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1 | We asked the candidates running for city council questions about street safety and equiptable mobility. Here are their answers. | ||||||||||||||||||||||||||
2 | At-Large - By Ward | ||||||||||||||||||||||||||
3 | At-Large Tuesday N. Thomas did not answer the questions | Ari Iaccarino | Scott Istvan | Justin Klekota | Jonathan Link | Will Mbah (Incumbent) | Holly Simione | Christopher Ryan Spicer | Kristen Strezo (Incumbent) | Marianne Walles | Ben Wheeler | Jack Perenick | |||||||||||||||
4 | |||||||||||||||||||||||||||
5 | ariatlarge.com | scottistvan.com | electjustin.org | jonforsomerville.com | willmbah.com | kristenstrezo.com | mariannewalles.com | benwheelerforsomerville.com | jackforsomerville.com | ||||||||||||||||||
6 | 1. Do you support the SomerVision 2040 goal of reducing vehicular traffic so that 75% of work commutes are made via non-car mode by 2040? Please explain your answer. | Yes. In addition, a major part of my platform includes city-provided shoveling and de-icing of sidewalks so that people can get to work safely; enforcement has been lacking under the current expectation that residents shovel. If we can't even keep the sidewalks safe, how do we expect people to not take a car to work? Another major part of my platform includes building more bus benches and shelters. West Somerville is lacking in these, and getting to work via public transport should be a pleasure, not a pain. | Absolutely. Reducing car trips is not only imperative for street safety and sustainability, but also for quality of life - a walkable city is a livable city. I would go so far as to expand on that goal to include all daily trips such as caretaking and errands as well. Also, this is incredibly attainable - Car trips already represent a small percentage of total trips in Somerville. | This SomerVision goal is largely related to our climate goals. To avoid the worst impacts of climate change, the world needs to reduce carbon emissions dramatically and urgently: global progress has been disappointing to say the least. Somerville and municipalities around the world need a climate emergency action plan. The only point in recent years that we saw a global reduction in carbon emissions was during the pandemic when people shifted to remote work and online commerce. Given this, state and municipal governments should create a climate emergency action plan that incentivizes the ~40% of the work force (and their employers) capable of working remotely to work from home on a regular basis (https://www.pewresearch.org/short-reads/2023/03/30/about-a-third-of-us-workers-who-can-work-from-home-do-so-all-the-time/#:~:text=The%20majority%20of%20U.S.%20workers,from%20home%20all%20the%20time.) In addition, Somerville needs to make public transit more convenient and accessible including fare-free options to encourage those who commute to work to use public transit (ideally by subway and on electric buses which are currently planned by the MBTA in the next five years). In short, given the combination of work from home, subway, and anticipated MBTA electric bus deployment, it is very possible to have 75% of our workforce commuting to work carbon-free and car-free by 2040 or sooner. The remaining ~25% should be commuting by electric cars, and those that live near the Somerville Community Path may be able to commute by bike to work or school in Somerville, Cambridge, and Boston. | We need a city where walking, biking, and public transit are not just options but the easiest, safest, and most appealing ways to get around for SomerVision 2040 to work. We have our work cut out for us as a city. We need to continue redesigning streets to prioritize people's safety. And let's remember that while we are making the streets safer for pedestrians and people on bikes, we are also making the streets safer for people in cars. I support policies and infrastructure investments that make mode shift possible—protected bike lanes, reliable and affordable public transit, and dense, mixed-use neighborhoods where people can live close to where they work, shop, and socialize. Climate crisis is a big issue alone, but it's not lost on me that while we work to reduce climate impact we can also improve safety, affordability, and public health. Reducing car dependency for those who are able means fewer crashes, less pollution, and a more connected community. As a councilor, I’ll be a consistent voice for policy and planning that supports the SomerVision goals and builds a more sustainable and connected Somerville. | Yes. The city is growing in terms of population, but not in terms of size. We need to be smart about how we use our land. We must welcome new neighbors, but we cannot welcome them effectively if each person brings their very own automobile. I intend to continue supporting investments in affordable housing, and I will support changes to our zoning that allow taller buildings and more density. We need to do that without crushing our streets with thousands of new cars." "As a city councilor, even one of the At-Large members, it is challenging to hold the city accountable to particular timelines. I believe that our staff work hard, but there are a lot of compromises and only so many hours in the day / dollars in the budget. The city council does have authority over capital funding requests that pay for street projects. My commitment is that when we do finally get to work on a street project, I will push to do it right - as described in the Ordinance - or not at all. " Own Car, Walk, Bicycle, Bus, Train "In the early days of SASS, we had a project to improve safety at Mystic and McGrath. At the time, we called it the ""Corridor of Death!"" As part of that work, we did several tours of the intersection and surrounding area with people who used wheelchairs, with blind folks, and with people who could not move very fast because of their age. Seeing my friends and neighbors struggle to get out of the street because of something as simple as a missing curb cut taught me a lot. I think we need to get very serious about listening to these members of our community. As a city councilor I know that it is better to hear from our commission for persons with disabilities, our council on aging, and from members of the public who experience these challenges directly" " I have found that when working with the state, it is important to have a really clear message. When we have agreement between city staff, council, and advocacy groups like SASS, we have a chance to be heard. If we are arguing among ourselves, we can be ignored. Selfishly, I would prioritize Route 16, the Alewife Brook Parkway. I live on North Street, and I would love for it to be safer for my kids to get to the Dilboy pool and stadium." The MBTA has made great improvements in the last couple of years in making their buses both more frequent and, more important, more predictable. I think that we should celebrate those wins while at the same time pushing for sensible routes that take people between the places they need to go within the city - not just in and out of the center of Boston I have mixed feelings about the proposal to close Medford Street behind the high school. While there would certainly be benefits to some residents, I do also wonder about the impact of entirely closing such an important cross-town route. The city solicitor has given us the green light to create a program of automated enforcement. I think that we should put stop light and speeding cameras at some of our most dangerous intersections and then gather data to see whether they are effective "Generally yes, but it must be a thoughtful compromise. We have many different needs and only so much land in the city. Green infrastructure is a particular favorite of mine because it has so many different benefits, including reducing the load on our aging stormwater and sewer system. At the same time, many of our residents cannot get around without a vehicle. We need to avoid making mistakes that would cut them off from access. We also need to consider pick-up/drop-off and delivery" Many people do still need a car to get to work or just to get around town. Considerations of equity mean that we cannot just make every parking permit more expensive, since that would impact our less wealthy neighbors in an unfair way. I do think that multiple permits at the same address should get more expensive. Yes, absolutely. "This is a complex question. If there was a simple answer, we would all agree and just do it tomorrow. A big part of the answer is that regions are made out of cities, and cities are made out of neighborhoods and squares. If we want less driving, we need mixed-use neighborhoods where people can do what they want to do without having to go across town or to another city. The affordability crisis in housing is real and building more housing is part of the solution, but we need to be thoughtful to avoid creating another problem for future generations. " "Somerville is electrifying very rapidly. The Community Choice Electricity program lets us choose to use clean renewable power at a negotiated rate. We should look for other opportunities to use our leverage as a city to create incentives for people to do the right thing. " "Yes. While cars are necessary for some uses and some people, we cannot keep going with the assumption from the 50's that every new resident gets to bring their very own car. Parking maximums are a part of that. " | Yes, I support SomerVision’s 2040 goal, as the influx of new residents relocating to metro-Boston has made increased vehicular usage unsustainable. However we cannot achieve this by removing parking for residents who live here now and need a car to remain employed. We must fully invest in our public transportation system (the oldest in the country) if we are ever going to achieve that goal. The benefits are numerous, and long lasting. Reduced vehicle commutes equate to a substantial reduction in fossil fuel consumption, improvements in air quality, and lower transportation costs. Boston was recently cited as having the worst air pollution in the US. | Yes, I do support the SomerVision 2040 goal. My neighbor grew up taking out lifestock, goats, sheep, into the pasture, now is a renter and a devoted driver, attached to his car to the point he says it's his favorite thing about living in America--but then, months later--he's completely flipped--I see him coming off of the MBTA line--he loves it. His whole world has changed. About these goals--some say that "bike lanes" is just a white issue--and that bears out in my experience, that is, the challenge to this movement, to widen our circles and find intersectional points--which brings me to why I support the goal. I am concerned about the fact black and brown families are most impacted by pollution. We've come a long way from the 1970s when nickel was in gasoline, and when local politicians had a role in allowing communities of color to be most impacted. But the backslide makes many concerned that these goals are not a priority. I think that improved communication that these goals are actually going to happen would offset our community hostility to seemingly random construction. I won't be surprised if a north star goal to dramatically "mode shift" by 2035, the way Colorado announced last year. Work commutes will remain a way of life--our essential workers will still matter. I do want my neighbor who is a Haitian immigrant home nursing assistant to continue serving throughout Greater Boston. Work commutes made via non-car mode can include motorized scooters, bikes, but transportation is an equity and access issue, and we need public education campaigning to continue centering the least able-bodied so that our goals align with ensuring the piloted buse lanes are permanent, that, trains, and historically, trolleycars, made Somerville a working city of 100,000. I won't support every carrot and stick action imaginable such as capping expenditures serving non-emergency roads, tolls charging user fees to non-residents, and I don't believe in legislating utopia. As you know, Somerville has already changed zoning that has abandoned the "right to a car in every driveway," thereby reducing vehicular traffic. As a child I recall my father running outside because of a fatal accident involving teenage driving. I stood with Safe Streets and fellow Human Rights Commissioners for the Rally on the McGrath Highway and I attended a Davis Square Rally--part of the amazing coalition with guidebook of Vision Zero. I think legislating non-car mode is ten years away, but even then, Somerville could be the first City to make this happen. I was born in Seattle, two years after a major transportation bill failed to pass--one that would have revolutionized the glotted North South I-5 corridor. I think it's most likely that the changes will happen through Home Rule petitions, and then, putting it before the voters. We're gentrifying, but I do think local government has an important role to play in safeguarding or 'grandfathering in' our longtime residents. The State does this despite support for increased excise taxes by providing exemptions of multiple stripes, but there is hope I think to say perhaps that precious Americana, the car, could become the luxury item of tomorrow. | Yes, I support the overall goal of SomerVision 2040. Additionally, I am 100% Vision Zero and will continue to be. We want to encourage people to take many alternate paths to get to their destinations, to reduce the overall vehicle miles traveled (VMT). Multimodal transportation is important. While it is of the utmost priority to reduce vehicular traffic, we cannot ignore the infrastructure improvements that have yet to be made. As SomerVision states, “if we can make walking, biking and public transportation reliable, convenient and pleasant, we can reduce vehicular transportation, improve the health of our residents and improve the environment.” I completely agree. We must also plan our street design with the infrastructure we have in mind. The SomerVision 2040 report acknowledges challenges and particularly equity challenges that we must transcend. For instance, the report states the backlog of ADA modernization was $75 million (adopted 2021 version). I would like to get a current 2025 update of where the $75 million ADA backlog stands and I would like updated progress on this. Our community path is fabulous and it encourages Somerville residents to use it instead of relying on vehicles. It delights me that it is used by so many people. Still, there are some safety gaps where the path meets street intersections and we have to prioritize fixing them immediately. Central Street and the community path, for instance, and the infamous bend at the community path and School Street. I see fellow cyclists struggle to clear it constantly and I hold my breath every time I see it. We need to correct those crossings immediately. Additionally, as recommended by SomerVision, I wish for barriers between motor vehicles and cyclists to be made of sturdy materials, and I will continue to prioritize this. Pedestrian, cyclist and motor vehicle safety measures will increase the safety for all residents, and may encourage use of cycling to work. Addressing safe routes to school will reduce the reliance on cars to get to school, and this should be prioritized. I have continuously focused on this. Achieving a safe number of regular crossing guards at intersections should be part of this safety plan, and it’s something I’ve advocated for. In addition, I advocated for an increase to their pay and flexible possibilities for scheduling, which was successful. As a city we can and should strive to achieve the goals of SomerVision 2040, while being mindful that there are infrastructure and equity considerations that also have to be addressed. Some residents will still need their cars. In the equity goals section of the SomerVision 2040 report, the city recognizes that "marginalized groups have historically been left out of the planning process, yet these groups live within the region of unsafe infrastructure.” We also need to acknowledge the experiences of many lower income people who work late shift hours and get off work after the last bus of the evening, or work outside of the city and must drive. They may need to rely on cars. We have to plan our city while being mindful of our diverse lifestyles. Parents sometimes require vehicles to get to children’s events. We have plenty of parents with multiple children who oftentimes have to get to three places at the same time. Or, they may have to get to their children’s sports games. Some have away games outside of Somerville and outside of the state, week after week, and may or may not have the option to take public transportation in time for an away game. | Yes, I believe in investments in a more reliable transit system. Which is why I canvassed so hard for Fair Share amendment | Yes, I support setting an ambitious target for more walking, biking, and transit. It aligns with our climate goals, relieves congestion, and makes our streets safer. I’ll back investments in reliable transit service, protected bike lanes, and subsidized transit passes, while monitoring progress and adjusting strategies as needed. | Yes, wholeheartedly. I believe we achieve this in two ways. Firstly by focusing on the low hanging fruit, incentivising commuters who can currently get to work without a car based on existing infrastructure, but currently choose not to by improving Somerville’s connection and utilization of transit infrastructure. While MBTA infrastructure itself is overseen by the state, our city government has a large role in ensuring our surrounding streetscapes and built environment are well integrated and make using transit an easy and enjoyable option. Much of the city is well served by MBTA buses, they were my primary form of transportation before the greenline extension opened, we should do everything we can to increase the appeal of utilizing our bus routes. Shelters, bus arrival indicators, safety, and seating are crucial to ensuring that bus transportation is an appealing choice. Additionally, while much of the work of getting 75%+ of our work commutes to non-car modes involves improving transportation, some of our work must also include bringing workplaces closer to residents. By continuing to zone for mix-use growth we can avoid the car-dependancy that bedroom communities very frequently face by growing opportunities for walkable or easily commutable jobs. | |||||||||||||||
7 | 2. Somerville has passed the Safe Streets Ordinance. How will you work to ensure that this is implemented for both short-term and long-term projects? | Continuous dialog with residents who are upset by the reduction in parking is one way to bolster support or at least reduce the anger associated with the project. In addition, entrepreneurs who are not familiar with Somerville's cultural dedication to bike culture and the Safe Streets Ordinance need to know how this city operates. I've spoken to many small business owners who are frustrated about a lack of parking but don't understand that this is a very normal thing for Somervillians who generally walk or bike. I'd work with the Chamber of Commerce to enhance their communications around bringing more small businesses to Somerville to include very explicit language around the transportation culture here. I'm currently assisting two business owners who are very upset with the parking situation, and part of my work is in helping connecting them to the Chamber of Commerce and currently city councilors (something they didn't know they could do). I would also like to see efforts towards eliminating pass-through streets so that way children, pets, and families can enjoy their streets again without worrying about being killed by drivers. Neighborhoods in Europe, Turkey, and elsewhere use electronic bollards to allow neighbors and delivery drivers in while keeping drivers who are trying to cut through traffic out. This would be a great way to also keep parking for residents and provide safe roads for cyclists. Finally, I would work the Somerville Police Department to issue citations to cars parked in bike lanes. As a cyclist, I fear for my life when a car parks suddenly in a bike lane on a busy street. | I look forward to working with the mayor’s office and the transportation team to prioritize funding for projects and remove barriers to implementation as needed. I hope to contribute from my own experience as a bicycle commuter and general infrastructure nerd to ensure that we have high quality safe streets infrastructure in every project. | All sidewalks and major intersections should be ADA-accessible including pavers and sonic crossing devices. I also support dedicated bus lanes and electrification of our parking and public transit infrastructure (e.g. consistent with the anticipated roll-out of electric MBTA buses citywide and the need for electric vehicle charging stations). Our City’s well-intended patchwork of bicycle lanes, sometimes protected, sometimes unprotected, sometimes on one side of the street, sometimes on both sides, and sometimes painted down the middle of the road may be confusing to both cyclists and motorists: this may limit their safety benefits and may explain the limited adoption of bicycles as a mode of transportation citywide. The most successful bicycle infrastructure is the Somerville Community Path which can support a bicycle or pedestrian commute all the way to Cambridge and Boston: we need to prioritize roadway improvements connecting our neighborhoods to the Community Path and monitor their adoption by cyclists seasonally and year-round. To help close the gap between cyclists’ homes and the Community Path, we should equip our buses with more bicycle racks to reduce potentially unsafe commutes by bicycle alone. I suspect promoting hybrid bus/bike commutes to work may improve safety. The Safe Street Ordinance should be amended to allow for data-based monitoring and re-design of bicycle paths found to be unsafe or largely unused, rather than measuring progress in terms of mileage alone. No one in this City wants to see bicycle-related (or any transit-related) fatalities: City officials should consider the good-faith feedback of the critics of our bicycle lane designs and find new ways to create more uniform bike lane designs and/or hybrid commutes blending bikes and public transit that residents can use safely. | In Massachusetts nearly 1/3 of the pedestrian deaths were from people older than 65. I want our seniors, our families, and our kids to feel safe leaving the house. I will use all the tools the city council has to ensure the Safe Streets Ordinance is fully implemented, in both the short-term and long-term. That includes asking the hard questions at city council meetings, pushing for clear timelines and transparent reporting from city staff, and ensuring that budgets and street designs are aligned with the ordinance’s requirements. I’ll also work to make sure community voices are heard, especially from people who walk, bike, or use mobility devices. The ordinance is a major step forward, but it’s only as strong as its enforcement. I’ll advocate for a culture of follow-through at City Hall. Plans and promises are great, but our safety goals should show up as paint, pavement, and public trust. | As a city councilor, even one of the At-Large members, it is challenging to hold the city accountable to particular timelines. I believe that our staff work hard, but there are a lot of compromises and only so many hours in the day / dollars in the budget. The city council does have authority over capital funding requests that pay for street projects. My commitment is that when we do finally get to work on a street project, I will push to do it right - as described in the Ordinance - or not at all. | The Safe Streets Ordinance that was unanimously passed by the City Council in 2024 was a precedent setting local measure that aligns with SomerVision’s 2024 by creating almost 30 miles of new bike lanes and increases pedestrian safety and infrastructure. Before any permits are approved, I would insist developers sign a binding Memorandum of Agreement (MOA) recognizing this ordinance and agreeing to its terms. Non-compliance would be met with substantial and punitive monetary fines, and the possibility of revocation of their permit. | To increase ridership I prioritize protected lanes on every major arterial, which encourage 1.8 times as many riders than standard bike lanes. In addition to on-demand crossing lights, we need how many installed accessories e.g. route tool ‘library’ stations and wayfinding signs? I will encourage adherence to equity plan of implementation, increasing the quantity and quality of the network during planned repaving and/or speed hump installation. I bring a beginner’s mind to supporting the Safe Streets Ordinance: for some parts of the City population biking is like math--both activities need surrounding supportive culture. I want my kids to perform better at math than I did, but I can communicate well-being with bikes. Seeing biking as the evolution from ridership advocacy, I’m digesting the bad news that Federal funding cuts could disrupt timelines and prevent the roll out increase from 3 miles to 29 miles of bike lanes. Regardless, I will work with creativity to implement the Ordinance and the City’s stated Vision to have regardless of age or ability the to ride a bike anywhere in the city and feel safe and comfortable. A few years after mountain biking became an Olympic sport, in 1996, I became a mountain bike instructor for a summer camp. Now I have three daughters who I want to see enjoy the implementation of the Safe Streets Ordinance. The older two just had that amazing “click” learning to ride their bikes, their molecular layer interneurons encoding electrical signals leaving the cerebellum--the part of the brain that controls co-ordinated movement--into a language storeable as memory into other parts of the brain. Soon we’ll be using the bike path to get to Winter Hill and East Somerville Unidos Program. We’ll join the bike parade on Fridays. Yet, without further push for a Pearl street protected lane, the June 30 McGrath Highway and Fellsway report indicates my kids won’t be safe there for some years. I would work to encourage equity in the process of linking geographically isolated, socially and economically disadvantaged environments. We need to poultice the injury of food insecurity with mobility solutions. I would seek companion legislation to prioritize protected lanes thru food ‘brown zones’ improving access with corridors to local grocery and authorize spending on creating ADA accessible storefronts. Twenty years ago, many would have said the time had not yet come for an antiracist approach.Today, though well tested elsewhere, the City to co-produce a bike shareability program to mitigate the construction of racially identified “white” space. I would champion community-led benchmarks within areas below household median income. In partnership with the Bicycle Advisory Committee and Pedestrian & Transit Advisory Committee subgoals are on the record: neighborways for local access, the idea allowing counterflow biking; proposals bolstering construction of North-South routes; enforcement of blocked bike lanes; converting historical crash zones Highland, Holland, Elm and Central into protected bike lanes. Protecting bikers thru underpasses was achieved for Washington Street but Highway 28 transforms beginning in 2028. In the underpass conversation, I-93, biking community and mental health advocates recall homeless encampment. I am hearing pushback against bike lanes. The sympathy is for local business. The reliance on car parking to support owners, employee transit is coming from white, working-class homeowners, an unorganized group of supposedly bike-friendly citizens. And then there is lack of legitimacy for counterflow biking, a communication issue resulting in backlash. “That’s an embarrassment” says one pointing at a father biking wrong-way up Hudson. Is this a bike-hating NIMBY troll? All are helmeted, the father transiting his two kids in a front-loaded bucket seat back from camp. And there is no traffic to speak of, so what does this resident find so offensive? It’s the fact the city has no contingency for liability when the inevitable accident happens. Thinking with his MBA, this resident sees the City’s progress on implementing bike lanes without a plan in place to deal with the lawsuits from fatal accident or terrible injury. Re-upping the 2021-22 citywide mailings to educate people to both celebrate the victory of lower crash numbers thanks to protected lanes on Beacon (26 crashes in 2021), Somerville Ave (30 crashes in 2021). Materials can recruit to the annual ridership count as well as promote safety and the use 3-1-1 for example to report blockages of bike lanes. The May 20, 2025 City Council was proactive with city officials whose contingency plans to address potential funding shortfalls and resident groups and to increase ridership. The Somerville Safe Streets Ordinance, one of seven ordinances passed in 2024, mandates an increase of 3 miles of bike lanes to a network of 29 miles of bike lanes. What buffer is in place to protect implementation of the Safe Streets Ordinance? Ridership advocates are the best guard against a leadership reducing City plans to triage. Ridership can show that these improvements bring well-being and deliver improvements that help everyone. It all goes back to the mid-1880s, the UK Cyclists’ Touring Club, with a membership of 20,000 were a powerful force, through which, the idea that roads were good, became a national concern. Planned maintenance will require that cost information is not siloed with planners or engineers, accounting or engineering. In determining connected network using data, not just crash data, to determine how elevation change, traffic volume, traffic speeds. A network of thirty miles is a fraction of our street stock. For comparison we have a network of 180 miles of Sewer and storm drainage pipes beneath our streets. All the factors and more will be in play as Highway 28 transforms beginning in 2028. | Federal funding is in peril, and it’s something I am worried about. We must first defend our funding to complete our current street design projects. I will continue to ensure that the city is moving forward with the progress on the Safe Streets Ordinance. I would prioritize the city’s focus of incorporating equity goals into the implementation of the Safe Streets Ordinance. I’d like to focus on expanding ADA accessible parking, as recommended. Also, I’m committed to the increased presence of crossing guards to ensure the safety of our residents. Preventing polarization of street design must be a part of the process, and I’ll continue to work to bring in residents who are not fully aware of the work of the Safe Streets Ordinance. We must bring them to the table, and also highlight the benefits of the Ordinance. Annual reporting is important and it keeps us on track. I would like to introduce annual reviews of the reports on ADA accessibility in the Equity Committee. Despite potential interruptions in federal funding, I will use my position on the Council to ensure that our goal of introducing the 30 mile protected bike lanes will continue. | I would request target dates and follow up on our meeting those targets | In the short term, I’ll encourage the city’s engineering department in its trying a variety of quick‐build safety upgrades—crosswalk enhancements, curb extensions, mini-roundabouts, speed bumps, and signal timing changes—on streets where speeding and safety are most at risk. For long-term capital projects, I’ll insist that every City-led or funded project involve a Safe Streets review, and report back publicly on design compliance before construction starts. | I am a strong supporter of the Safe Streets Ordinance as well as the Somerville Bicycle Network Plan. I support the change to make the installation of physical protections automatic on corridors already designated under the plan. Additionally, I’ll work to address the ordinance’s short term goals to improve bus stops by resurfacing sidewalks, ensuring ADA compliance under the transition plan, adding benches and shelters, adding bumpouts or floating bus stops where feasible, and collaborating with the MBTA to add arrival time indicators and improved wayfinding. In the longer term, I believe we need to give more attention to intersections which are not fully addressed by the current ordinance. Improving intersections through changes to lane design and light timing, as well as physical protection in some areas, will make these conflict areas much safer for pedestrians, cyclists, and drivers alike. It is essential that we follow a data driven approach in addressing street safety. As we roll out the new ordinance and other plans we should use the wealth of data on Somerville’s roads and intersections, as well as on practices nationwide, to make targeted changes across the city that ensure the safest possible configurations. In furtherance of these goals, I want to ensure we upgrade our signal equipment to be more easily changed. I’ve seen the difficulty of making timing or walk request changes, and unfortunately the process requires significant time and work. Agility in our timing and signaling infrastructure will be critical to continue to use data from intersections to improve intersection safety. | |||||||||||||||
8 | 3. Which of the following modes of transportation do you use regularly in Somerville? | Rental or shared car, Walk, Bicycle, Bus, Train | Own Car, Rental or shared car, Walk, Bicycle, Bike share, Bus, Train | Own Car, Rental or shared car, Walk, Train | Own Car, Walk, Bicycle, Train | Own Car, Walk, Bicycle, Bus, Train | Own Car, Walk, Bicycle, Bike share, Bus, Train | Own Car, Walk, Bicycle, Train | Own Car, Walk, Bicycle, Bus, Train | Own Car, Walk, Train | Own Car, Walk, Bicycle, Bike share, Bus, Train | Own Car, Walk, Bicycle, Bike share, Bus, Train | |||||||||||||||
9 | 4. What do you see as Somerville’s most pressing needs to improve accessible pedestrian infrastructure, particularly for those who are visually impaired or who use mobility assistive devices? How will you advance these improvements? | Again, during colder temperatures, the lack of snow and ice clearing for sidewalks is a massive impediment that can easily be solved and is a priority for me. | We need to prioritize wider sidewalks that people with strollers, mobility devices, and grocery carts can use even on trash days without being forced into the street. This includes building bump outs to preserve mature shade trees instead of narrowing the sidewalk or removing the tree. Pedestrian streets crossings also factor in to accessibility- we need to make sure crossings are frequent, visible, short, and safe. Crossings with lights need to provide enough time for slower moving pedestrians to safely cross as well without conflicting with turning vehicles. | As noted, all sidewalks and major intersections should be ADA-accessible including pavers and sonic crossing devices. I also support use of street-side space for outdoor Commerce and the Arts, potentially creating streets exclusively dedicated to pedestrians, bicycle traffic, and emergency responders on weekends, on a seasonal basis, and/or year-round if vehicle traffic can be successfully diverted elsewhere. There have been discussions along these lines for Davis Square for some time: this could be an opportunity to redesign and modernize Davis Square, for example. | Somerville needs to fix overly narrow and broken sidewalks, and make crossing the street easier and safer. That would mean installing more tactile and audible crossing signals and creating more raised crosswalks. These are essential for residents who use mobility devices or are visually impaired. I was hearted to see a few new tree bump outs and some particularly bad sidewalks fixed, but too many streets remain inaccessible to some of our residents. As a city councilor, I’ll push for: • Funding for ADA upgrades. • Stronger enforcement on obstructions like snow and construction. • Regular audits to identify problem areas (shared to the public in an accessible way). • Ongoing input from disability advocate. Accessible sidewalks are a basic right, and we need to treat them like the safety infrastructure they are. | In the early days of SASS, we had a project to improve safety at Mystic and McGrath. At the time, we called it the "Corridor of Death!" As part of that work, we did several tours of the intersection and surrounding area with people who used wheelchairs, with blind folks, and with people who could not move very fast because of their age. Seeing my friends and neighbors struggle to get out of the street because of something as simple as a missing curb cut taught me a lot. I think we need to get very serious about listening to these members of our community. As a city councilor I know that it is better to hear from our commission for persons with disabilities, our council on aging, and from members of the public who experience these challenges directly | The city continues to design our pedestrian infrastructure without any input from our most vulnerable users. I will work collaboratively with the administration and stakeholders to create new design standards that will become part of our municipal code , similar to the code changes implemented for bike lanes to ensure safety and equity for pedestrians. | If elected I will authorize funding sound corridors for safe crossing. And if removal of stoplights is proposed I will insist the City install audio beacons. October 15 is white cane day for commemorating the accomplishments of the blind recognizing champions in our community such as Robert Dias, a Somerville resident and Massachusetts Office of Disability information specialist. | I have been working towards advancing these improvements since Day One in office. I feel that the work for pedestrian accessibility is sometimes an overlooked priority in Somerville. For many years before she passed, I was the sole caretaker to my grandmother who was deaf and also required a walker to get around. She needed my assistance to get around Somerville and beyond for medical appointments, Senior Social activities, and more. I needed a car to get her around our city. There was no bus line that would take her from our home to where she needed to go. It was extremely difficult for her to get around the city as a pedestrian and virtually impossible in the winter. I take this personal experience with me when I think about street and sidewalk design and safety. Now, I proudly serve as the City Council representative on the ADA Transition Plan task force which is currently modernizing its very outdated ADA Design Plan. I enjoy studying the intricate details of the ADA street design perspective to understand the barriers, needs, approach and the gaps to implementation– to better fight for the necessary changes. I also directly hear from fellow task force members, Commission for Persons with Disabilities commissioners, and directly from senior residents about the challenges they face for independent mobility. Their experiences guide me on ADA accessibility, alongside other Somerville community members. I have walked areas of Somerville alongside the Commission for Persons with Disabilities and some blind members of our visually impaired community, and I’ve also done so in Davis Square when the streetlights were out, mid-day on a weekday. It was not just dangerous when this was happening, it could have been fatal for a visually impaired person to cross traffic that day in Davis. To address the question, the most pressing need to improve accessible pedestrian infrastructure for this demographic is taking their voices and their experiences seriously in street design. I do not think that is yet happening. We must act collaboratively when it comes to street design. We must honor their lived experiences. This intention is right in SomerVision as it states, “vulnerable transportation users like seniors, persons with cognitive disabilities, vision, and mobility impaired persons must be included in creating and improving safe methods of transportation. Improving safety for vulnerable road users will improve safety for everyone.” (page 57). If we do not include all voices, we potentially disenfranchise our fellow community members. Aside from truly listening and applying all voices, another barrier is federal funding. The Trump administration is holding our street design grant funding hostage. The City is now actively suing them to release the illegal holding of these funds. | Expansion of more assessable curbs in particular on side streets. | We need consistent curb-ramps with tactile warning strips, level sidewalks free of obstructions, and accessible pedestrian signals with audio cues. (And we seriously need to re-do the nightmarish Ball Square corner near Kelly's Diner and Avenue, which is a dangerous tripping hazard.) I’ll work with our ADA advisory committee to audit high-need blocks, prioritize those gaps in our annual paving plan, and secure dedicated grant funding to accelerate those fixes. | So much can be done on this issue by committing to an aggressive campaign of sidewalk maintenance. Widening sidewalks, especially where we’re working on street narrowing projects for traffic calming, along with focused repairs to curb cuts and textured plates that ensure all can safely access sidewalks and road crossings. Resurfacing crosswalks and filling potholes is also essential to ensure no one is risking a fall when in the roadway. Making these happen will always come down to funding, and I’m committed to making this a key priority during budget discussions. As a part of signaling upgrades in the city, we also need to ensure we install talking signs that allow for visually impaired residents to hear when a walk signal is on and when the beg button has been requested. | |||||||||||||||
10 | 5. Some of the most dangerous roads in Somerville are controlled by state agencies, including McGrath Highway and Mystic Avenue. How do you plan to work with state agencies, such as MassDOT and DCR, to make much needed changes to improve safety along busy corridors? What corridors would you prioritize, and why? | My background is in marketing and PR, and there's nothing like media coverage to get the dial moving. Your members may already know that I was in the Globe and Channel 5 for my work in advocating for a safer Mystic Valley Pkwy and Boston Ave intersection. The result of my work was a left on green arrow placed not only at this intersection but also at Alewife Brook Pkwy and Broadway. I know this to be true because I asked DCR workers specifically. They said I wasn't the only one who complained, but it was my media coverage that got the dial to move. However, media coverage isn't the only tactic. Developing strong coalitions that are relentless at lobbying state agencies and reps/senators is also important. Before my advocacy with the intersection, I co-founded a company in 2016 called Ridj-it to expand access to the outdoors in every state in New England for people without cars. I built the company from the ground up and organized with multiple stakeholders to make this access happen in a scalable fashion. Accessibility and transportation are a couple of my specialties. | The two mass DOT projects that I am most excited about currently are the Boulevard transformation of McGrath Highway and the pedestrian bridge connecting assembly to Everett. Both of these will be transformative both from a safety perspective and from a quality of life perspective, connecting areas that had previously felt cutoff or inaccessible. I will continue to speak out and advocate for first-class walking, transit, and cycling connections in these and other projects, as well as encouraging right-sized roadway designs that prioritize the community rather than pass-through traffic. Other corridors that I’d like to address are alewife brook parkway, which currently is poorly designed so that it is neither safe nor efficient, and mystic ave/rt38 which is a very promising corridor with business and residential uses that currently has very poor accommodation for anything other than motor vehicles. | Our City is physically divided by McGrath Highway, and McGrath has the most fatalities of any roadway in Somerville: in 2021, I participated in a protest along with many of our elected officials calling for redesign of McGrath Highway to reduce traffic fatalities. Because McGrath divides a residential neighborhood on either side, I would engage our State agencies calling for a reduction in the speed limit on McGrath Highway to 25mph maximum (or less near residential crossing). Personally, however difficult this would be legislatively, I would like to see McGrath Highway granted to the City of Somerville for re-design and re-development. 93 and our subway system provides ample opportunity for transit through Somerville to downtown Boston, and I question the necessity of McGrath Highway in its current form given our Massachusetts Climate Law’s emission reduction goals. McGrath could be redeveloped as a City roadway including bus lanes and/or a new subway line along with a new, protected Community Path to Lechmere. If Somerville can demonstrate McGrath highway redesign can help Massachusetts meet its emissions reduction goals, it may be able to influence State agencies to approve its redesign. There have been multiple recent examples of successful highway removal projects nationwide (https://en.wikipedia.org/wiki/Freeway_removal), so we have precedent to follow. | As a city councilor, I’ll use my platform to advocate for cooperation between the City, community groups, and our state. That means I'll keep showing up at MassDOT and DCR meetings, submitting testimony, and keeping the pressure on through all channels available to me. I’ll also work with colleagues to ensure the City is doing its part through planning, data-sharing, and matching infrastructure funds where needed. My top priorities would include: • McGrath Highway, is still a hazard despite years of conversation and we are still years away from any meaningful changes. We need to move from plans to shovels in the ground for a safer, slower, multimodal boulevard. The project also ends too soon. We need to make sure people going to Foss Park and the grocery store are able to get to and from them safely. • Mystic Avenue, especially near East Somerville, which is a dangerous crossing point for families, transit riders, and kids walking to school. It's been splitting our city up for ages and there hasn't been nearly enough effort to fix that. • DCR also needs to be pushed to continue their work making Alewife Brook Parkway safe for pedestrians and people on bikes to use. I’ll advocate for consistent design standards that align with the Safe Streets Ordinance. State control shouldn’t mean local silence. I’ll be a loud, consistent, and collaborative advocate for redesigning these corridors to serve the people who live here—not just the cars passing through. | I have found that when working with the state, it is important to have a really clear message. When we have agreement between city staff, council, and advocacy groups like SASS, we have a chance to be heard. If we are arguing among ourselves, we can be ignored. Selfishly, I would prioritize Route 16, the Alewife Brook Parkway. I live on North Street, and I would love for it to be safer for my kids to get to the Dilboy pool and stadium. | I would work collaboratively with administration, but more importantly, Somerville’s legislative delegation to upgrade, repair, and improve dangerous state roadways that intersect Somerville. I would prioritize the McGrath Highway portion that leads into Medford and Highland Road, Mystic Avenue by Shore Drive, and the intersection of Boston Avenue and Route 16, on the Somerville/Medford line. | A few months ago a police officer was injured in a motor-vehicle accident at McGrath and Broadway. September and October alternate as holding the highest average motor-vehicle crashes. I have subscribed to MassDOT for updates to 28/38 intersection, the I-93 Viaduct Bridge Preservation and McGrath Boulevard project. If elected, I will submit public records requests, make appointments to establish contact and advocate equal access to ensure our historically impacted residents have a place with decision makers at MassDOT and Department of Conservation and Recreation (DCR). | Our municipal relationship with MassDOT and other state agencies is what I would define as precarious as we compete for funding and attention with so many other communities throughout the Commonwealth. As a City Councilor, I feel I have a good relationship with the Mobility Department who acts as the liaison between the Council and MassDOT/DCR/MBTA. Whenever I reach out to Mobility about a state-related issue or to report an emergency, the Mobility team is responsive and effective in helping me with a solution or an approach. From there, the state legislators are to be the go betweens for City Councilors. I do, additionally, reach out to my State Reps for assistance in our city. Our relationships are symbiotic. I would say that my specific priorities are more responsive actions from MassDOT on Alewife Brook Parkway and more safe pathways in the so-called ‘Corridor of Death’ (McGrath Highway). I run, walk and bike inside the Corridor of Death frequently, if not daily. I understand the immediacy for safe infrastructure and continued attention for safer street design. And, there’s STILL a lot of work on Alewife Brook Parkway that needs to be addressed by MassDOT. Residents in West Somerville and along the Alewife rotary beg for more safety features. They still request longer pedestrian crossing times along Alewife Brook Parkway. The residents near the Waterworks/Capen Court rotary ask for an illuminated stop sign and regular tree branch trimming next to the stop sign for visibility. It is beyond frustrating that our hands are tied and unable to implement these basic safety modifications as a city. In Wards 4 and 1, I have asked for more state-staffed crossing guards along McGrath Highway. I am also worried about the loss of the McGrath footbridge between Broadway and Medford Street, and if it has to be deconstructed, for it to be part of the last phase of the redesign project. I do not yet agree that the proposed street design plans are safe in the region as I am still wary of safety post-McGrath footbridge. I am incredibly worried about safety along the whole area. Additionally, the McGrath Highway bike lanes have to be protected completely, immediately, on each side, all the way up crossing the Mystic River into Medford. That needs to be prioritized. Bike lines have to also be more frequently cleared of street debris (and metal car parts). | I would approach it as a collaboration, I have been able to work with multiple state agencies . I see McGrath as a priority as there have been some changes on Mystic Ave but there is more to be done to improve safety. | The Transportation Advisory Committee is one existing body through which we work with MassDOT and DCR; this may be enough, or it may be necessary to draft an ordinance calling for the creation of a joint task force that would involve MassDOT and DCR more directly with our City staff, to review crash data and design options. I’d prioritize McGrath Highway and Mystic Avenue, because both have high collision and injury rates, and cut off neighborhoods. By packaging community-backed proposals like lane reductions, raised crossings, and fully protected bike lanes, we can make the case for state adoption. | Our state controlled roads are an area of deep need where persistent advocacy and follow up is needed to ensure our community’s voice is heard. On Alewife Brook Parkway, which is under DCR control, I’ll advocate for adding turn lanes and building on the work that’s been done to improve signal timing. With McGrath Highway, I’m supportive of the ongoing Boulevard project to remove the elevated bypass, and I will work to ensure that East Somerville residents are given every opportunity to give input and prioritize their voices throughout the public process. As we work on these projects, it is critical that we retain our $43 million in federal grants that support key infrastructure improvements across the city. My experience with state level advocacy has given me the knowledge and relationships to ensure that the needs of Somerville residents are heard on these projects. I look forward to engaging with our State Legislators to ensure we continue to integrate these roads to better reflect Somerville’s priorities. | |||||||||||||||
11 | 6. What can Somerville do to improve bus service for residents? | Lobby the MBTA to not cut bus routes. And again, putting out benches for people to use the bus would also be helpful. I keep a pair of benches by my fence, which is in front of a bus stop, so that way folks can use these benches when waiting for the bus. It's ridiculous there aren't benches already along Boston Ave let alone no coverage from the elements. In addition, many older folks at our three VNAs and SHA buildings have told me that buses do not stop in front of their buildings. We should make sure buses stop specifically in front of at entrances for senior group housing. | We need to make riding the bus a first class experience for our residents. This includes improving predictability and reliability of bus schedules with things like bus lanes, bus priority signals, and queue jumps. It also includes thinking about the entirety of the bus experience: clean, comfortable bus stops with benches and shelters from the weather. We could look to other cities to improve our bus stops with things like heating elements for the winter and arrival time screens. | Make all buses free, electric, and add plenty of bike racks to them. We should make sure there are bus stops near entrances to the Somerville Community Path, so we can encourage hybrid bus/bike commuting. | As a city councilor, I would push for: • More dedicated bus lanes on key corridors where congestion regularly delays service as well as bus stop islands. • Transit signal priority, so buses spend less time stuck at red lights. • Better bus stops with shelters, benches, and lighting. • Zoning and planning that supports bus ridership, like dense, walkable neighborhoods near high-ridership routes. I’d also work to build stronger partnerships with the MBTA, especially as they redesign the bus network. That includes fighting for adequate coverage in underserved neighborhoods, fare affordability, and equity-focused improvements that reflect how people actually travel across our city. We can also continue to push for innovations like the north-south shuttle that SomerNova will run. | The MBTA has made great improvements in the last couple of years in making their buses both more frequent and, more important, more predictable. I think that we should celebrate those wins while at the same time pushing for sensible routes that take people between the places they need to go within the city - not just in and out of the center of Boston | I would work with the MBTA, and our legislative partners, to upgrade bus stop signage and waiting areas, ensure there is no reduction in service on heavily utilized bus routes where most of the bus stops are not proximate to the Green Line or Red Line. Examples of these routes would be the 87 Davis to Union, 88 Somerville High School, and the 90 no longer serving East Somerville bus routes. | Although T7 North-South route was opened by MBTA in 2022, and T101 extended, a pilot micro-transit project recently confronted Somerville’s topographic challenged north-south ways. Long dreamed to be served bus routes, I would favor micro-transit service servicing a circuit from Temple Street--School Street into Union Square. Somerville Public Schools has a responsibility to its students and families to continue busing students impacted by the closure of Winter Hill. | Continued advocacy is key, including utilizing community partners and CBAs. We also have to view this issue hyper-locally, not just statewide. Please see my answer on transportation and housing discussing CBAs and Neighboring Community Benefits. | Have free bus service within Somerville so that residents can easily move around the city | We should lobby the MBTA for higher frequency on Routes 80/89 and the 87, seek bus-priority lanes on key corridors, and improve stop amenities with shelters and real-time displays. Somerville can also pilot fare-free or programs on local shuttles to build ridership and demonstrate demand; we can expand on the partial shuttle bus infrastructure that exists with Tufts' shuttle (which is open to everyone), the Museum of Fine Arts shuttle from Medford to the Back Bay campus, the forthcoming Somernova shuttle, the bridge-hopper shuttle that the city used to run during GLX construction delays, and the Somerville-Cambridge-Medford Transportation nonprofit's Door2Door van service for seniors and residents with disabilities, which currently is piloting a shuttle mode. | Buses are central to our broader transportation improvements. Investing in infrastructure and enforcement at bus stops to ensure they are safe, accessible, and unobstructed by parked cars will provide for a better experience for passengers. Adding arrival time indicators along with wayfinding improvements can better integrate these bus stops into our city and ensure that infrequent or first time transit users can navigate the system effectively. | |||||||||||||||
12 | 7. Do you support permanently closing Medford Street to motor vehicle traffic in the section behind the high school, as presented at the Gilman Square Community Meeting on November 22, 2021? | I support closing more than just Medford Street. We need a street renaissance where we can experience our neighbors in open spaces without worrying about being killed by drivers. The only caveat is that I'd like emergency vehicles and, potentially, disability vehicles able to access these areas. | I could see good safety benefits, and minimal negative impacts to doing so - there isn’t a ton of traffic on that section as it stands. This would greatly improve a challenging crossing in the community path, and make getting to school safer for SHS students. | Yes, I support closing that section of Medford Street. This should keep our students safer and add to open space. It is a very short stretch of roadway that will not impact citywide commutes. | I haven’t seen the specific plans presented at the 2021 Gilman Square meeting (I tried to dig them up, but I was unsuccessful), so I can’t speak directly to the Medford Street proposal. That said, I’m open to exploring pedestrianization there if it improves safety and access while not creating a new pattern that pushes drivers into neighborhood streets. I believe Somerville should take a serious look at pedestrianizing Bow Street and Elm Street, where there’s already a lot of foot traffic and strong potential to create vibrant, walkable public space that supports local businesses and community life. Streets should prioritize people and businesses, and I’m always interested in learning about creative, community-supported ways to improve life in our city. | I have mixed feelings about the proposal to close Medford Street behind the high school. While there would certainly be benefits to some residents, I do also wonder about the impact of entirely closing such an important cross-town route. | I would only support that plan if it involved clear and increased alternative detours that would enable traffic to detour effectively, with minimal disruption to regular traffic flow. I would also insist on this restriction being lifted during morning and afternoon when Somerville High School starts and finishes the school day and during rush hour traffic. I would also advocate for an initial launch of this program to be tested during the weekend. | I haven’t seen the presentation. I would like to know what the implicated shutdowns are as Hwy 28 is grounded beginning in 2028. The closure experienced in that section due to construction was aggravating pre-GLX but the adjustment now does strike me as something I would support. Just in terms of process: If Gilman Square would comport along the lines of a neighborhood association and carry that motion, I predict it would bring along more support city-wide. | I attended the meeting in 2021 which was a good conversation. While I’m open to the conversation and considering closing that portion of Medford Street as a possibility, still, I would not be ready to commit to a plan to close Medford Street behind the high school without first checking in with all residents in the region, as there are several senior buildings within the area. I would continue to work with the Gilman Square Neighborhood Council and I would also want data on how this would impact our residents and businesses. Bordering streets like School Street, Walnut Street and Marshall Street are all one-way. How would closing this portion of Medford Street change how fire or ambulance services reach one of the numerous high rise senior buildings in the area? Just a few years ago, there was a fire at Pearl Street that caused complete damage to several of the lower floor apartments. Several tenants lost everything and had to be relocated for almost a year. How would closing this section of Medford Street impact the ability of First Responders to get to an emergency immediately? And how would it impact the ability of home-based service providers (Visiting Nurses and physical therapists, Meals-on-Wheels, visiting midwives) to effectively get to their clients in the region and on schedule? I would also check in with the businesses in the region, such as Sarma. How would this impact them? | yes | From my reading, that 11/22/21 presentation didn’t go into detail about the closure—it was focused on possibilities around bike lane and car driving lane mixes. I’m unfamiliar with the proposal to close that section of Medford Street completely to car traffic; I would want to learn more. I’m open to a pilot closure if data shows it improves safety and school access without unduly burdening adjacent streets. We’d need a time-limited trial, clear performance metrics (e.g., crash reduction, traffic diversion impacts), and robust community feedback before making it permanent. | I believe this change is worthy of study, and would be interested to see the results of a renewed public conversation. Like with any street closing, I would want to be mindful of the detour effects, in particular onto the newly redesigned Pearl St. I have frequently found this section of Medford Street unsafe however, as a pedestrian and cyclist, and do believe that some major redesign work, or the closure to thru traffic may be merited. | |||||||||||||||
13 | 8. Do you support using traffic safety camera enforcement (i.e., speed and red-light safety cameras) in Somerville, and how will you work to implement it? | 100%. We already have legal precedent for being able to use it. I would like neighbors to submit streets where they'd like to see enforcement. Somerville has to stop being the pass-through city for folks trying to get to 93, Cambridge, and elsewhere. We're a city to live in -- not to pass through. | I am supportive with many heavy caveats. I have significant concerns about surveillance, privacy and data management, especially in this day and age where are seeing the surveillance state weaponized against our neighbors. I also grew up in Chicago where the red light cameras were involved in a big corruption scheme that incentivized setting dangerous timings on lights. Furthermore, I believe we should invest first in prevention than enforcement. If a speeding driver hits a pedestrian, a ticket after the fact isn’t going to help. Here’s what I will support: 1. A program operated by the city with revenues collected by the city with bare minimal data retention. 2. Bus lane camera enforcement 3. Loading zone camera enforcement 4. Speed and red light enforcement only after physical improvements have been made to the street to reduce average traffic speeds to below the speed limit. | Yes, traffic safety technology upgrades should be included in our annual budget. Enforcement should be on par with best practices (e.g. no frivolous speeding tickets for 4 mph over the limit). Camera enforcement should mask non-essential images (e.g. passenger faces, personal possessions, auto interior, etc.). | Yes, I support using traffic safety cameras (including speed and red-light enforcement) to reduce driving that endangers vulnerable road users. There's ample evidence that automated enforcement slows traffic and prevents crashes. In Somerville, where speeding and red light running is common, it seems like a no-brainer. It must be implemented carefully and equitably. As a city councilor, I would: • Push for clear guidelines about where and how cameras are used. We are working to improve safety, not create a surveillance network. • Prioritizing areas with high crash rates, schools, and our most pedestrian heavy areas. • Ensure we have transparent policies and community engagement. That includes public education, clear signage, and a fair appeals process. • Advocate that revenue from fines goes directly toward safety improvements, not general funds or policing. Cameras won't solve the problem, they are just one more tool we should be using to help us slow down traffic and protect vulnerable road users. | The city solicitor has given us the green light to create a program of automated enforcement. I think that we should put stop light and speeding cameras at some of our most dangerous intersections and then gather data to see whether they are effective | Yes, I would support the use of traffic safety cameras and would work with police to target high traffic incidents intersections, utilizing police data and 311 data to gauge the effectiveness of this program before implementation citywide. | Safety camera enforcement is generally something I do not support. The Central Street corridor, however, in the spring of 2024, was still audibly a drag race in the middle of the night, from what neighbors told me. I believe the traffic safety camera enforcement was on the City Council docket at the time--and that case would have made me consider it. However, other solutions were pending: the traffic calming measures and the bike path extension finally opened. | Yes and we’d implement it with funding. | Yes, I would host community meetings and stress the importance of safety as many of us have seen cars blow through red lights. | Yes. Automated enforcement deters speeding and red-light running cost-effectively. What’s tricky is that state law appears to forbid ticketing that is completely automated; but it seems likely there is a way around this, by staffing a traffic officer with access to live cameras, who can confirm what they detect in the moment, and manually submit the ticket. I’ll work with our legislative delegation to secure any necessary state authorization, propose a phased roll-out at the highest-crash intersections, and ensure clear signage and community education around the program. | I am a firm supporter of automated enforcement for traffic offences. Bringing this technology to Somerville would save lives and improve the ability of all residents to use our roadways. This is an issue of state law, and I would advocate on Beacon Hill to ensure that we can pass enabling legislation that allows Somerville to implement camera enforcement. Whether this comes in the form of a home rule petition, limited pilot, or a statewide local option law, I will ensure that we pursue the best language that can pass to allow us to quickly move towards implementation. We should look to communities like Salem which have been able to pursue limited automated camera enforcement to find ways we might pilot this technology in Somerville. | |||||||||||||||
14 | 9. Do you support reallocating curbside parking to create safe bike infrastructure, bus lanes, green stormwater infrastructure, and pedestrian improvements in order to achieve the stated goals in Vision Zero and Somervision 2040, What would you do to work with the community to resolve issues of constrained street space? | In general yes and I'd like to see businesses be part of this dialog. I cannot tell you how many businesses are upset by what they perceive as a lack of parking. We need to build consensus with the business community, because residents are echoing these businesses' concerns. I don't think we need to replace all curbside parking, especially if we can implement speed cameras throughout the city to make sure drivers are not breaking the law and endangering cyclists. I'd also like to see municipal parking lots offer free parking after and before business hours as a compromise to residents and businesses. Think Tufts administrative building on Holland. In addition, we should have an ordinance that requires businesses to allow free parking before and after their respective business hours. Think Walgreens on Somerville Ave -- huge parking lot, almost always empty. I also want to mention the bollards idea again. If we can introduce electronic bollards to keep out pass-through drivers, this will make streets safer while allowing residents to keep their on-street parking. | Yes. We did a parking and curb use study a few years back and almost nothing has come from it. It is well beyond time to reevaluate curb use in this city, especially as the proliferation of ride apps and delivery apps continue to park dangerously and block traffic. In general, we need to be able to be more dynamic and responsive to curb use needs, with safety as the first priority. | I favor eliminating extra travel lanes to make room for additional infrastructure including safe bike infrastructure, bus lanes, green stormwater infrastructure, and pedestrian improvements, which often includes plenty of space for street parking also (there are many examples citywide of multiple safety elements, including parking, occupying the same street-side space). I do not favor eliminating street parking altogether: that being said, I do recognize there could be some benefits to relocating street parking to nearby locations to make space for necessary road improvements. Somerville residents seem to prefer walking, driving, parking, and bus/subway. Adding more bike racks to buses may help our cyclists safely close the gap between their homes and the Somerville Community Path, leading to increased usage of bicycles and hybrid bus/bike commutes citywide. | Yes, I support reallocating curbside parking to create safe bike lanes, bus lanes, green infrastructure, and pedestrian improvements. These changes are necessary to meet our Vision Zero and SomerVision 2040 goals. But we have to do it thoughtfully. That means working closely with the community to address legitimate concerns—especially around accessibility. I would ensure we preserve and improve accessible parking for people with disabilities and make sure changes don’t leave seniors or mobility impaired residents behind. | Generally yes, but it must be a thoughtful compromise. We have many different needs and only so much land in the city. Green infrastructure is a particular favorite of mine because it has so many different benefits, including reducing the load on our aging stormwater and sewer system. At the same time, many of our residents cannot get around without a vehicle. We need to avoid making mistakes that would cut them off from access. We also need to consider pick-up/drop-off and delivery | I support safe bike, bus, and pedestrian improvements and green stormwater infrastructure in areas where is can be achieved without removing parking as the only solution. Local business, space for safe delivery of goods, and pedestrian safety must be considered with every design change to the curb. The number of empty store fronts and streets blocked by idling delivery trucks is harmful to our economy and our health. | Yes, I am enjoying Summer Street, finally. And approve of the City plans to bring protected bike lanes along Highland both directions from Davis Square to McGrath. I am cautiously open to further proposals for reallocating curbside parking. Street parking, street-sweeping and snow-removal amenities all converge here with implications for local businesses. In general, there’s a misperception that scholars like Donald Shoup have widely communicated: no free parking. Parking is commonly accepted as a neutral good. In fact, local history reminds us of the opposite. The advent of the car brought an end to Somerville as a trolley suburb, and we still have the arterials to show for it, but the cars clogging our neighborhood business squares just as quickly took business further. Walkable city principles will do more to stimulate business, or so I want to believe, but employees can’t afford to live here. I want to avoid contributing to commercial displacement, listening to businesses who may report a reliance on employees who commute and need car-mode transit. | Together we can work on balancing the needs of local businesses, accessibility and visiting service providers with the goals of increasing bus navigation, cyclist safety and pedestrian protections. Existing bus lanes also need to be better monitored as they are frequently misused by speeding cars or are utilized for double parking by delivery drivers. A specific example of this problem can be found on Broadway in Winter Hill. I’m reaching out to SASS for support for better stewardship and protections of our current bus lanes. | Yes, my approach is to collaborate with residents to ensure we in cooperate the needs of seniors and our disabled residents as well as hear from our small local businesses . | Yes, I support strategic reallocation of parking. We’ll run small-scale pilots (e.g., pop-up bike lanes, curb bump-outs) to demonstrate benefits, hold neighborhood workshops to map trade-off areas, and offer mitigations like nearby permit adjustments or shared parking agreements for local businesses. I think it’s crucial to keep in mind the needs of residents with disabilities and seniors who need parking for their homes to be accessible; and to learn from the backlash that Cambridge has experienced against bike lanes, as a result of removing so much parking. I want this the SomerVision 2040 transition to be successful and politically sustainable, and that means we need to make sure those who need to park near homes and businesses see that parking is being reduced—but not eliminated completely. | I support the Somerville Bicycle Network Plan and its provisions for making maximal use of our limited street space. This is an area with significant competing interests and I support our continued efforts to implement the plan. I will support studies seeking to find the most efficient curb utilization, and hope to pursue targeted reallocation proposals that maintain accessibility, accommodate residents and businesses, and meet our needs regarding bikes, buses, and pedestrians along with adequate stormwater management in the face of intensifying climate change. We face challenges with both limited neighborhood permit parking and limited availability in commercial corridors and I am committed to ensuring we strike a balance that allows for needed safety infrastructure as well as short duration parking, pick-up and drop-off, and loading zone spaces. In particular, I think moving towards more 30 minute spaces would be a positive change that would ensure parking is more frequently available in commercial areas. I also want to ensure we adjust for congested areas with limited parking by better enforcing prohibitions on double parking and idling. | |||||||||||||||
15 | 10. The current price for residential parking permits in Somerville is approximately $3.33 a month, while the market rate for off street parking is much higher. Would you propose changes to Somerville’s parking permitting costs, billing, or eligibility, and if so, what changes? | If there's consensus, sure, but I don't think the consensus is there. Rising rents are already killing residents; now add on more costs for the privilege of having a car. Again, if the consensus were there, sure. | We should absolutely be charging more for permits for those who can afford it. I would support individual income based charges for parking permits, to ensure that the program is both efficient and equitable. I personally would pay plenty more for a parking permit! Additionally, I’d be curious to explore a similarly priced secure on street bike parking pilot. There are various small scale secure facilities that can be installed for bicycle storage; why should automobiles be the only personal transportation that has a right to occupy a public space for dirt cheap? | Permit rates should be indexed to inflation and subject to annual increases consistent with inflation. Motorists also pay an excise tax on top of the costs of permits: this is the main form of “taxation” associated with vehicle ownership for residents, so I do not see a need for excessive permit rates. | I'm not sure now is the time to raise the cost of residential parking permits across the board. Too many people in our community are already struggling with rising costs from housing to groceries to utility bills. City fees like water and sewer bills are already going up a lot this year, and I don’t believe in nickel-and-diming hardworking residents. That said, I do think there’s room for a more equitable fee structure. Charging more for households with multiple vehicles or oversized vehicles, while keeping costs low for those with a single, city-sized car. This approach could encourage less car ownership without placing an undue burden on lower-income families or those with no off-street options. Any changes need to be made carefully, with strong community input and a clear sense of fairness. | Many people do still need a car to get to work or just to get around town. Considerations of equity mean that we cannot just make every parking permit more expensive, since that would impact our less wealthy neighbors in an unfair way. I do think that multiple permits at the same address should get more expensive. | $40 a year is actually above market rate compared to the neighboring communities of Cambridge, Medford, and even Boston. I would closely review eligibility standards for permit parking, and streamline the process to renew permits online. I would waive permit parking fees for any resident with a car registered in their name and a HP plate/placard. | I would with reservation. Door knocking has changed my perception of our streets. If you had asked me straight after viewing the parking report issued last year that included information about other cities cost of parking permits I would have found the case for a median increase relatable. At the time, Trull Street was engaged in something of a parking war with a renter who stashed multiple motorcycles in the street before street sweeping day as placeholders for multiple other vehicles. Sixteen months of appealing to our local City Council to no avail, and notwithstanding constant ticketing from Inspectional Services, the owner-occupier at last persuaded the renter their manner of presence was unwelcome. Having said that, and witnessed for myself that many of the highly prohibitive parking permit costs are in cities of the west that have culture wars around the car-mode of transit, it almost seems stereotypical that urbanites here rely less on the car. My experience on this close-walking tour of streets it’s possible to see the cultural conflict in terms of overspill from crowded housing, where a car is an office, a comfortable personal den. And while some portions of our neighborhoods have off-street parking residences, whole residential sectors have no drive-ways. Then looking back at a proposal, I do scale back. Already I would have wanted to factor in escape hatches based on need and held discussion of eligibility for sliding scale permitting. | No, I would not because we need to ensure that equity is happening. An increase of residential parking permits would potentially impact our most vulnerable lower income residents. Some of our lower income Somerville residents need a car to work or to get to work, like food delivery drivers, servers, nannies or house cleaners. We also have some residents who must drive who are seniors or have ADA needs. Many are on fixed incomes. We cannot forget them. We cannot ignore them. $3.33 a month may seem like nothing to some. But, $3.33 to low-income families, fixed income residents and residents just barely scraping by, an increase of parking fees would make a big difference and we have to reflect on what that means. As we consider what is happening federally with cuts to safety net services, SNAP, health insurance, housing vouchers, SSI and more, we must make sure we’re putting forward compassionate policies that support all Somerville residents. Federally, we have all just witnessed the gutting of Medicaid, Medicare and SNAP in the federal budget. Heating bills and water bills have increased. Grocery inflation is still present, and with the increase of tariffs, it will most likely get worse now. I think it could be potentially harmful to consider increasing fees–even if by a seemingly negligible amount –for our poorest residents now. We have to ensure that we are not being punitive to our poorest residents. | Not at this time without having a better understanding of the purpose of changing them and how it would impact residents. | The artificially low price of parking permits is a frustrating one for me. Why should it cost $3 to park for 2 hours at a parking meter, but cost the same to park for an entire month in a residential spot? But this is a hard one to get traction from voters on – it seems to trigger a sense of being under threat as drivers. How can we make progress on that situation? For one thing, I would explore a modest increase tied to inflation – and emphasize that residents with disabilities, and seniors, don’t have to pay at all. I would reinvest that revenue in transit infrastructure, as a means to help sell the public on the notion that we’re reducing the number of cars that compete with them for parking. I’d also propose a tiered fee for households with multiple cars to encourage reduced vehicle ownership. | A comprehensive pricing study is long overdue, and undoubtedly the demand for parking permits far exceeds the number of on street spaces we have. However, I do believe an increase in the permit price would help us best allocate those spaces—noting that disabled and elderly residents are eligible for reduced or waived fees. In particular, I do support an increase for additional permits, especially after a holder has obtained permits for two vehicles, such that the third would be much closer to market rate. | |||||||||||||||
16 | 11. Do you support free bus service on the MBTA, and a low- income fare option for other public transit options? | Either it's free for everyone or it costs the same for everyone. We have to stop means testing everything to death. It's exhausting. In general I support free buses and would do my damnedest to lobby for this at the State House since I plan on doing City Council work full time instead of part time like many other candidates. | My priority would be to invest in transit reliability and comfort first, but if we can help subsidize free bus transit in the city, I would support it. We should also look at providing further subsidized or free Bluebikes memberships while we’re at it. | Public transit by bus and subway should be free because of the environmental, economic, and traffic benefits. Lost transit revenue can be recovered from other sources, e.g. income tax on higher income earners (at the State level). | Yes, I strongly support free MBTA bus service and a low-income fare option for other public transit. Transit is a public good. Fare-free buses and discounted fares for low-income riders make our system more equitable, reduce car dependence, and cut emissions. As a city councilor, I’ll support funding partnerships and advocate for expanded access so no one is priced out of getting where they need to go. | Yes, absolutely. | The Commonwealth recently passed in the Fiscal Year 2026 budget an ambitious program to assist low-income riders of the MBTA. The parameters for were relaxed to qualify for low-income fare qualification for train and ferry service, and the Regional Transit Authority (RTA) is now fully fare free. I would expand the school department’s free T pass service to other sectors of city government and would strongly encourage companies in Somerville to offer free public transportation as part of their benefits package. | I don't have an exact stance here, but my criteria is evaluating where transit does fit in what some call "the commons." For instance, a clear example to me of Somerville fiting transit service is our record providing service to Aging residents. The Council for Aging has a free taxi ride for residents over-60 to grocery and farmers market. But even mutual aid freegans put out jars with naming a suggested donation or good will offering. The RIDE transit currently charges $1.25 for flexible on-demand service within 30-miles radius. My sample size isn’t much but a Cobblehill Apartments resident reported satisfaction using it attending Sunday church services in Cambridge. I applaud the Somerville Public Schools efforts to distribute low-income fare passes for the MBTA. When my child had a broken leg, we rode the T everyday to her school, a burden our family was grateful to be offset by qualifying for that option. | I support both options. I would prefer a fare-free bus service than a low-income fare option, as it would be potentially more effortless (and with less moving parts) to enact. | Yes | I think free bus service makes a lot of sense – not just for equity, but for speed of loading passengers, which meaningfully speeds up buses. It’s an expensive proposition, and the MBTA is not very flexible about it – one important negotiation goal would be for the MBTA to accept that not all riders actually pay, and therefore that they should agree to be compensated what the buses actually cost in practice, not the full fare for everyone who takes the bus. In the meantime, I support expanding fare-free service on local shuttles, and working with the MBTA to pilot reduced-fare or means-tested pass programs for Somerville residents on core routes. The Somernova CBA includes free shuttles, and I see a possible path forward where Somerville (possibly in partnership with Medford and/or Cambridge) works with other shuttle providers like Tufts and the MFA (and possibly Harvard and MIT), as well as the existing Somerville-Cambridge-Medford Transportation nonprofit's Door2Door van service, to make the piecemeal system into a year-round, consistent network that residents can incorporate into daily travel plans. | Yes. Low-income fare options are essential to getting the most out of the MBTA for our community. The added accessibility and efficiency of fare-free buses are highly desirable. I want to ensure that any effort to enable fare-free service is cost-neutral and does not result in a defunding of public transit by removing fare revenues without a replacement revenue source. I am strongly supportive of the city’s efforts over the last few years to frequently distribute free transit cards to residents, in particular students. | |||||||||||||||
17 | 12. What connections do you see between transportation and housing, and what synergies would you pursue if elected? | Housing should be a human right, and even though Somerville is one of the densest cities in America, there's room to make more to help keep Somervillians in Somerville. I've lived in several other countries, including Colombia, Spain, Russia, and Kazakhstan -- I didn't need a car in any of those countries to have a fulfilling life. Car culture just isn't a thing in those countries. Your intelligence isn't dictated by a lack of personal vehicle ownership like it is in the US. (This is a real thing I learned while trying to get busses from Boston/Somerville to the White Mountains in NH where state officials and other stake holders worried that bus riders didn't have outdoor competency). Not coincidentally, those countries have four-person families who comfortably live in two-bedroom apartments. As a renter, I'm constantly worried about being pushed out of Somerville. I don't think there's an equivalent for personal vehicle owners. However, there is a wildly snobby element of car-free Somervillians who don't want to see more housing development in Somerville. These folks are unintentionally pulling the ladder up on working class Somervillians who are just trying to get by. SASS needs to constantly advocate for more housing in Somerville, otherwise its branding looks like elitists who just want quieter streets rather than just streets. If elected, I would constantly push the mission for just streets, streets with more housing that can accommodate working class Somervillians who don't have to be pushed out by trendy millionaire tech bros, wealthy retirees, and opportunistic housing investors, flippers, and private equity. I would work closely with SASS, CLT, CAAS, and other groups to aggressively push for more housing as part of a safe streets initiative. | Remember when porch fest marked a bunch of streets as ineligible to host a porch because they were major transit thoroughfares? That’s exactly where we should be building more housing and commercial space. Building dense housing near transit is a winning strategy. | Higher density residential and commercial development near our subway stations could encourage economic growth while enabling more residents to limit their car use (and in some cases, live car free): this can be accomplished through zoning changes in the vicinity of our subway stations citywide (which is the purview of the City Council). | People need to live near where they work, and get around safely and affordably without relying on a car. Building more housing near jobs and transit, and also creating more job opportunities right here in Somerville are essential. As a councilor, I’d support mixed-use zoning, affordable housing near transit (like the SCLT project on Medford St), and safer streets that make walking, biking, and bus access easier. When people live and work in the same city, we cut emissions, reduce congestion, and strengthen our community. | This is a complex question. If there was a simple answer, we would all agree and just do it tomorrow. A big part of the answer is that regions are made out of cities, and cities are made out of neighborhoods and squares. If we want less driving, we need mixed-use neighborhoods where people can do what they want to do without having to go across town or to another city. The affordability crisis in housing is real and building more housing is part of the solution, but we need to be thoughtful to avoid creating another problem for future generations. | There is an inextricable link between public transportation and housing, as most of the new housing developments in Somerville are either transit-oriented, mixed use, or both. The fact that major new housing developments have been clustered around Assembly Square (Orange Line) and Union Square (Green Line) and Magoun Square (GLX). I would work to increase these synergies and expand the East Somerville GLX stop. | So the synergy of neighborhood matters most to me. Encouraging long-time homeowners incentive to find value in one’s street like here on Trull Street where we invest care in each other by rotating block parties with nearby streets, embracing fluid neighboring despite eye-bulging pressure for capitalizing on property investment. My very first time coming to Somerville was by walking to my fiance’s condo from East Boston where I was a live-in au-pair for friends and grassroots canvasser. GLX has added tremendous asset value to this block, a selling point for us three years before it came fully on line. I’m amazingly privileged to have that perspective of the connection. Historically, the SomerVision 2040 acknowledges “Communities of color, seniors, people with low-incomes, youth, and persons with disabilities are disproportionately impacted by transportation decisions but are often not at the table when those decisions are made.” Again, who is at the table making decisions about City transportation and housing managing demands of growth and density? Most glaringly for me is the decisions regarding the anticipated sale of 90 Washington property, held by the City adjacent the East Somerville stop. I would lean heavily following abutters input, ranking heaviest the weight of residents at Cobble Hill Apartments. Second, from an environmental and racial justice perspective, pollution from the I-93 corridor is proven to impact the health of residents living in it’s vicinity. I supported the latest step in a decade long effort to address this at the June Budget meeting, seeking to extend the pilot for air purification in nearby homes. Finally, I want to focus on the economy of care that connects these two goods. One of the lesser talked about nexus of transportation and housing is childcare. As a stay-at-home dad, my observations are general. It’s no secret that people pay a premium for provider location. Gentrification continues to evolve in a work-from-home economy, but young parents on my street and vicinity had a double walking shed to and from a childcare provider and then started their commute to work. Other neighborhoods are predicated on the possibility of a single motion commute. I would like to see more support for child-care providers period, because Covid made everyone see this invisible work that is actually a public good. I think of two small-size in-home providers near Magoun Square, and two very proximately located in Davis Square, one similarly at Assembly Row; less proximate, in Union Square, roughly about three blocks walk from the station, and with Sullivan Square having a provider on Broadway. Porter Square, Ball Square, Gilman Square and East Somerville T-stations all have proximity to schools. | I was proud that Somerville was already far beyond Massachusetts’ Livable Communities Initiative when it was passed. We are lucky that we have many transportation options in Somerville. Since the beginning, I have explored how our Community Benefit Agreements (CBAs) and our Neighboring Community Agreements can more directly impact Somerville residents for the better. Currently, I have been exploring what public transportation tools we have at a municipal level, and I’m optimistic on what is possible outside of the MBTA, including enacting these Community Benefit Agreements. In this term, I was able to confirm after quite a bit of research, that Somerville residents can ride any Tufts shuttle buses for free alongside the students (and should). I have been spreading the word to inform the community, and I encourage all Somerville residents and employees to utilize the Tufts shuttle buses. And, we can go further. I advocated throughout the Somernova negotiation process that all Somerville residents be able to ride any employee shuttle bus that the Somernova project implemented, any time it is in motion. This was confirmed in the June 26, 2025 City Council meeting. Foreseeing into the years ahead, I am also committed to working for the ongoing permission for any Somerville resident to freely ride other employee shuttle buses servicing our community (and region) like Boynton Yards, MGB employee shuttle bus, Encore Casino (including the boat rides, for free; not just one way), CHA, Harvard and other large non-profit and corporate institution shuttle busses. In my vision, this ridership privilege could and should be negotiated into all CBAs and Neighboring Community Benefit Agreements. I also think Somerville should negotiate into future CBAs free transportation services that the developer provides, such as one or two small 8-seater electric vehicles (such as Circuit shuttles which currently service communities such as Plymouth, Boston and Stoneham). These vehicles could run continuously east/west, north/south into the city (maybe Monday through Friday) and any Somerville resident could utilize them or we as a community could set the limitations. We could and should negotiate that into future CBAs. This is one way we could create our own municipal busing system outside of the MBTA and entice people out of car usage. | Housing and transportation are very much connected in Somerville. If you can't afford to live here but work here then we must address reliable transit system while making sure we do more to keep people who do not qualify for affordable units in the city to remain here. Building more on transit lines helps in accessibility if transit is reliable. We need to address both. | Transit-oriented development near T stations and bus corridors can deliver more housing and reduce car dependence. and more funding for the MBTA. New housing developments near transit do not need residential parking permits, per Somerville’s zoning ordinances, and that has several positive effects on housing. First, fewer cars parking reduces the competition for parking—the leading complaint of neighbors who hold up development of new housing. Second, studies including by the Boston region’s Metropolitan Area Planning Council find that residents in affordable housing units own fewer cars than market-rate tenants do, which is another argument in favor of affordable housing. Third, attached parking is a significant piece of what makes some homes unaffordable; the MAPC has found that less parking attached to housing lowers the cost of housing, by $30k-50k per space, or about $200-$400 per month in rent—so eliminating parking minimums (or imposing maximums; see my response to the last question below) can help with housing affordability. I’ll promote zoning that encourages mixed-use, affordable housing close to transit, and work to ensure new developments include inviting, safely walkable sidewalks and sitting areas, ample bike parking, and easy bus access. | We need to pursue transformative upzoning around our new green line stations and other key transit stops to create 4-6 story mid-rise districts that are highly accessible to transit. Building new housing near transit improves the transit accessibility for all residents. By allowing those who can commute and travel without cars to more easily make that decision, we take cars off the road in other neighborhoods. As we continue to densify, it becomes easier and easier for public transit options to be feasible. Larger buildings are more energy efficient, cost effective, and less expensive. By reducing vehicle dependance they also make our roads safer. I will be an ardent advocate for modernizing our housing in Somerville to achieve all of these goals. | |||||||||||||||
18 | 13. Transportation represents 35% of Somerville’s greenhouse gas emissions. What is the single most effective action that Somerville can take to lower carbon emissions? Will you pursue this action, and how? | I don't know -- you tell me. I'm not going to have all the answers, but I know SASS members do in this field. A fundamental part of my platform is trust, trusting that members like SASS can approach me as an elected official with data and well-thought-out plans. In turn, I would hope you could trust me to bring those solutions to fruition with the power vested in me as a city councilor, including the power of the megaphone to broadcast what Somerville should be doing. | We have to invest in low and no carbon alternatives. Moving people towards transit, biking, and walking - and making sure people have everything they need day-to-day accessible via one of those modes. With the proliferation of EVs, especially electric cargo bikes, I’d also love to see more right-sized urban cargo solutions adopted in the city. | In terms of non-transportation sources, Somerville residents have the option of using emissions-free, renewable energy to power their homes through energy transfer programs (cce.somervillema.gov/). On the transportation side, electric buses are planned by the MBTA in the next five years. State legislative action is required for fare-free transit. Somerville needs to do more to incorporate electric vehicle charging stations into street parking (City-owned) and require electric vehicle charging stations for commercial parking lots near places of employment. Somerville also needs to be more pro-active creating a citywide inventory of gas-powered vehicles and appliances (at least on a voluntary basis with or without incentives) and connect residents and businesses to grants, rebates, government programs, etc. to help them transition to carbon-free electric vehicles and appliances including heating systems. This effort could also include home energy efficiency upgrades through programs such as masssave.com. | I'm not sure there is a discreet action that will have the impact we need. The most effective action is to treat this as a systems issue and make Somerville a complete city where people can meet most of their daily needs without relying on a car. That means building more housing near jobs and transit, creating more jobs, making walking and biking truly safe and accessible, and strengthening local bus service. It also means reclaiming our neighborhood streets. Right now too many neighborhood roads—streets by parks and playgrounds where our neighbors walk dogs, ride bikes with kids, and just take a stroll—function as cut-throughs for regional traffic. We need to slow that down and make local streets safer, quieter, and more livable. As a city councilor, I’ll advocate for: • Traffic calming and diverters to discourage cut-through driving • Zoning reform that encourages mixed-use, transit-oriented development • Funding for active transportation infrastructure • Holding the line on safe street designs, even when they inconvenience drivers | Somerville is electrifying very rapidly. The Community Choice Electricity program lets us choose to use clean renewable power at a negotiated rate. We should look for other opportunities to use our leverage as a city to create incentives for people to do the right thing. | Short of a car ban, promoting walkable city values makes sense. I always enjoy when we have pedestrian streets, you have a city's promenade, or boardwalks, and then regular shutdowns of avenues -- I'm thinking of the closures of Memorial Drive for biking. I would promote these benchmarks with third rail (diplomacy parlance) stakeholders. For instance, I would like to strategize City Council action to encourage City planners meeting with ridership: e.g. recruiting youth as ambassadors, along with community stakeholders to provide “Get to Know Your Bike” workshops, a bike polo demonstration match, potentially a road race--six-days long, ask the historical commission to name a square in honor of a local bicycle legend. I would like to see bikes as intergenerational and intercultural connectors. We have ‘bike-friendly’ elderly, and then youth like my neighbor, a stellar graduate of Winter Hill, and his friends capable of their wheelies, my neighbor a bike mechanic and bike-polo enthusiast, and nearby, parents who promote electric bikes. The equity action plan, I assume, is about inclusion in decision making process. As opposed to cross-cultural bike promotion, seeking to spontaneous transmission of the pursuit of happiness on two wheels. The bike-activist of the nineteenth century brought us smooth macadam roads, and today’s may plot to take back half of Broadway for micromobility (why not dream?). Let’s create a gravel promenade with continuous urban canopy along Broadway, which is also proven to slow traffic. Fifteen years ago the $250 sharrow stencils were predicted to work for the network, now they are proven to guarantee an increase of injuries by 34 percent (Thomas Adams and Rachel Aldred, a London 2020 study of 2,876 morning-commute cyclists found). The paradigm of human rights is helpful. How can we reckon with the fact the City has been complicit creating “urban sacrifice zones”? Yes, I join those claiming such neighborhoods must be stitched together--but what do we mean to do by attracting economic development (the leading cause of poverty)? | Please see my answer above discussing ideas for CBAs, Neighboring Benefit Agreements and Circuit shuttles. This would be one of numerous steps we can take to lower carbon emissions. | Free bus electric bus service within the city limits | The biggest need is to shift trips out of single-occupancy vehicles; and the biggest lever for that is more housing near transit, in safely bikeable and walkable areas. Someone who lives in Somerville near transit and by a network of protected bike lanes and traffic-calmed streets won’t be one of the many car commuters who live in suburbs instead, who pass through Somerville daily on their way to and from Boston. That means less traffic, and less climate impact. By showing that new housing developments can avoid displacement and become popular, Somerville can be a leader in the region, and help sell other towns on building more climate-friendly housing. | Other than increasing bus utilization, which I’ve touched on in several other places. The city should continue to incentivize drivers to switch to electric vehicles. We should continue converting the city’s fleets of cars and trucks to electric. The charging infrastructure required for electric vehicles can be a particular challenge for renters, it was for me at times in Somerville, and can result in cost and inconvenience that cause residents to either keep or choose gas vehicles. We should continue to roll our public EV charging stations in neighborhoods and commercial districts to ensure Somerville pushes residents to go electric. Reducing overall car trips is a critical part of the overall effort, but we cannot ignore the need to ensure the trips which do still happen are less carbon intensive. | ||||||||||||||||
19 | 14. Somerville has eliminated minimum parking requirements city-wide. Do you think we should also have parking maximums in new developments? Please explain. | Off the top of my head I can already see how people would try to avoid being limited by this. I think reducing the parking minimums was excellent, something I had been hoping for for years, because we need to remove housing construction restrictions that aren't pertinent to safety or ecology. However, I could change my mind if someone from SASS has a compelling case. I'll admit that other than the off-the-top-of-my-head thought, I don't have a lot of data or evidence to say we shouldn't have parking maximums. I'm open! | The problem with parking is threefold - First, it adds costs to a project for something a majority of folks won’t use. Second, it degrades the quality of space around it aesthetically (never seen an attractive parking lot or garage) and functionally (everything becomes further apart). Lastly, and most relevant here, is that its availability can generate more car trips which works against our efforts at mode shift. So it’s absolutely worth examining how much parking is provided with a new project, and whether that will incentivize more car trips, further clogging up our roadways - especially if those trips would be at peak hours. | The City Council’s decision to eliminate parking minimums puts a large burden on our community including the elderly, the disabled, and families with small children: our City needs parking now and in the future to support our local economy and to keep Somerville accessible. Instead of eliminating parking minimums Citywide, the City of Somerville could simply have reduced parking minimums for starters and granted further exceptions on a case-by-case basis (e.g. near subway stations). We need a thoughtful data-driven approach which would take more legislative effort but would more clearly address the actual needs of our City to have parking, particularly for the most vulnerable members of our community. The suggestion that our developers could be trusted to always provide the parking they need in their designs is highly presumptuous and gives our City less leverage in negotiations over zoning changes. To remedy this, our City Council should restore parking minimums citywide and adopt a data-driven approach to setting parking minimums (and maximums) to keep pace with our evolving residential and commercial development needs, while keeping our City accessible to the elderly, the disabled, and families with small children and protecting our small businesses who rely on vehicle traffic. | Parking minimums encourage traffic, and give us less space for housing, and less space for housing, green space, and small businesses. Eliminating minimums was the right move. We also need to make sure large developments don’t flood our streets with cars. Parking maximums could be one tool, particularly near transit hubs or in walkable neighborhoods, to encourage sustainable transportation choices. I'd carefully consider any zoning changes like this with the knowledge that they need to be considered carefully, with attention to context, accessibility needs, and the surrounding infrastructure. | Yes. While cars are necessary for some uses and some people, we cannot keep going with the assumption from the 50's that every new resident gets to bring their very own car. Parking maximums are a part of that. | I am not in agreement with this new policy that allows the developer to decide based on market demand for parking; as it has circumvented Fair Housing and ADA laws and eliminated HP parking which is based solely on total of non ADA parking. I would require HP parking for ADA units built in all new construction, which consists of 5% of the total housing units built; 100 units = 5 HP parking spaces vs. 95 parking spaces and 5 HP spaces previously. | Provision of parking is completely counterproductive to goals. This fix is counterintuitive, like re-balancing a tipping bike. Trying to help my kids learn to ride their bikes, recently, watching them struggle to correct steering--it’s very hard to master steering into a direction that you’re falling. We removed parking minimum because the more we built, the more cars came. To catch yourself from falling you steer into it. When we place a cap on parking maximums, as we did in re-zoning transit areas in 2019, we get closer to our net carbon goal. So government steers into declining car-mode to correct course for sustainability. Implementing the parking maximum in new developments spurs the adaptation of residents to car-free modes of transit. My Trull Street neighbor is a graduate student from Maine and complained that there isn’t enough parking. She can walk a block and a half to the bikepath and the Magoun Square T stop, amenities she enjoys after work, but all her life she’s used to having ample street parking. So, to put it this way, she’s learning to be car-free. | I’d have to hear more about it and I would not commit to it at this moment. As the Chair of the Housing and Community Development Committee, I regularly check in with the Economic Development Department, Mobility and OSPCD on how all of these changes impact the moving parts of day-to-day life in Somerville for our residents and businesses/service based non-profits. And, they do have an impact. I would be open to a dialogue with SASS on this. | It would depend on the type of development and where it is located . Often we see developments get waivers for permits when they are within a T zone which does not help reduce the amount of cars in the city but increases the amount of cars on the streets. | I do support limits on parking in new developments—for example, I spoke in favor of the reduction in the Somernova plans from 1250 parking spaces to 750. In terms of official ordinances and zoning, I support exploring parking maximums near high-frequency transit to discourage excess parking that drives up housing costs. Any cap should be calibrated by proximity to transit, and allow for shared or unbundled parking. By right-sizing parking near transit and limiting new building eligibility for street permits, we can keep housing more affordable, reduce traffic, and better manage our curb space. Parking maximums grounded in data will help Somerville meet its housing and climate goals without oversupplying unused parking. | I would like to take some space to explain this in detail, but I don’t believe the chance to move parking requirements to 0, including for handicap spaces, citywide was the right decision, I do however support a maximum for new developments at no more than 1 space per unit. As I wrote in response to Somerville YIMBY: I have concerns about the change we made last year to eliminate minimums. In general I am in favor of decreasing parking requirements from multiple spaces per unit and even below a one space per unit requirement to a small ratio. However, I believe we should have retained a low minimum number of space for most buildings, and ensured that we retained a number of accessible and handicap spaces on all projects, which was, because of the way parking regulations use the whole number of required spaces as the baseline, adversely affected. Ensuring that some amount of parking is built in the majority of new projects recognizes the reality that some number of cars will we needed to properly accommodate residents. While I hope, and indeed support policies that work to reduce car dependence and remove expectations and ways our policies encourage car dependance like 1:1 unit to parking space requirements, we should not have reduced this requirement to 0 across the board. We have a responsibility as a community to ensure our planning is inclusive, and relying on market pressures to ensure that disabled and elderly residents are able to retain vehicle and parking accessibility is not representative of inclusive zoning policies. We should also have concern those whose lifestyles are car dependent due to their commute, family obligations, or ability can continue to have a place in our community; it does not mean that we should plan for every new building to accommodate them, or even most of them, but we need to ensure our zoning requirements preserve some place for them. Market forces will continue to ensure parking is present at most new developments, because many would-be residents are willing to pay for their parking, but this also shifts the cost burden onto these residents uniformly without regard to those who do not realistically have a choice. I understand parking requirements of any kind can result in wasted space, additional cost, loss of units from construction plans, and other negative externalities. I understand this also as a problem of degree and hope we can craft a solution that balances these competing demands and reintroducing a small parking requirement for new constitution in most instances. Again, I believe there are many situations where it might be proper to have no parking on site, highly transit orientated locations, with units designed for students or mostly single people, but in other locations the total lack of parking could have an adverse effect on the surrounding community or future prospects of development. Forefront among my concerns from this specific change was the hollowing out of accessible and handicapped parking spaces. Because the Americans with Disabilities Act sets the requirement for accessible spaces as a percentage of the whole number of spaces, eliminating the requirement wholesale results, effectively, in the elimination of handicapped and accessible parking spaces as well. I really applaud the simplification, that alone was likely good reason for many councilors to support it. Undoubtedly the ordinance will reduce the cost of much new construction. I also understand the tradeoff here, and the advantages of the path the Council chose. I think this question is one of the thornier ones we have had to talk about in Somerville. I hope my response adequately conveys my personal hesitations, my understanding of the ordinance’s advantages, and ultimate sentiment that it was a move in the right direction, but one that went too far out of balance with out desire to balance inclusivity and accessibility in design requirements. A relaxed parking minimum and the addition of a maximum would be the subject of an ordinance I would hope to introduce as a Councilor. Likely to require at least one space for every five but no more than one space per one unit. | |||||||||||||||
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21 | Ward 1 | Matthew McLaughlin (Mattforward1@gmail.com) did not answer the questionnaire | |||||||||||||||||||||||||
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25 | Ward 2 | JT Scott (JTFORWARD2@gmail.com) did not answer the questionnaire | |||||||||||||||||||||||||
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29 | Ward 3 Nathaniel Roderick (nathanielroderick11@gmail.com) did not answer the questions | Ben Ewen-Campen (Incumbent) | |||||||||||||||||||||||||
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31 | benforward3.com | ||||||||||||||||||||||||||
32 | 1. Do you support the SomerVision 2040 goal of reducing vehicular traffic so that 75% of work commutes are made via non-car mode by 2040? Please explain your answer. | Yes. There are many reasons that I believe it is critical to reduce vehicular traffic in Somerville and to make it safer and easier and more pleasant to commute via public transit, walking, or biking. Specifically, this is an issue of public safety, climate change, and basic quality of life. Safety: dangerous vehicle traffic is one of, if not the, single biggest public health risks in Somerville - in my time in office, we have numerous fatal car crashes, the large majority of them in crosswalks, and I fully believe that all traffic deaths are preventable. Climate: reducing overall vehicle traffic is also an absolutely non-negotiable tool to reduce carbon emissions. Quality of life: vehicle traffic is loud, frustrating, and dangerous. By reducing the need to drive as much as possible, we can reduce the amount of traffic in our city. Today, many aspects of our city and region effectively requires vehicle driving for far too many of our residents, and there are concrete things we can do to make it possible for people to reduce the amount of driving they are forced into. | |||||||||||||||||||||||||
33 | 2. Somerville has passed the Safe Streets Ordinance. How will you work to ensure that this is implemented for both short-term and long-term projects? | I was very proud to advocate for, support, and vote Yes on the Safe Streets Ordinance, which legally requires us to implement our plans for a Bike Network as well as pedestrian safety and ADA-compliance, on a set time-line. I have already publicly supported the first two quick-build projects initiated since the SSO passed (Elm St. and Somerville Ave.) and will always work to ensure this work is completed on time and with integrity. | |||||||||||||||||||||||||
34 | 3. Which of the following modes of transportation do you use regularly in Somerville? | Own Car, Walk, Bicycle, Bike share, Bus, Train | |||||||||||||||||||||||||
35 | 4. What do you see as Somerville’s most pressing needs to improve accessible pedestrian infrastructure, particularly for those who are visually impaired or who use mobility assistive devices? How will you advance these improvements? | I have consistently heard from visually-impaired residents a number of specific issues: these include sidewalk corners where the ADA ramp points diagonally into the center of the intersection instead of pointing towards the opposite corner; lack of proper safety warnings around bike lanes for blind or visually-impaired residents; lack of modernized walk signals, and of course many cracked or uneven sidewalks. I am committed to continuing to work with community advocates and city staff to identify and correct issues such as these, and to make sure that new construction doesn't replicate these problems. | |||||||||||||||||||||||||
36 | 5. Some of the most dangerous roads in Somerville are controlled by state agencies, including McGrath Highway and Mystic Avenue. How do you plan to work with state agencies, such as MassDOT and DCR, to make much needed changes to improve safety along busy corridors? What corridors would you prioritize, and why? | What SASS and others have so consistently demonstrated that the best way to bring urgency to safety improvements on State-controlled roads is to build a broad coalition of residents, local and State elected officials, City staff from the Mobility & Engineering Departments, and even our Federal Representatives that speaks with one voice to MassDOT and DCR. Our State delegation and our City staff often have the most direct working relationships with these agencies, but they of course depend on City Councilors, advocacy groups, and residents to identify priorities and to help lend genuine community support. I have been incredibly impressed and supportive of the organized efforts to improve safety at the "Corridor of Death", the I-93 underpass, the lowering of the McGrath Highway, the Community Path, and more, and will always do whatever I can, and what is strategically most useful, to advance those efforts. | |||||||||||||||||||||||||
37 | 6. What can Somerville do to improve bus service for residents? | I am of thrilled by many of the improvements coming with the Better Bus Project, which I do believe will make a transformative difference for Somerville residents. However, I am also keenly aware that more frequent bus service doesn't mean much if the buses are stuck in traffic, so the City has an urgent responsibility to improve bus access via infrastructure - signal prioritization, floating bus stops, bus lanes, etc. We need to work with the "broader SASS coalition" and other advocacy groups to prioritize our activism for improved bus routes within Somerville itself. | |||||||||||||||||||||||||
38 | 7. Do you support permanently closing Medford Street to motor vehicle traffic in the section behind the high school, as presented at the Gilman Square Community Meeting on November 22, 2021? | I do support this change, and have consistently voiced this support to City Staff since it was first floated as an idea in 2021. I believe it is a disservice to the community to make public presentations on these topics and then seemingly never advance the plans to reality - it's been the same pattern for Medford St, parts of Union Square, and Davis Square for many, many years: for all the talk and advocacy, the City has not pedestrianized a single street in many, many years, and I think the public is getting cynical about these efforts. I strongly support moving forward on these plans. | |||||||||||||||||||||||||
39 | 8. Do you support using traffic safety camera enforcement (i.e., speed and red-light safety cameras) in Somerville, and how will you work to implement it? | Yes. There is no question in my mind that speed and red light safety cameras would have a dramatically positive effect of reducing dangerous driving in Somerville. I have repeatedly voted in favor of Home Rule Petitions and Resolutions in support of State Legislation that would authorize Somerville to enact these, and I have always also worked to ensure this policy would not impose privacy or civil liberties issues (i.e. legally requiring that the images captured can only ever be used for traffic enforcement and no other law enforcement activity.) And of course we need to ensure the deployment is equitable and unfairly prioritize certain neighborhoods over others. I do believe the State will one day pass this, but I honestly can't believe how long it is taking. | |||||||||||||||||||||||||
40 | 9. Do you support reallocating curbside parking to create safe bike infrastructure, bus lanes, green stormwater infrastructure, and pedestrian improvements in order to achieve the stated goals in Vision Zero and Somervision 2040, What would you do to work with the community to resolve issues of constrained street space? | Yes. While I absolutely hate "taking away parking" and view it is as a last resort when we need to do so to fulfill critical other goals, there are indeed times when current long-term resident parking needs to be re-allocated for other urgent needs, whether it be safety concerns, short-term business parking, outdoor dining, stormwater infrastructure, etc. In my time on the Council I have always tried to respectfully work with everyone effected by these changes, even those who are straightforwardly furious about losing parking, and I always do my best to come up with workable alternatives for businesses and residents. | |||||||||||||||||||||||||
41 | 10. The current price for residential parking permits in Somerville is approximately $3.33 a month, while the market rate for off street parking is much higher. Would you propose changes to Somerville’s parking permitting costs, billing, or eligibility, and if so, what changes? | I have always supported taking a look at our parking permit policies to try to alleviate some of the parking issues we have in Somerville, and I also understand that it is very politically difficult for a Mayor to seriously take this on. I believe the most workable immediate change we could make would be to discourage single addresses from getting excessive numbers of parking permits by simply increasing the cost of permits for the 2nd, 3rd, 4th, 5th etc permit for a given address, and especially for those who own driveways. I am always open to this conversation, and I know that there are many different thoughtful proposals that we could take up to address these issues. | |||||||||||||||||||||||||
42 | 11. Do you support free bus service on the MBTA, and a low- income fare option for other public transit options? | Yes. I support every approach to making to easier and more affordable to use mass transit. | |||||||||||||||||||||||||
43 | 12. What connections do you see between transportation and housing, and what synergies would you pursue if elected? | Housing and transportation are fundamentally linked. At a fundamental level, an urban area can't function if people can't afford to live in a place where they commute to their job. If there was a truly effective regional mass transit in the Greater Boston Area, people could live any number of places and easily commute to their jobs elsewhere - but, because our mass transit is nowhere near its potential, instead there is an incredible crush of demand to live near where jobs are located, which exacerbates the housing crisis. While an individual city can't solve this issue single handedly, we can certainly build mixed-use neighborhoods with denser housing and job opportunities near public transit and bike lanes, and do everything in our power to facilitate easy commutes to and from Somerville via non-vehicle modes. | |||||||||||||||||||||||||
44 | 13. Transportation represents 35% of Somerville’s greenhouse gas emissions. What is the single most effective action that Somerville can take to lower carbon emissions? Will you pursue this action, and how? | While I don't know if its a "single" action, helping shift transportation needs away from vehicular traffic is the single most effective action we need to take to reduce green gas pollution. We need to make it possible, safe, and pleasant for many more people to commute without cars and instead via public transit, biking, walking, etc. | |||||||||||||||||||||||||
45 | 14. Somerville has eliminated minimum parking requirements city-wide. Do you think we should also have parking maximums in new developments? Please explain. | I was proud to co-lead the efforts to eliminate parking minimums citywide, and in fact these amendments also included parking maximums for all of the higher-density zoning districts (i.e. other than NR or UR) - you can see these parking maximums listed in the tables shown here: https://somervillema.legistar.com/View.ashx?M=F&ID=13244804&GUID=160B63D5-05FD-4F4C-A44A-0BF3B221BBD0 | |||||||||||||||||||||||||
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47 | Ward 4 | Jesse Clingan (councilorjesseclingan@gmail.com) did not answer the questionnaire | |||||||||||||||||||||||||
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51 | Ward 5 Naima Sait (Incumbent) (naimaforsomerville@gmail.com ) did not answer the questions | Jason Mackey | |||||||||||||||||||||||||
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53 | jasonmackey.org | ||||||||||||||||||||||||||
54 | 1. Do you support the SomerVision 2040 goal of reducing vehicular traffic so that 75% of work commutes are made via non-car mode by 2040? Please explain your answer. | "Yes, I support the SomerVision 2040 goal of reducing vehicular traffic so that 75% of work commutes are made via non-car modes by 2040. Somerville already has a strong foundation: about 31% of residents commute by public transit, and another 18% walk or bike; meaning nearly half of all commutes are already car-free. But reaching 75% will require more than just local action. We need continued investment in reliable, safe, and accessible transit, bike, and pedestrian infrastructure; and that means working hand-in-hand with our colleagues at the State House and at the MBTA. From improving bus service and expanding fare equity, to modernizing the commuter rail and securing real investments in pedestrian safety, state-level partnerships will be essential. Reducing car dependence is not just a climate and safety imperative — it’s a regional mobility challenge that demands city and state collaboration." | |||||||||||||||||||||||||
55 | 2. Somerville has passed the Safe Streets Ordinance. How will you work to ensure that this is implemented for both short-term and long-term projects? | "I will be a firm advocate for fully implementing the Safe Streets Ordinance ; not just in name, but in practice. That means ensuring every infrastructure project, whether a quick-build pilot or a major capital plan, is designed with safety, equity, and mode shift at its core. In the short term, I will push for stronger internal accountability: project checklists, public scorecards, and regular updates from city staff on compliance with the ordinance. I also support empowering the Mobility Division with the staff and resources they need to respond quickly and proactively to safety issues; especially where crash data, 311 reports, or community feedback show clear risk. In the long term, we need to embed the Safe Streets framework into the city’s budgeting, procurement, and planning processes. Every resurfacing project should be seen as an opportunity to deliver safety improvements. I’ll also advocate for public dashboards and project timelines so residents can track implementation progress and hold us accountable. This ordinance was a promise to the people of Somerville. I intend to make sure we keep it." | |||||||||||||||||||||||||
56 | 3. Which of the following modes of transportation do you use regularly in Somerville? | Own Car, Rental or shared car, Walk, Bike share, Train, Rideshares | |||||||||||||||||||||||||
57 | 4. What do you see as Somerville’s most pressing needs to improve accessible pedestrian infrastructure, particularly for those who are visually impaired or who use mobility assistive devices? How will you advance these improvements? | "Somerville’s most pressing need is to treat accessible pedestrian infrastructure as a core public service,not a secondary consideration. Too many of our sidewalks are narrow, uneven, obstructed, or simply non-compliant with ADA standards. For residents who are blind, have low vision, or use mobility devices, a single blocked curb cut or a missing tactile surface can be the difference between independence and isolation. We must prioritize the basics: continuous, level sidewalks; accessible curb ramps at every intersection; working APS (accessible pedestrian signals); and enforcement to keep sidewalks clear of obstacles. But we also need to listen directly to disabled residents about what’s missing. That means expanding community engagement beyond online surveys and public meetings -- which often exclude the very people most affected. If elected, I’ll push for: 1) A citywide ADA pedestrian audit that includes user testing by residents with disabilities. 2) Dedicated funding in the capital plan for sidewalk and curb ramp upgrades; not just when streets are repaved. 3) Clear timelines for fixing known barriers, and public reporting on progress. 4) Equitable mobility means designing for the people who are too often left out; and making their experience the standard we measure by. " | |||||||||||||||||||||||||
58 | 5. Some of the most dangerous roads in Somerville are controlled by state agencies, including McGrath Highway and Mystic Avenue. How do you plan to work with state agencies, such as MassDOT and DCR, to make much needed changes to improve safety along busy corridors? What corridors would you prioritize, and why? | "State-controlled roads like McGrath Highway and Mystic Avenue are some of the most dangerous in Somerville; and some of the most overdue for transformation. These corridors were designed for high-speed vehicle throughput, not for the safety or dignity of the people who live, walk, bike, and ride transit along them. That has to change. As a City Councilor, I will be a strong and consistent advocate for reclaiming these corridors for the people of Somerville. That means showing up at MassDOT and DCR meetings, submitting testimony, engaging state legislators, and ** just as importantly ** organizing our residents to make their voices heard. My top priorities will be: 1) McGrath Highway, especially the segment near Somerville Avenue and Medford Street, where high speeds and poor crossings endanger pedestrians and cyclists daily. 2) Mystic Avenue, particularly in East Somerville, where residents have been demanding safer crossings, traffic calming, and better bus access for years. 3) I also support long-term efforts to cap or daylight parts of I-93, but we can’t wait for megaprojects. We need near-term traffic calming, signal improvements, protected bike lanes, and safer crossings now; and that will require unrelenting pressure on state agencies. If MassDOT and DCR won’t act, we need to make enough noise that they can’t ignore us. " | |||||||||||||||||||||||||
59 | 6. What can Somerville do to improve bus service for residents? | "Improving bus service in Somerville requires bold city leadership and active collaboration with the MBTA and the Commonwealth. We can't reach our mode shift or equity goals without fast, frequent, and reliable buses — especially for working-class residents who depend on them every day. Here’s how I’ll work to improve service: 1) Expand dedicated bus lanes and queue jumps. Recent gains on Washington Street and Broadway are proof that prioritizing buses works. I will push to extend these treatments along key corridors like Highland Ave and Medford Street, with a focus on routes like the 86, 91, and CT2 that serve thousands daily. 2) Support the MBTA Bus Network Redesign. Phase 1 has increased service by 60% on core routes, introduced new high-frequency lines, and added more evening and weekend service. I’ll work to ensure implementation continues smoothly and that Somerville gets its fair share of improved access. 3) Fix key bottlenecks in coordination with the state. Some of the worst delays for Somerville bus riders happen at state-controlled choke points; like McGrath Highway, the Route 28/38 interchange, and the rotary at Sullivan Square. These areas are dangerous, inefficient, and outdated. I’ll work with MassDOT, the MBTA, and our legislative delegation to prioritize bus-priority treatments, safer crossings, and signal upgrades in these high-traffic zones. I’ll also advocate for long-term solutions to reconnect neighborhoods divided by highway infrastructure, starting with McGrath and I-93, so that we reduce not just delays, but systemic barriers to mobility. 4) Introduce meaningful north–south service through Somerville. Too many of our current routes run east–west, forcing riders into long, inefficient transfers if they’re trying to get from Magoun to Union, or Gilman to Winter Hill. I will work with the MBTA to pilot and expand north–south bus connections, especially ones that intersect with the Green Line — so that our neighborhoods are linked directly and equitably. 5) Make the rider experience better. I’ll advocate for upgraded stops, better signage, and real-time info, especially in underserved neighborhoods where riders face long waits and uncertain connections. Reliable bus service is a climate, equity, and mobility issue; and I will treat it like the essential public service it is. That means showing up at the State House, working with our delegation, and holding the MBTA accountable to the people of Somerville." | |||||||||||||||||||||||||
60 | 7. Do you support permanently closing Medford Street to motor vehicle traffic in the section behind the high school, as presented at the Gilman Square Community Meeting on November 22, 2021? | "Yes, I support permanently closing the section of Medford Street behind Somerville High School to motor vehicle traffic, as proposed at the Gilman Square Community Meeting. This area already functions as an informal shared space for students, cyclists, and pedestrians — formalizing it as a car-free corridor is a smart step toward a safer, more vibrant neighborhood. I want to see Gilman Square thrive, and this closure is a great opportunity to encourage more foot traffic, small business activity, and community gathering — especially with the Green Line station now open. A walkable, welcoming public realm can help knit the square together and give it a stronger identity as a destination. That said, I’m mindful that getting around the city is already a challenge for many, and not everyone can simply “switch to walking.” Cars remain essential for some residents, especially seniors, people with disabilities, and those traveling with children or equipment. We need to make sure any closure comes with smart traffic planning, clear communication, and mitigation for those who rely on vehicle access nearby. We can make Gilman Square a model of people-first design — but it has to work for everyone, not just those already walking." | |||||||||||||||||||||||||
61 | 8. Do you support using traffic safety camera enforcement (i.e., speed and red-light safety cameras) in Somerville, and how will you work to implement it? | "Yes, I support the use of traffic safety camera enforcement — including speed and red-light cameras in Somerville. These tools can play an important role in reducing dangerous driving behavior in a consistent, data-driven, and resource-efficient way. I lived in the UK, where traffic cameras are commonn,and sometimes infamous, so I approach this issue with a healthy respect for civil liberties and due process. That’s why implementation matters. Automated enforcement must be transparent, fair, and focused squarely on improving safety, not generating revenue or enabling surveillance creep. Enforcing traffic laws is already a challenge given our limited public safety resources. Cameras can supplement human enforcement by targeting chronic speeding and red-light running at high-risk locations, especially near schools, parks, and senior housing, without increasing unnecessary police stops. To ensure public trust and effectiveness, I will work to: 1) Require public notice and clear signage in camera zones. 2) Limit data collection strictly to safety enforcement, with robust privacy protections. 3) Ensure fines are reasonable and not punitive — with income-based reductions and no impact on credit or license status. 4) Deploy camera systems proven to function reliably under the worst weather conditions our region experiences; including snow, fog, and low-light environments. Cameras aren’t a silver bullet, but they’re a smart tool in our broader Vision Zero toolkit. We owe it to residents to use every effective, rights-respecting option available to protect lives on our streets." | |||||||||||||||||||||||||
62 | 9. Do you support reallocating curbside parking to create safe bike infrastructure, bus lanes, green stormwater infrastructure, and pedestrian improvements in order to achieve the stated goals in Vision Zero and Somervision 2040, What would you do to work with the community to resolve issues of constrained street space? | "Yes, I support reallocating curbside parking to create safer and more sustainable uses of public space: including protected bike lanes, bus lanes, green stormwater infrastructure, and pedestrian improvements. These changes are necessary if we’re serious about meeting our Vision Zero and Somervision 2040 goals. But we also have to acknowledge that curb space is deeply contested — and for good reason. Many residents and small business owners rely on on-street parking to get by, especially in older neighborhoods with limited alternatives. The key is not to ignore those concerns, but to engage them with honesty, empathy, and a clear long-term vision. If elected, I will: 1) Prioritize high-risk corridors first, using safety and crash data to guide where changes are most urgently needed. 2) Work directly with local businesses to understand their delivery needs, customer patterns, and parking pressures — and help them see how safer, more walkable, and bikeable streets can increase foot traffic, improve air quality, and make the area more attractive over time. 3) Pair reallocation with real alternatives, like better public transit, shared off-street parking, smart meter policies, and dedicated commercial loading zones. 4) Use pilots and quick-build projects to demonstrate benefits before making permanent changes, and be ready to adjust based on feedback. This is about shifting from short-term tradeoffs to long-term gains. When our streets are safer, more accessible, and more vibrant, everyone — including our local businesses — wins." | |||||||||||||||||||||||||
63 | 10. The current price for residential parking permits in Somerville is approximately $3.33 a month, while the market rate for off street parking is much higher. Would you propose changes to Somerville’s parking permitting costs, billing, or eligibility, and if so, what changes? | "Yes, I believe it’s time for Somerville to take a serious look at how we price and manage residential parking permits. Right now, we charge about $3.33 per month for something that takes up 160 square feet of scarce public land, often in our most congested neighborhoods. Meanwhile, the market rate for off-street parking in Somerville can exceed $200 per month. That disconnect discourages mode shift, encourages car ownership, and limits our ability to reclaim space for safer, greener uses. That said, any change to the permit system must be done thoughtfully and equitably. Parking is a real need for many residents — especially our elderly and those with mobility issues, shift workers, and families living in older homes without driveways or garages. If elected, I’d propose: 1) Tiered pricing based on the number of household vehicles, with higher fees for second and third cars. 2) Means-tested discounts to ensure low-income residents aren’t priced out of essential access. 3) Annual billing instead of one-time renewals, to create more transparency and smoother budgeting. 4) Stronger enforcement of eligibility rules, to address abuse and ensure permits go to actual residents. 5) Parking is a public good, and like any public good, it should be managed in a way that reflects the real cost of providing it, while still protecting those who truly rely on it. " | |||||||||||||||||||||||||
64 | 11. Do you support free bus service on the MBTA, and a low- income fare option for other public transit options? | "Yes, I fully support free bus service on the MBTA and a low-income fare option for other transit modes like the subway and commuter rail. Public transit is a lifeline for working-class residents, and cost should not be a barrier to accessing jobs, healthcare, school, or essential services. Free bus service would make a meaningful difference in the lives of Somerville residents — especially those who rely on frequent local routes like the 88, 89, 90, 91, and 101. Eliminating fares speeds up boarding, reduces conflicts between riders and drivers, and improves service reliability. It’s also a racial and economic justice issue: the people who rely most on buses are often those who can least afford rising costs. At the same time, we must push for a permanent low-income fare program across the entire MBTA system, not just pilot programs. Everyone deserves access to affordable, reliable transportation; not just those lucky enough to live near a fare-free route. If elected, I will work with our state delegation and regional partners to make this a reality. Free and affordable transit is one of the most powerful tools we have for advancing equity, fighting climate change, and reducing car dependence across Greater Boston. " | |||||||||||||||||||||||||
65 | 12. What connections do you see between transportation and housing, and what synergies would you pursue if elected? | "Transportation and housing are inseparable, they shape how we live, where we can afford to live, and how we move through the city. You can't talk about affordability, access, or equity without addressing both sides of the equation. In Somerville, we’ve seen how transit investments like the Green Line Extension raise demand and accelerate displacement, unless paired with bold housing policies. We’ve also seen how car-dependent development patterns increase costs, worsen traffic, and make life harder for people without access to a vehicle. If elected, I’ll pursue policies that align housing and mobility goals, including: 1) Upzoning near transit corridors to allow for more homes — especially affordable ones — within walking distance of bus routes and train stations. 2) Requiring transit-friendly design in new development, including reduced parking minimums, secure bike storage, and subsidized T passes for residents. 3) Reinvesting in neighborhoods with both high housing need and poor transit access, like Winter Hill, with improvements to bus service and pedestrian safety. 4) Prioritizing city-owned land for mixed-income housing near frequent transit. The vision is simple: people should be able to live in Somerville without needing a car. That means building housing where people can walk, bike, and ride transit, and making sure the transportation system works for all residents, not just those with privilege or proximity. " | |||||||||||||||||||||||||
66 | 13. Transportation represents 35% of Somerville’s greenhouse gas emissions. What is the single most effective action that Somerville can take to lower carbon emissions? Will you pursue this action, and how? | "The single most effective action Somerville can take to lower transportation-related carbon emissions is to reduce car dependency by dramatically expanding access to fast, reliable, and safe alternatives: transit, biking, and walking. That means shifting the default away from private vehicle use; not j ust through education, but through infrastructure, policy, and budget decisions. Yes, I will pursue this aggressively and persistently. Here's how: 1) Accelerate the buildout of protected bike lanes and transit-priority corridors, even when it means reallocating parking or travel lanes. If we make biking and buses the fastest, safest, and easiest option, more people will choose them. 2) Work with the MBTA to expand service frequency and introduce fare-free or low-income programs, especially on high-ridership routes. 3) Update zoning to allow more people to live near transit, reducing the need for long car commutes. 4) Invest in walkability, better lighting, crossings, sidewalks, and snow clearance, so every resident can safely walk to the bus stop, the corner store, or school. Transportation emissions aren’t inevitable. They’re the result of policy choices and I believe we need to make different ones. Somerville can lead the way, but only if we treat climate action not as a slogan, but as a mandate to change how we design our streets and use our public space." | |||||||||||||||||||||||||
67 | 14. Somerville has eliminated minimum parking requirements city-wide. Do you think we should also have parking maximums in new developments? Please explain. | "Yes, I support establishing parking maximums in new developments; particularly in transit-rich, walkable parts of the city. Eliminating parking minimums was a critical step forward, but if we stop there, we risk continuing to overbuild car infrastructure that undercuts our housing, climate, and mobility goals. Too much parking drives up construction costs, encourages car ownership, and uses up valuable land that could otherwise be dedicated to housing, trees, businesses, or community space. Parking maximums can help us grow smarter, greener, and more people-centered That said, we need to apply common sense. Not everyone can walk or bike — especially our seniors, disabled residents, and people working late-night or out-of-town shifts. Parking policy should reflect the reality that some people truly need access to a car, and we must ensure those needs are not overlooked. If elected, I’ll push for: 1) Context-sensitive parking caps that scale based on transit access, location, and building use. 2) Exceptions and flexibility for buildings serving seniors or people with mobility limitations. 3) Support for shared parking, car-share integration, and unbundling parking costs so residents aren’t forced to pay for spaces they don’t need. The goal isn’t to eliminate cars, it’s to stop letting them dominate how we design our city. With thoughtful, common-sense planning, we can support both the people who drive and the people who don't." | |||||||||||||||||||||||||
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69 | Ward 6 | Lance Davis (lancedavisward6@gmail.com) did not answer the questionnaire | |||||||||||||||||||||||||
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73 | Ward 7 Wilbert Pineda (Wilbertforsomerville@gmail.com) did not answer the questions | Emily E. Hardt | Michael Murray | ||||||||||||||||||||||||
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75 | emilyhardtforsomerville.com | michael.murraycn@gmail.com | |||||||||||||||||||||||||
76 | 1. Do you support the SomerVision 2040 goal of reducing vehicular traffic so that 75% of work commutes are made via non-car mode by 2040? Please explain your answer. | Yes. I believe the 75% goal is ambitious but doable. The more that we make non-car commuting safer and easier, more people will choose other modes of commuting than cars. This in turn leads to cleaner air and safer streets, which benefit all of our residents. | Yes. The more non-car commutes the better. | ||||||||||||||||||||||||
77 | 2. Somerville has passed the Safe Streets Ordinance. How will you work to ensure that this is implemented for both short-term and long-term projects? | I have reviewed the 2025 Annual Report on the Safe Streets Ordinance, and I will continue to follow the City’s progress toward our goals. I will ensure that the city council and the public receive regular updates on progress on the planned projects and if there are delays, I will find out why and work to get the projects back on track. | It's important to continue Somerville's important progress toward safer streets. This would be a priority for me. | ||||||||||||||||||||||||
78 | 3. Which of the following modes of transportation do you use regularly in Somerville? | Own Car, Walk, Bicycle, Bus, Train, Electric cargo bike when transporting my daughter | Own Car, Walk, Bicycle, Bus, Train | ||||||||||||||||||||||||
79 | 4. What do you see as Somerville’s most pressing needs to improve accessible pedestrian infrastructure, particularly for those who are visually impaired or who use mobility assistive devices? How will you advance these improvements? | The major areas that I see in need of improvement are curb cuts, sidewalks and audible walk signals at street crossings. I will listen to residents and community advocates about where the top priority locations are, and I will work with city staff to ensure that these are addressed and improvements are made in a timely manner. Walking is my preferred way of getting around the city and I experience first-hand the dangers to pedestrians at sub-optimal street crossings. I also spent several years when my daughter was younger pushing her in a stroller. I know that our sidewalks and street-crossing safety are in great need of improvement. We need to make accessibility and pedestrian safety a top priority. | More, and smoother, curb cut-outs. | ||||||||||||||||||||||||
80 | 5. Some of the most dangerous roads in Somerville are controlled by state agencies, including McGrath Highway and Mystic Avenue. How do you plan to work with state agencies, such as MassDOT and DCR, to make much needed changes to improve safety along busy corridors? What corridors would you prioritize, and why? | As a Ward 7 resident, I have advocated for safety improvements along Alewife Brook Parkway as it is another dangerous road controlled by the state. I have also participated in advocacy for increased safety for McGrath and Mystic Ave. I will build relationships with MassDOT and DCR staff and continue to advocate for safety improvements. I will also work with Senator Jehlen and Representative Barber to continue to advocate for improvements for these roads. | Ari Iaccarino was successul in using political/media pressure to create change. I think these methods are often more effective than the technocratic processes people often get hyperfocused on. Though, it's important to understand the technical processes as well. | ||||||||||||||||||||||||
81 | 6. What can Somerville do to improve bus service for residents? | I will advocate for fare-free MBTA buses and advocate for more frequent buses and against ending of bus routes that are vital to Somerville residents. I am particularly concerned about the Ward 7 residents who live at the far western/northern border of the city who have many fewer options for public transportation. I would love to see more north-south connecting options of public transportation as well, including piloting city-funded buses. We can also partner with institutions, such as Tufts, to give public access to private shuttles as a community benefit. | To paraphrase Zohran Mamdani says - free and frequent is the goal. | ||||||||||||||||||||||||
82 | 7. Do you support permanently closing Medford Street to motor vehicle traffic in the section behind the high school, as presented at the Gilman Square Community Meeting on November 22, 2021? | I have not yet studied this proposal and the history of it in depth, but I am open to the idea. On issues like this outside of my ward’s vicinity, I would work closely with Council colleagues representing the area to understand what the community thinks. | Interesting idea! I'd have to learn more about it. I'd follow that communities lead if I had a vote on the issue. I am running in for Ward 7 city council. | ||||||||||||||||||||||||
83 | 8. Do you support using traffic safety camera enforcement (i.e., speed and red-light safety cameras) in Somerville, and how will you work to implement it? | Yes, I believe we need more enforcement of speed limits and stop lights and cameras are one tool that I support using. I will work with the mayor, my fellow councilors and SPD to develop a plan for this enforcement as allowable by state law. I would also work to ensure that any automated enforcement receives regular equity review. | It's more surveillance than I am comfortable with. | ||||||||||||||||||||||||
84 | 9. Do you support reallocating curbside parking to create safe bike infrastructure, bus lanes, green stormwater infrastructure, and pedestrian improvements in order to achieve the stated goals in Vision Zero and Somervision 2040, What would you do to work with the community to resolve issues of constrained street space? | I do support reallocating parking so that streets may better serve these purposes. I will advance these goals while also listening to community members and small business owners to ensure that we are taking into account many different users of our streets. My goal will always be to have safe and equitable infrastructure and to work out solutions to meet different needs through communication and collaboration. | Yes. We have to pay attention to the trade-offs block by block, and listen to the community, but I definitely broadly support these ideas, and Vision Zero. | ||||||||||||||||||||||||
85 | 10. The current price for residential parking permits in Somerville is approximately $3.33 a month, while the market rate for off street parking is much higher. Would you propose changes to Somerville’s parking permitting costs, billing, or eligibility, and if so, what changes? | Yes, I would support increasing the cost of residential parking permits. At the same time, I would explore ways to keep the cost low for low-income residents. I am in support of the current policy of not charging a fee for seniors over 65 and those with a handicapped placard. I would gather information about if further adjustments to eligibility for free or reduced parking permits are needed. | I don't think pricing people out of using cars is the best approach. I would rather focus on improving the appeal of other modes of transportation. | ||||||||||||||||||||||||
86 | 11. Do you support free bus service on the MBTA, and a low- income fare option for other public transit options? | Yes, absolutely. | Yes. | ||||||||||||||||||||||||
87 | 12. What connections do you see between transportation and housing, and what synergies would you pursue if elected? | Transportation and housing are quite connected and we need to be thinking about them together. I am in support of increasing housing density near public transportation, such as near T stops. While we increase housing, we need to think about ways to not increase the number of cars on our roads and this is one piece of that. | It's important to build dense housing, affordable and generally, near transportation hubs. | ||||||||||||||||||||||||
88 | 13. Transportation represents 35% of Somerville’s greenhouse gas emissions. What is the single most effective action that Somerville can take to lower carbon emissions? Will you pursue this action, and how? | I think that investing in transit-oriented development is likely one of the top things that we can do to lower transportation-related emissions. We can also take actions like installing more electric vehicle chargers and making the city more bike friendly. As a long-time climate advocate, I know that there is no single silver bullet, but we need to take action in multiple areas. | Continue to make non-carbon emitting transportation more appealing. | ||||||||||||||||||||||||
89 | 14. Somerville has eliminated minimum parking requirements city-wide. Do you think we should also have parking maximums in new developments? Please explain. | Yes, I do think we should have parking maximums, at least in certain areas. In a dense and space-constrained city such as Somerville, with multiple transportation options and goals for street safety, I think it makes sense for the city to have a role in determining how much space will be allocated to parking and not leave this decision wholly to developers. | No, I don't see developers pushing to addd a lot of parking. Do you? | ||||||||||||||||||||||||
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