bus route road. In Cambridge between Harvard and Porter square, near where I live, half of all buildings are 1-story tall. These are ideal sites for affordable housing. I have advocated for the city to sponsor a non-profit to purchase similarly located properties so that in time they could be rebuilt as affordable housing above ground floor retail. The nonprofit subsidized by city funds could lease the land back to affordable housing developers for new housing and first floor retail at a reduced rate of land value. This would further ensure the viability of both the affordable housing and selected retail that serves local community needs.

Robert Eckstut

By expanding transportation / making it free.

Marc McGovern

Over my 6 years on the Council, I have led the fight to more than triple the amount of money commercial developers must contribute to the Affordable Housing Trust (Incentive Zoning), bringing in millions for new, affordable housing. I led the way to increase our Inclusionary Zoning from 11.5% to 20%, the highest percentage in the state. I was the lead on the AHO, which already has close to 400 units of affordable housing in the pipeline. I have been outspoken for specific projects, such as 2072 Mass Ave. a 100% affordable housing building of 48 units, passive house construction and just two blocks from Porter Sq. T. These are issues I have fought for my entire time on the Council. I will continue to support these projects, particularly those near public transition.

Cambridge must become more active in pursuing policies for subsidizing non-profit developers to either build more affordable housing, or purchase existing housing to create deed-restricted housing stock close to public transportation. Inclusionary zoning is another way that can lead to creating more affordable housing near public transportation.

Gregg Moree

Shuttle buses.

Patricia Nolan

Much of our city does benefit from being near transportation and an MBTA station - I am working to see if we can add a commuter rail stop at Alewife, since as we build more housing there the need for more transit connections grows. With the city's largest concentration of low income housing already in the area, providing greater access to transit is critical if we are to end the dependency on cars. The inequality means that our investment in affordable housing, which has more than doubled over the last few years, is even more needed. This year the city is providing $50 million in housing services for low income residents - and the number of unit continues to expand. We need to also make sure that housing is suited for the climate crisis related changes that are coming to the city, especially the Alewife area.

Roy Ribitzky

I will propose Rent Control, a Ban on Evictions, and bus/subway stop reviews to see where we can have effective routes that allow all residents the transportation they need.

Sumbul Siddiqui

I was supportive of the overlay, which will make it easier to have more housing near transit. We also can do more to amend zoning regulations to allow for higher density housing in close proximity to these T stops. The City can add requirements that new developments build a certain amount of affordable units in new buildings close to MBTA stations.

Theodora Skeadas

I strongly believe that public transportation should be equally accessible to all, and in addition to expanding the MBTA services to better reach all communities, establishing affordable housing near these stations is equally important. I advocate for the use of shared equity housing in new developments near MBTA stations in order to provide a community-owned, democratically managed, and affordably priced housing option. The ability to easily access a subway station should not be limited by one’s income or ability level, especially when the use of public transit should be encouraged to reduce emissions from car travel.

I will use my position on City Council to demand that new developments are not taken advantage of by large housing corporations, and instead advocate for and work alongside local developers in order to create affordable housing solutions in these crucial areas that have previously been unattainable for marginalized and underprivileged communities.

Jivan Sobrinho-Wheeler

I was one of the sponsors of Cambridge’s Affordable Housing Overlay, which makes it easier to build new affordable housing throughout the City, and especially on major transit corridors like Mass Ave. I’ve also been an advocate for particular affordable housing developments near transit even in the face of opposition from the City’s Board of Zoning Appeals, which has suggested that the Affordable Housing Overlay should be a ceiling for affordable housing rather than a floor. One such example is the proposed 2072 Mass Ave affordable housing development, which would provide dozens of much needed affordable housing units within a few blocks of the Porter Square T station but where the City Manager appointed BZA is pushing for a reduction in units over concerns about aesthetics and parking.

Paul Toner

I will ensure that low-income residents have access to affordable housing near transportation by supporting more developments like the 2072 Massachusetts Ave project that would create housing within a half mile of the T.

Nicola Williams

Housing may be the largest expense most Canterbridgians have, but the cost of transportation can be a huge burden on the low income residents. As affordability decreases in Cambridge, access to public transportation needs to become a priority to retain our city’s diversity. To avoid community opposition and high costs, affordable housing is often moved further away from job centers. As a result, these residents suffer from the cost of maintaining a vehicle, long commutes, and large fees for transit. While further developing our transit infrastructure is vital, making sure it is accessible to those who need and will use it should be the primary goal. Affordable housing in Cambridge should be focused on transit-oriented development and seek partnerships with the MTBA who would benefit heavily from an increase of nearby riders.

Quinton Zondervan

I have consistently and successfully advocated for increased funding for affordable housing construction, including a $500 million bond proposal this term. The best mechanism we have for producing more affordable housing is to spend more money doing so.
I voted for the AHO and secured the first ever “right of return” preference for Cambridge tenants who were recently evicted from the city, as well as abolishing parking minimum requirements to help increase affordable housing production.

Burhan Azeem

Zoning reform is essential. Our current zoning articulates a suburban vision for Cambridge: low density, high cost housing. We need to make it possible to build small multi-family buildings (like much of Cambridge’s existing housing stock) by right. Making this housing type by right, encourages its development by reducing the costly delays and uncertainty developers face when seeking a special permit or a variance. We need to end residential parking minimums, which increase the cost of housing forcing people to pay for parking they don’t.

Ending the exclusionary history of single family zoning is necessary but insufficient. Dimensional requirements like lot size per dwelling unit limit how many units can be built on a lot and lead to larger than necessary apartments. Given that housing is priced by the square foot, requiring oversized housing means requiring expensive housing.

The Missing Middle Housing Zoning Petition could contribute to increasing housing for moderate income households on small lots that are not viable for the Affordable Housing Overlay.

Dana Bullister

No answer

Dennis Carlone

Affordable housing advocates and federal/state funding primarily focus on low-income housing. To expand moderate and middle-income housing one needs greater sources of funding. I have proposed a Real Estate Transfer Fee, which will generate as much as $35 million more a year for affordable housing. Some of these funds should be directed toward middle and moderate-income affordable housing. The other key factor is land acquisition. I have repeatedly recommended that all city land be reviewed for redevelopment as affordable housing or open space depending on what is most needed in that particular neighborhood. I have also proposed that a non-profit authority, such as the Cambridge Redevelopment Authority, be responsible for purchasing land utilizing their available funds and city funds to purchase appropriate sites. That nonprofit could downright the cost of the purchase and lease the land to nonprofits developers for the construction of affordable housing at all levels. However the city has not responded in a productive manner to these proposals. The council is becoming more progressive on these issues and I see a more progressive approach to housing at all levels as a priority.

Robert Eckstut

I'm in favor of the Missing Middle approach.

Marc McGovern

We not only have an affordable housing crisis, we have a housing crisis in general. Cambridge's job market has changed. It is no longer people like my grandmother who worked an assembly line at Polaroid and other factories. We are the innovation/bio tech capital of the country. People working in those fields are earning considerably more than my grandmother did. We need to build more housing of all types. Many of our new workers won't qualify for "affordable housing" so they will continue to rent the market rate units that are already here. With to few market rate units to meet the demand, rents will continue to skyrocket. As we have built more market rate housing and our vacancy rate has increased, rents have stabilized and started to come down. Building housing works.

There is no silver bullet for solving the housing question, and virtually every suggestion is met with hysteria and misinformation. But it is undeniable that it is a crisis here, as well as in cities across our region and the country. I support reforming single family home only zoning as one tool for creating more moderate and middle income housing. Allowing up to four units to be built on lots that now only allow one would help alleviate our housing shortage, and rectify zoning laws that were based on racist policies. This may not create enough homes or necessarily bring the prices down to an affordable level, but it is one tool of many we can implement. Right now there are other cities who have changed their single family only zoning to allow for multiple units on parcels previously zoned for single units. We can monitor the impact there, and see if it would be useful here. Zoning reform is key to achieving this.

Gregg Moree

Divide new housing into units for all. Make the house buying and mortgage processes easier.

Patricia Nolan

Envision is supposed to be the guiding vision and plan for the city as a whole. Yet the council had not set up ways to implement the plan and prioritize actions and monitor success - so I convened council committee meetings to review Envision. On housing the city is losing the middle - increasingly only very wealthy can buy and only people who qualify for subsidized housing can rent. I have proposed setting aside a portion of rental units for middle income households - to give our teachers, custodians, child care workers etc. a chance to live in the city they serve. And I have consistently pushed us to have more of our affordable housing funds be used on home ownership opportunities - not rentals. We need to allow folks to build equity.

Roy Ribitzky

It will be difficult, but we have to strike a balance between increasing the affordable units to people while not overloading our neighborhoods to where they become such densely populated areas where everyone is on top of each other. I would want to make sure housing development for low-income households take into account green spaces and ensure more tree canopy spaces are built to help cool the city down and give low-income residents beautiful open areas to enjoy living in that most wealthy residents get to enjoy in their backyards. I also do not think we necessarily need to build more homes – rent control initiatives can help keep low and middle income households in our communities.

Sumbul Siddiqui

We need to be looking at zoning in Cambridge to allow for more fourplexes, triple-deckers, townhouses versus the single condominium. I would propose more funds for workforce housing and have our tech sector particularly Kendall square pledge contributions to help build more middle-income housing. With any new commercial development, we must also require housing for moderate- and middle- income households.

Theodora Skeadas

In order to increase and maintain moderate- and middle-income housing, we have to base our housing systems as being tenant-first. I will advocate for the expansion of tenant rights, including but not limited to establishing rent stabilization policies, making the process of homeownership more community-based and democratic, and rejecting the advances of large, corporate developers in our community.

I will place particular importance on where and how we expand moderate- and middle-income housing. These homes need to be more accessible and available for all those in our community. I pledge to ensure that affordable housing options are made available in communities that have previously been income-restrictive in order to combat the racial and income-based segregation in Cambridge. Housing near accessible public transit, parks, schools, and business areas needs to be made more affordable for community members in these income levels, as proximity to these public services and areas should not be a privileged luxury.

Jivan Sobrinho-Wheeler

Cambridge needs to address the legacy of red-lining era exclusionary zoning in the City that prevents the creation of housing that most residents can afford. Parts of the City are still zoned only for single family homes or only for single family homes and duplexes. It’s also led to neighborhoods where most new housing sells for more than $1 million, sometimes much more. It also means that the types of housing that most Cambridge residents live in and have made up the city so long– triple-deckers, four- and six-plexes, apartment buildings—are illegal to create in much of the city. And even in neighborhoods that are not as restrictively zoned, set-back requirements make much of the current housing impossible to recreate today. I believe that the triple decker that I live in wouldn’t be allowed today because of its front and side-setbacks.

Paul Toner

I strongly believe that we need more housing stock for residents of all income levels. I support the concept in the Missing Middle Housing plan of creating flexibility to build more multi-family housing. However, as written, it did not guarantee that the zoning flexibility would only be given if the owner created more units of housing. I would like to see the City Council work with housing advocates and the planning board to develop a zoning proposal that will help developers create more housing options for middle income residents. I also want to hear from developers and the State’s Department of Housing and Community Development about what the realities are around costs, process, frivolous lawsuits, etc. that impact these developments so that the policy we develop is practical and can be implemented effectively . I think previous councilors have dug deep into this issue and I look to learning form their work as well.

Nicola Williams

People-centered housing policies are one of my top priorities and I have been outspoken against policies that prioritizes developers over residents and has no plan for affordability for low and middle-income residents. My housing plans center on empowering communities to 1) build wealth through homeownership programs, cooperatives, community land trusts, and innovative down payment programs; 2) create pathways for families that allow them to accept promotions without risking their housing and without strings attached; and 3) change Cambridge’s ineffective homeownership program to allow families to be able to build equity and pass along their homes to their families.

We need pathways for transitioning residents as their income improves, so they are not displaced; develop a comprehensive and regional approach to housing and transportation that is affordable and environmentally sustainable for all; and institute rent stabilization policies that incentivize property owners to offer below market rents for stable housing.

Quinton Zondervan

See answer to question 7 above. I think the same logic applies because moderate and middle-income households up to 80% AMI qualify for affordable housing units built with funding from the Affordable Housing Trust (AHT).

Burhan Azeem

Increasing funding to the Affordable Housing Trust, is an important solution. We need to be able to spend that money on actually building affordable housing.

It is essential to protect the Affordable Housing Overlay, which has already added 350+ units to the pipeline since its passage less than a year ago. Unfortunately, it is seen by some not as a maximum not a baseline, contrary to its stated intent. This is already making approval of special permits challenging for 100% Affordable Housing projects that are denser the AHO zoning by right.

We can also pass ""super-inclusionary"" zoning which mixes higher inclusionary zoning mandates on Mass Ave with higher FAR.

Dana Bullister

No answer

Dennis Carlone

There are two potential approaches to making 25% of Cambridge’s new housing production deed-restricted affordable by 2030. Prior to raising the affordable housing requirement to 20%, the city's consulting firm indicated that private housing development in Cambridge could afford as much as 25% affordable housing requirement. Unfortunately, the city typically undersells what its consultants say when it comes to financing including linkage fees as well in this discussion. Even if the city were not to pursue the 25% as described above, we can look at the Special Permit process for multi -unit housing developments where the city could include a special permit criteria that gives the city the ability to buy an additional 5% of a development to make into low, moderate, or middle-income housing. We will potentially have all the funds we need if my transfer fee proposal is eventually approved at the state level. It is a matter of only time and a realization that affordable housing at all levels is at a crisis point and must be more fully dealt with at the federal and state levels as well.

Robert Eckstut

I'm in favor of expanding the CHA budget.

Marc McGovern

This is not going to be easy. One of the great things about the AHO is that it requires that the units remain affordable in perpetuity. I would like to grow and expand this ordinance. It is working. We should amend the ordinance to allow for greater heights along main corridors, as to promote more development under the AHO, which will increase deed-restricted affordable units.

Inclusionary zoning on new housing is one method I support. There is fair criticism that this may lead to less stock being built as the developer naturally wants to make as much as they can. Another way is through subsidizing the purchase of existing housing by non-profit developers and then deed-restricting it. Also, we should aggressively pursue a policy of subsidizing non-profit housing developers' efforts to build more deed-restricted new housing.

Gregg Moree

Build 20,000 new affordable and net zero housing units by 2030.

Patricia Nolan

More of the dollars we spend on affordable housing should be towards a form of home ownership. We need to fund and develop limited equity co-ops and to explore community land trusts (which may well be unsuited for Cambridge now since our land valuations are so high, land trust might not give us the advantage possible in other places). We can set a standard for using AH funds for ownership - something I have proposed and will continue to work on if re-elected.

Roy Ribitzky

I believe housing is a right. Putting a moratorium on luxury condo development in our City can help us focus solely on affordable housing, which is what we should be doing anyways.

Sumbul Siddiqui

We can use our existing city property (parking lots), and other property that has been deeded to us. With the affordable housing overlay, we will be seeing more units come online, which will increase our deed-restricted affordable housing.

Theodora Skeadas

I believe strongly in the use of shared equity homeownership like deed-restricted affordable housing, land trusts, and limited equity co-ops that allow tenants to enter into a housing experience that places them as the priority. In a time of raising housing prices and severe displacement exacerbated by the COVID-19 pandemic, I pledge to support these initiatives for affordable housing now more than ever. On City Council, I will advocate for the use of these methods of homeownership in new developments while pushing back against corporate developers who place profit at the center of their projects. As an early member of the Harvard Square Neighborhood Association and current board member of the YWCA, I have experience working with local housing organizations and will continue to connect with these groups to better understand the housing needs of those in our city so that affordable housing is established strategically, effectively, and equitably.

Jivan Sobrinho-Wheeler

I’ve pushed for the creation of a Cambridge Community Land Trust as another tool in Cambridge’s toolbox for permanently affordable, deed-restricted, affordable housing creation. A Community Land Trust would be a way to harness more community resources for affordable housing, and I’ve had multiple residents approach me about the potential to donate buildings to a CLT. While Somerville has a Community Land Trust already and Boston has several, Cambridge does not. I’ve also been working to increase Cambridge’s affordable housing linkage fee, which is paid by new commercial development toward the City’s Affordable Housing Trust. While Cambridge’s current fee is currently ~$20/sf, cities such as San Francisco with similar housing crises have gone much higher. This would create millions of additional dollars that the city could put towards affordable housing each year.

Paul Toner

This issue requires sustained engagement with community members and councillors alike. There is friction between creating more affordable housing and allowing low-income families to invest in a home and create long-term wealth. We need to balance the ability of families to build equity while also affirming that people shouldn’t be allowed to make exorbitant profits on publicly subsidized affordable housing. The best way to meet Envision Cambridge’s goal of 25% deed-restricted housing is to ensure that residents are fully informed about the nature of a given deed and provided with information about the various housing options that Cambridge offers. I support continuing the work with developers and communities through public-private partnerships, the use of current inclusionary zoning requirements, and the Affordable Housing Overlay to meet the goal of 25% of deed-restricted affordable housing by 2030.

Nicola Williams

My campaign is proposing the 50/20 Plan that will raise our affordability from 14.5% to 20% and increase our homeownership from 35% to 50%. My 50/20 Plan will only be achievable with thoughtful, deliberate, and proactive policy planning and execution. I want to see more tenants become owners and reform Cambridge's ineffective homeownership agenda that is co-opted and dictated by developer-backed PACS and that deter families from being able to build equity and pass along to their families. It is vital to invest in housing cooperatives and community land trusts in order to house more people affordably. We need a regional approach to housing that will work with elected leaders in Boston, Somerville, and other nearby municipalities to help end displacement, create reasonable rent stabilization policies, and develop a pathway for economic empowerment for our residents.

Quinton Zondervan

Again, same answer as 7 and 8 above. All affordable housing built with funding from the AHT is deed restricted to remain affordable in perpetuity.

Burhan Azeem

Evidence from other cities finds that tenant right to legal counsel reduces evictions and discourages predatory behavior from landlords. In Philadelphia, tenants without representation were evicted 78% of the time versus a 5% eviction rate for those with a lawyer. (Phillips, The Affordable City, 2020). While Cambridge has increased its funding for tenant legal counsel, it is not a well known resource. We need to make it a well-known right for all Cambridge Tenants.

Dana Bullister

I would like to end inclusionary zoning, for a Cambridge community land trusts, implement a tenant’s right to counsel in housing court

Dennis Carlone

In addition to state and city grants to help pay rent and other costs (which has recently been subsidized by the federal American rescue grant of $65 million to Cambridge), the city and state offer free legal help and mediation to residents in need. Additionally, I proposed the Right of First Refusal with subsidies from the city for unit purchases, similar to the successful Washington DC program which began in the 1980s, for the City Council to consider. The city also has the ability to explore tax increment funding to help offset the need for housing. But perhaps equally important to all of the above is for Cambridge as well as other cities to recognize the importance that expanding commercial development has on raising existing residential rents. The city administration’s number one stated policy is for greater commercial development, which indirectly and directly increases rents on new and existing housing. The focus should be new residential development throughout the city in essence helping support and maintaining existing rent structure.

Robert Eckstut

No answer

Marc McGovern

In addition to building more housing, including building more housing on property (such as parking lots) that the city already owns, I would like the city to purchase more property (as we just did from BB&N) so that we can have more control over what is developed. There is a "gap" in where Section 8 vouchers max out and where market rate begins. I would like to see the city create a program to help fill that gap to make it easier for people who have vouchers to rent on the open market. We need to put more funds into homeownership opportunities. We need to increase tenant protections, impose just cause eviction protections, we need to eliminate exclusionary zoning that has been built on racism and classism.

Creation of a Tenants' Services Office for our city. This office would catalog available rental properties, complete ongoing audits to ensure fair housing practices, enforce compliance, issue fines for violations and mediate disputes between tenants and landlords, and offer free legal services to tenants facing evictions. A method of testing compliance would be by sending actors to apply for housing to see if there is discrimination based on race or socioeconomic status. I support issuing mobile vouchers to residents who qualify. For example, people under 60% AMI can apply for a voucher to support their rent up to fair market rate if their rent is over 30% of their income. Also, we should change existing, outdated zoning laws, so that we can increase our housing stock. Cambridge should use its resources to purchase existing home through subsidizing no-profit developers to create more deed-restricted housing. We should use Chapter 40R along with the Massworks Infrastructure Fund to develop sustainable, multi-use neighborhoods near public transportation.

Gregg Moree

More units.

Patricia Nolan

Legal help for tenants. Using our city's non tax dollars to prevent eviction. We continue to support the programs in the Human Services Department that help residents find and maintain access to housing. The Housing Department has some of the most dedicated and hard-working staff in the city, and we can build on their work to ensure all residents have access to the tools and programs they offer. Furthermore, upzonings that will encourage luxury development in Cambridge’s lower-income neighborhoods would be a disaster for displacement. We must be extremely careful with zoning petitions that do not take into account the impacts that would occur from developers being able to tear down existing buildings many of which house middle income folks and build market, including luxury units in their place.

Roy Ribitzky

First, we should eliminate the subminimum wage for tipped based workers. It is a racist and sexist business practice originating from slavery and Jim Crow. Then we should work toward increasing the City minimum wage into a livable wage (according to MIT, the living wage for a single person is $22 an hour in order to pay rent, bills, and have something of a life outside of work). The math supports higher wages across the board. More money in people’s pockets means more ability to pay rent. More importantly it allows for renters to save money long term and be homeowners themselves. Second, we should look at ways to enact rent control measures that protect renters from predatory rents but also support landlords and homeowners from losing value in their investments. Third, I believe evictions are immoral and inhumane and must be banned.

Sumbul Siddiqui

Increasing funds and access to legal services, preserving existing affordable housing, implementing a condo conversion ordinance. Massachusetts law allows towns and cities to adopt, by a 2/3rd vote of their local legislative bodies, local ordinances or bylaws regulating condominium conversion that are stronger than, or which otherwise differ from, the statewide law. I’ve drafted language for an ordinance, which will be discussed in August.

Theodora Skeadas

I am one of the few renters running for City Council. Over a ten year period, I moved approximately once a year. This experience emphasized the importance of advocating for security for renters through tenant organizing and tenant unions and makes me a better advocate for renters. I specifically support a number of policy priorities that empower tenants, prioritize solutions for low and middle income people, and work on behalf of the unhoused including, but not limited to:

-Allow tenants to organize with other tenants without interference
-Push back against large, corporate developers in favor of local groups
-Prioritize investment in low income communities
-Create new forms of social housing such as limited-equity co-ops and land trusts.
-Build publicly financed social housing on underutilized city and state owned property.
-Establish rent stabilization/control and tenant’s right of first refusal for condo conversions
-Enact a Housing First policy to address homelessness, which has a low barrier to entry and does not require people experiencing homelessness to graduate through a series of programs before they can access housing.

Jivan Sobrinho-Wheeler

In my first term, I’ve spent months working with Mayor Siddiqui on a Condo Conversion Ordinance, which would provide significant additional protections to renters in buildings that are being converted to condos. These include eviction protections, the right of first refusal, and relocation assistance of $10,000 per tenant. The ordinance was introduced in June and, if passed, it would be the strongest new tenant protection that Cambridge has enacted in years. Additionally, I’ve advocated for the creation of an Office of Housing Stability—which Boston and Somerville already have—to assist tenants with disputes and housing searches, help with municipal and state policy change, and track displacement and eviction data. I was also an advocate for the City’s COVID eviction moratorium, which provided crucial protections for residents across the city even when the state and federal protections had expired or were in doubt.

Paul Toner

There are two important changes we can make to help prevent displacement. First, we must ensure there are adequate rent subsidies during crisis situations and beyond when needed. Second, we should put a moratorium on evictions and provide tenants with access to legal assistance and mediation programs to provide additional support. Protecting tenants’ rights is absolutely essential if we are to minimize displacement.

Nicola Williams

The policies and actions that can be developed under existing municipal powers include:
Building new forms of social housing such as limited-equity co-ops and land trusts.
Building publicly financed social housing on underutilized city-owned lots, and on top of municipal properties, such as certain libraries and municipal buildings. Supporting tenants’ right of first refusal for condo conversions. Enacting a Housing First policy to address homelessness, which has a low barrier to entry, provides supportive services, and does not require people experiencing homelessness to graduate through a series of programs or address behavioral health issues before they can access housing. This can include, but is not exclusive to, permanent supportive housing models. Supporting better home ownership programs for marginalized groups and the underserved in order to build equity. Revamping our Homebridge program and replacing it with an affordable down payment program that offers the owner the opportunity to build equity and pass the property down to their children. 

Quinton Zondervan

Currently we are working on a Condo Conversion bylaw to extend the notice requirements and increase protections for existing tenants. This is no-brainer legislation that frankly should have been passed years ago but has repeatedly stalled for lack of political will on the council to get it done. I support any and all policies aimed at preventing displacement and secured an amendment designed to support these efforts as part of the AHO.