Candidate Questionnaire Responses

Ayah Al-Zubi

I typically use my bike, trains and buses, or by walking! This impacts how I shape my policy because I believe that strong transportation access and safety will encourage people to use these modes.

When you create safe infrastructure, it empowers people. From the biking perspective, I want to make sure we stay on track to completing the ordinance on time. In addition to this, I want to create more safe places for bicycle parking because stolen bikes are frequent, as well as weather damages to bikes. As someone whose bike has been stolen, sadly, I know this all too well. Also, I want to make sure we continue to increase access to biking to help create conversation and change towards sustainable modes of transportation. Part of advancing this mode of transportation means continuing to invest in Cambridge Bike Giveback and vouchers. From the walking perspective, our streets need to be more accessible. Whether it’s crosswalks at dangerous intersections or uneven sidewalks, we need to work on a plan to address accessibility and safety for pedestrians. For example, someone who navigates this city on a wheelchair should be able to move with dignity. From the MBTA perspective, you can count on me to be a vocal advocate at the state level and I want to push to officially make the #1 bus fast and free. How we get to where we need to go is an important part of our daily lives and contributes to a multitude of things like climate justice, community building, and economic justice.

Burhan Azeem

I don’t own a car, and use a mix of walking, biking, and public transit to get around Cambridge. My vision for our transportation infrastructure is about safety and choice. I’m proud to have been a consistent supporter of the Cycling Safety Ordinance, and it’s imperative that we continue to build safe infrastructure for cyclists and pedestrians, including the full CSO network, intersection hardening, and better sidewalks and crosswalks. As a transit rider, I’m committed to making sure that the MBTA’s Bus Network Redesign results in the efficient, functional network we deserve. I’ve also led changes to parking regulation to open up more off-street parking spots, opening up road space to other uses and providing better options for both drivers and cyclists.

LaQueen Arleen Battle

Bus/uber – easy to commute

Dana Ray Bullister

I rely on public transit, walking, biking, and scootering to get around Cambridge. I do not own a car. This lived experience informs my commitment to a city that supports safe, sustainable, and accessible transportation options for all, including for both those with and without cars.

Mobility is not just about getting from point A to B. It is about accessing economic opportunity, education, healthcare, and community. It is also about personal freedom and dignity. Those who cannot drive—such as older adults, people living with disabilities, and those unable to afford a personal vehicle—should be able to participate in public life, too.

This does not mean I don’t appreciate the very real concerns of those who rely on driving; to the contrary, I care deeply about these residents and will strive to serve them just as diligently. It does mean, however, that I am fully embedded in the practicalities of our public transit and can add this needed perspective to our Council.

I prioritize building a city that includes all community members and enables them to choose among different safe options based on convenience, sustainability, and personal preference and not feel trapped into one mode due to dangerous infrastructure.

Having multiple transportation options is also necessary for reducing traffic and managing our city’s density. It is vital we support safe alternatives for accessing the incredible resources and opportunities our city has to offer.

Timothy Flaherty

Drive a personal vehicle, bike, walk.

Peter Hsu

Within Cambridge, I bike 95% of the time and walk around 5% of the time. Within the greater Boston area, I bike 90% of the time and drive for the other 10%. Therefore, safe bike lanes, cyclist education, traffic law enforcement, and safety for all road users are some of my top policy priorities.

Marc McGovern

I walk to work, otherwise I drive, Uber or take public transportation. I don’t cycle due to knee issues that result in a lot of pain when I cycle. My commitment to cycling safety isn’t because of my safety, but for the safety of others. I want cyclists to be able to travel without fear.

Ned Melanson

Cycling is my primary way to get around Cambridge and into surrounding communities. I cycle to get to my office in Central Square, for exercise (typically along the Charles or out the Minuteman pathway), to go to dinner in Harvard Square, to get coffee in Inman or East Cambridge, and to grocery shop in Cambridgeport. If I’m not cycling, I’m usually walking or taking the Red Line into Boston.

Being on a bicycle every day in Cambridge shapes my policy outlook in many ways. I’ve been riding around Cambridge and Boston for a decade and have seen how much safer the streets can be for riders, rollers, and walkers when protected infrastructure like separate bike lanes is implemented. I’ve also seen what happens when such infrastructure is not present. I’ve been struck by drivers several times (right-hooked on Main Street in Cambridge, doored in front of South Station in Boston), luckily never resulting in serious injury, but definitely some mental scars. I’ve also been deeply affected by the deaths of cyclists like Minh-Thi Nguyen, John Corcoran, and others who were riding their bikes when they were killed by drivers of cars and trucks.

These deadly crashes were entirely preventable through policy decisions. We decide how safe our streets are for cyclists and walkers, and sadly, we often only make piecemeal changes after tragedies. If elected, I promise to make forward-looking safety decisions, rather than scrambling after another cyclist dies.

Patricia Nolan

I typically bike. That experience gives me a sense of how the CSO is working and what the city could do to ensure safe transit for all users.

Stanislav A. Rivkin

I use a wide variety of transportation. I walk, use public transport, drive, and occasionally bike. However, I primarily try to walk or use public transit.

In utilizing such varied methods of transport for different purposes, I’ve come to appreciate the need for a diverse set of transportation offerings, and the need for compromise to ensure the safety of all commuters. I’ve known several cyclists who have been killed in car accidents throughout my life, and I am committed to prioritizing safety.

Zion Sherin

I get around Cambridge differently depending on the day. When it’s nice during the summer, I love to skateboard or use my electric scooter. For any long-distance trips, I use my car, and normally use the T for trips from and to Boston. Occasionally, I will use my girlfriend’s bike, but my main form of getting around is walking. I think this has helped me see the wide variety of transportation needs in the city and understand the complexities related to street design.

Sumbul Siddiqui

I use all modes of transportation—walking, biking, transit, and driving—depending on the day and the trip. That experience helps shape a balanced and realistic policy outlook. I understand the need for safer streets for pedestrians and cyclists, reliable and affordable transit, and the realities many residents face when driving is their only option. My goal is to prioritize safety, equity, and sustainability across the entire transportation network so that everyone, regardless of how they get around, can move through Cambridge safely and efficiently.

Jivan Sobrinho-Wheeler

Creating safer streets and better bike infrastructure is personal for me. Before starting on the City Council, I lost part of two teeth in a bike crash in Cambridge coming home from work. I didn’t have a parking space at home or work, so biking was usually how I got there, but it often felt incredibly unsafe.

I’m proud to have been the lead sponsor of the 2020 Cycling Safety Ordinance that has added protected bike lanes on Hampshire Street, Mass Ave, Garden Street and many others. I bike to City Hall and around Cambridge most days, and it has been great to see so many people using the bike infrastructure and to see the data that crashes and injuries have dropped dramatically as a result. The Cycling Safety Ordinance has also led to the creation of additional bus lanes, which have cut commute times for bus riders by hours over the course of a year, and it has led to fewer people biking on sidewalks.

Louise Venden (Write-In Candidate)

I walk 3-5 miles a day through different neighborhoods and take the T. I observe car traffic, bicycles and pedestrians to understand risks, conflicting uses and think of ways to lower them.

Catherine Zusy

From April until November, I get around Cambridge by bike almost exclusively. It is the easiest and fastest way for me to get around the City. (My husband also commutes by bike and otherwise mostly bikes to local destinations.) My experience leads me to support policies that help others do the same.

But not all can, or at least not always. As an example, I drive my neighbor, who uses a wheelchair, to shop for groceries each week. Many others have health or balance issues that keep them in cars.

Ayah Al-Zubi

1. Making the #1 bus fast and free 2. Completing the bike lanes 3. Working to make our sidewalks more accessible and make dangerous intersections (like Mt. Auburn and Dewolfe St.) safe.

Burhan Azeem

Completing the network envisioned in the cycling safety ordinance, hardening and upgrading intersections and crosswalks to protect pedestrian and cyclist safety, and strengthening our relationship with the T, particularly around improving transit in fast-growing areas like Alewife.

LaQueen Arleen Battle

1. Increasing a better MBTA public route or an EZ bus route from East Cambridge (Leachmere) Green Line to Central Square (Red Line)

2. Making a free bus shuttle for major bus lines in Cambridge such as the (I think it’s the #86/#66 bus) goes from Leachmere to Harvard Square and #1 Bus from Harvard Square to Boston (just as the free major bus lines in Dudley Square/Roxbury in Boston)

3. Fix the potholes and major road construction that comes upon Harvard Square, Inman Square and give the public a main finishing date

4. Increase the “free Uber/Lyft” service back again from Cambridge Health Alliance Hospital to neighborhood communities because the hospital lost funding to the program

Dana Ray Bullister

1. Completing a fully connected, citywide network of protected bike lanes, including North-South connectors.

2. Implementing smart metering in commercial centers to improve parking and reduce congestion. Current flat street parking rates distort demand and cause vehicles to need to circle endlessly, contributing to traffic, or to illegally double park or park far from one’s intended destination. This clogs neighborhoods and harms local businesses. By instituting a policy wherein the first 15 minutes of parking is always free (enabling convenient quick pickups and deliveries), while using demand-based pricing beyond that to ensure roughly 85% occupancy on any given block, we can ensure consistently available parking, greatly reduced traffic, safer pickups, greater customer throughput, and better visitor experience. This model has been rigorously supported by research lead by Donald Shoup and others. Revenue from this policy can fund hyper-local improvements like sidewalk upgrades, street trees, and public amenities that make neighborhoods more livable and commercial centers more inviting, enhancing quality of life for everybody.

3. Improving transit reliability, access, and amenities, especially for residents with disabilities and those who rely on buses.

These three priorities would improve safety, reduce congestion, and expand access across our city. I also support prioritizing street design improvements that help mitigate climate and heat impacts.

Timothy Flaherty

See attached.

Peter Hsu

Bike, walk, and car.

Marc McGovern

1.Complete the Cycling Safety Network with no more delays.

2. Begin looking at expanding the network to create improved North/South connections.

3. Ensure that the City completes the study and required construction on dangerous intersections.

Ned Melanson

1. Complete the Cycling Safety Ordinance (including Cambridge St., Broadway, Main St., Mass Ave.) and keep Garden Street one-way for cars (i.e., keep it’s current configuration rather than change to a two-way car traffic street).

2. Study, draft, and pass a new Cycling Safety Ordinance (“CSO 2”) that greatly expands and connects our protected bike lane network. Priority streets include Magazine through Prospect Street, Putnam Avenue, Brookline Street, Concord Avenue, Rindge Avenue, Central Square, Windsor Street, and more. I would also work with the MBTA to create a bike path along the Grand Junction Railway.

3. Intersection safety–hardening pedestrian and bike safety infrastructure in our intersections is crucial, as many deadly crashes happen in intersections. I would explore and utilize a range of tools to make intersections safer, including: bumpouts and curb extensions, centerline hardening (increasing turning angles and slowing down turning speed), daylighting corners (especially by restricting parking near intersections), high visibility and raised crosswalks, changing over-sized or irregularly sized intersections into smaller “T” shapes, implementing roundabouts where feasible, and adding slow turn “wedges.” Overall, the goal is to reduce driver speeds, increase cyclist and pedestrian visibility, and make intersections as safe as possible for everyone by utilizing permanent infrastructure.

Patricia Nolan

1. expanding the CSO along the lines of a PO I sponsored to include more streets – north south in mid and East, and east-west in north and east Cambridge. 2. replace all the existing shuttles with a citywidwe coordinated free shuttle to make it easy for people to not need or use cars. 3. Making the Net Zero Transportation Plan a living plan that guides action.

Stanislav A. Rivkin

1. Ensure the completion of the CSO on time.

2. Increase enforcement of speeding and reduce speeds in residential neighborhoods.

3. Provide fare-free public transit within Cambridge through vouchers for the MBTA and establishment of municipal bus routes.

Zion Sherin

My top priority would be creating safer intersections for bikers and pedestrians through the implementation of reduced speed limits and bike traffic lights. My second priority would be creating a city-wide program that provides on-call transportation services for people with disabilities. My third priority would be extending access to blue-bikes and public transportation through free or reduced pass prices and increasing their supply.

Sumbul Siddiqui

Street safety – Redesigning dangerous intersections and expanding traffic-calming infrastructure to protect people walking, and biking with a focus on dangerous intersection.

Reliable public transit – Advocating for bus priority lanes, better connections, and more frequent service, especially for communities that rely on transit the most.

Accessible, climate-friendly choices – Expanding bike infrastructure, EV charging, and car-free mobility options so that sustainable transportation is safe, convenient, and realistic for more residents.

Jivan Sobrinho-Wheeler

– Completing the CSO – Cambridge Street, Broadway, Main Street and Mass Ave are scheduled to be completed by the end of 2026. Whether that happens or not may depend on the outcome of this Fall’s election. We have had a narrow majority on the City Council in support of completing these important sections of the City’s bike network by this date. I would like to return to the City Council to help ensure we do.

– Fast & free buses – while Cambridge does not control the MBTA, we do control our streets and sidewalks, and there are many important things we can do to improve public transit as a result. Studies show Cambridge bus lanes save bus commuters several minutes on each trip, which adds up to almost a day of a person’s life back over the course of a year. We can also add bus lanes, signal priority, and bus shelters and arrival time displays. Fare-free buses speed up boarding, increase ridership, and reduce assaults on bus drivers.

– Better sidewalks – I’ve pushed for the City to do more municipal sidewalk snow removal—rather than leaving sidewalks up to a patchwork of property owners. I’ve also spent hours helping constituents with sidewalk tripping hazards, following up with DPW to get them addressed. Like the “sewer socialists” in city government during the early 20th century, I’m proud to be a “sidewalk socialist” and put a spotlight on the government’s role in delivering this critical public infrastructure.

Louise Venden (Write-In Candidate)

1. Reduce car use by enforcing speed limits using cameras like those used in many other cities, seek leases with parking facilities on lots or structures on the periphery and encouraging employers to offer T passes to workers. 2. Track where bike and pedestrian accidents have happened and reduce risk through better lighting, signage and trimming of hedges and tree limbs that obscure views. 3. Work with Boston, Somerville, and other adjacent cities to expand MBTA service and shuttles. MBTA use has not yet returned to 2019 levels, and ridership could increase with promotions highlighting upgrades that make service more reliable.

Catherine Zusy

Along with improving problematic intersections and rolling out the bike lanes, to explore ways to reduce traffic congestion, improve mass transit, and to provide parking where it is needed. We also need to institute bike training programs at all elementary schools and to advance a transportation safety campaign, encouraging (and then enforcing) the rules of the road for all mobilities. Currently, drivers, cyclists and pedestrians, all, don’t feel safe.

Ayah Al-Zubi

I believe they’re helping us create a culture of safety on the roads for everyone. This helps with increasing bike usage which, in turn, helps us change the way we think about transportation. Also, it saves lives. We’ve seen a 50% in reduction of crashes when implementing separated bike lanes. One of the principles I live by is saving one life is as if you saved all of mankind.

Burhan Azeem

In general, I’m very happy with the progress we’ve seen under the CSO. We’ve built miles of bike lanes quickly and cheaply

LaQueen Arleen Battle

Providing a safety corridor between the bicyclist and the motorist in the community.

Dana Ray Bullister

The CSO bike lanes are saving lives. Protected infrastructure physically separates people on bikes from fast-moving traffic, reducing risk to physical safety. This infrastructure also makes cycling accessible to more residents, including older adults, parents with kids, and new or less confident riders. That is a huge win for traffic mitigation, health, and sustainability.

This infrastructure also brings us closer to a functional bike network. Previously, Cambridge’s bike lanes were fragmented and inconsistent. The CSO is stitching them into a more connected system that helps people travel to key destinations like schools, transit stops, libraries, and commercial districts without contributing to motor vehicle traffic by needing a car.

The quick-build approach has also been a strength. While not perfect, it has allowed the city to move more swiftly than traditional capital projects and to iterate based on feedback. It shows that street design change doesn’t have to take decades and that we can deliver bold infrastructure in real time to meet real needs.

When we invest in safe bike infrastructure, we’re investing in public safety, health, quality of life, and climate sustainability.

Timothy Flaherty

Hampshire Street seems to be working well but other bike lanes have very mixed reviews about safety, impact on small businesses, parking, and use.

Peter Hsu

They are generally sufficiently wide and well-maintained.

Marc McGovern

Our research shows that when dedicated bike lanes are installed, ridership increases and accidents decrease. That about says it all.

Ned Melanson

If you build it, they will come. There’s both hard data and an undeniable feeling that the people are getting out there–more every year. Every time we protect and connect a major thoroughfare, we open up cycling and micromobility to a new neighborhood, to new destinations. A network effect is emerging, and the results are hard to deny (some will try, though!).

BlueBike volumes, which constitute a reliable and longitudinal source of information on this, are way, way up. That’s amazing and represents several things–more freedom for those who can’t afford or don’t want a car, low-cost trips that decrease traffic and are easier on our infrastructure, and, of course, less pollution.

Data was recently released showing that at peak travel times, in some intersections in Kendall, bike trips constitute something like 40% of traffic. That’s the tip of the iceberg. The more we connect, the higher that number goes.

Patricia Nolan

more people are using them, and there is approaching a network of safe lanes.

Stanislav A. Rivkin

The installation of protected bike lanes has significantly improved safety for cyclists AND drivers.

Zion Sherin

I think some bike lanes, especially on higher traffic roads, have made it safer for non-car travelers. Personally, I use them for my scooter. There are areas I think are done better than others; there is one area on Mass Ave that is raised on the same level as the sidewalk which I think is very well designed.

Sumbul Siddiqui

The bike lanes being installed under the Cycling Safety Ordinance (CSO) are making Cambridge measurably safer and more accessible for people who bike, while also contributing to the city’s broader goals around sustainability, and mobility.

What’s working well is that the city is finally building out a connected, protected bike network across major corridors—not just isolated stretches. The infrastructure itself provides a level of safety that encourages a wider range of people to bike, not just experienced riders. More residents, including families, seniors, and those who use mobility devices, are feeling empowered to travel by bike. That shift not only reduces emissions and traffic but also supports the city’s public health and Vision Zero goals.

From a policy perspective, the CSO is an example of how setting enforceable standards can help cities move from planning to implementation. It holds the city accountable for progress while still allowing public input and iterative design improvements. We’ve seen projects evolve in response to feedback—like incorporating more pick-up/drop-off zones and better curb access.

Jivan Sobrinho-Wheeler

I have been excited to see the data the City has collected around transportation patterns so we can better understand the impacts that more protected bike lanes, bus lanes, and safer streets has had. It is great to see that cycling crashes, and the severity of those crashes, has dropped, and the number of people biking in Cambridge increase signficantly.

I also appreciate the City’s staff’s efforts to consider the context of an individual street when designing changes to it. Cambridge is not a city on a grid with homogenous streets throughout — we have a diversity of intersections and streets and getting the design context right for each one is important.

Louise Venden (Write-In Candidate)

They are generally well marked, but there are times when transition out of a lane to the street or at intersections could be improved. In heavily used lanes with lots of car, truck and bus traffic, placing lighting in the lanes may improve bike rider safety. Bike lanes present obstacles to cars which is a positive result, and lanes effectively protect bikers because car drivers routinely fail to share streets safely and legally with bikes.

Catherine Zusy

I feel much safer cycling on the separated bike lanes.

Ayah Al-Zubi

I believe that we could strategize how to respond to the changes that might impact those with cars or other needs because this process might feel (emphasis on the feel) difficult when not adequately prepared to deliver on alternatives and support for the transition. For example, the city passed a policy to reuse parking spaces from businesses. This alternative can help mitigate some of the fears that come with changes in our roads. Being able to share a set of resources is vital to ensuring that people feel heard while making progress.

Burhan Azeem

Intersections remain far too dangerous

LaQueen Arleen Battle

Not enough parking for homeowners being installed in the community. Many homeowners are complaining that they cannot find a place a place for their cars/vehicles due to the management of bike lanes replacing parking spots

Dana Ray Bullister

While I strongly support the CSO’s goals, its rollout has had pain points that need to be addressed if we want to build trust and confidence in its direction. One is consistency in the level of community engagement that is leveraged before making intervening decisions. One example is the controversial changes to Garden Street, including a reversal of part of the bike lane installation in 2024, that stemmed in part from competing narratives about what constitutes sufficient and inclusive public process.

The quality and appearance of some quick-build materials have also raised concerns. Some barriers feel temporary or patchy, and critical areas like intersections are still vulnerable. We need to ensure high-visibility crosswalks, turn hardening, and permanent-feeling protections, especially in high-conflict zones.

It is also vital that implementation center accessibility. Bike lane design should accommodate people riding adaptive bikes, parents with children, and those who rely on e-bikes or cargo bikes, not just the most athletic riders. And every change must consider the needs of people walking, rolling, and using mobility devices. For the CSO to succeed long-term, we must improve its execution and demonstrate that it can work for everyone.

Timothy Flaherty

The process for engaging the community has been very haphazard over the years which has led to a lot of the pushback. There are also very significant safety concerns.

Peter Hsu

The unavoidable “sacrifice” or removal of certain on-street parking spots as well as some bike lane users not obeying traffic laws (the latter is obviously not the bike lanes’ fault per se, but an observed fact and in all fairness, unintended consequence).

Marc McGovern

We need to fix intersections to decrease accidents due to right hooks. We need to make sure our lanes connect if we truly want to be a network. I would like to coordinate better with Somerville so lanes don’t stop at the border.

Ned Melanson

I feel like every cyclist will have a list!

First of all, excessive delays in implementing the CSO don’t help anyone. There is already a lengthy process for things like community involvement, public comment, and design improvements. In fact, I know these processes have actually materially improved first-draft proposals from the City on multiple occasions. We should not introduce additional delays without very good reason.

Of course, intersections need improvement. There are several designs that could help improve safety for cyclists and pedestrians and save lives, including Protected Intersections and improved daylighting.

Next, flexposts are fine for quick builds, but they are much less safe than harder infrastructure. For example, the yellow posts that indicate bike lane openings in places like Brattle Street may as well have been painted that color for target practice. Most of them end up in the gutter, and cars end up in the bike lane on a regular basis. Where appropriate, we need proper bollards for cyclist and pedestrian safety.

There are options that are not cost-prohibitive and allow for ease of use by emergency vehicles. For all of the above, I’d like to work closely with City Staff, including transportation engineers, to find those cost-effective and safe solutions.

A note on that–when I inevitably do disagree with a proposal from City Staff, I believe the burden will fall on me to clearly explain my process and earn trust.

Patricia Nolan

on the west side of town, not enough people are using the lanes which is creating a backlash against spending so much money .

Stanislav A. Rivkin

The network could use more connections. We could also educate drivers more effectively about sharing the road with bikes and watching for bikes during turns.

Zion Sherin

I think some of the bike lanes were poorly designed and implemented without proper research into their efficacy. I think one of the biggest issues impeding their full success is that many bike lanes don’t have specialized traffic lights in intersections. It gets confusing (and dangerous) if drivers, cyclists, and pedestrians are not on the same page on right-of-way or signaling.

Sumbul Siddiqui

The rollout of bike lane infrastructure has improved significantly, becoming more predictable and involving stronger community engagement. However, we need to better communicate the tradeoffs involved and take a more proactive approach to mitigation rather than reacting after issues arise. Intersection safety remains a key concern. Last August, the City Council received a memo from the City Manager’s Office promising decisive action following two tragic deaths. Commitments included safety audits at fatal crash sites, plans to fix intersections, ranking the five most dangerous City-controlled intersections, full audits with short- and long-term improvements, collaboration with MassDOT and DCR, and transparent posting of all results on the Vision Zero website. An update on this work has not been provided. Improving intersections requires removing parking near corners to improve visibility, curb extensions to slow turns, dedicated signals to separate cyclists and pedestrians from turning vehicles, physical barriers like curbs or planters, clear markings and colored pavement, bike boxes for safe cyclist waiting areas, and better lighting and signage. Additionally, delays in repairing flex posts undermine safety and show the need for a more reliable maintenance system.

Jivan Sobrinho-Wheeler

I was disappointed that the City Council overrode the public process that led to Garden Street being one-way with protected bike lanes this term and disregarded city staff’s recommendations that the previous design had been safer and better for traffic. There are always things the City can do to improve public outreach and engagement — it’s part of why I spend so much time knocking doors and talking to individual residents. But I believe the Council should also try to respect the design and outreach process and not conflate disagreement with an outcome by some number of folks with there having been an insufficient process when there is evidence that there has been extensive outreach.

Louise Venden (Write-In Candidate)

Lanes were designed and installed without adequate input of retail and residents along impacted streets. Stores need access to street delivery of goods and residents need some street parking along some corridors. Not all lanes are signed well, and there needs to be lighting and even blinking lights at areas where accidents have frequently occurred. Finishing the bike lanes will diminish the awkward or poorly designed transitions between completed and incomplete segments.

Catherine Zusy

With the loss of parking due to bike lanes, many who must drive can’t find parking. We must do a better job of identifying places where those who must drive can park.

Ayah Al-Zubi

Yes

Burhan Azeem

Yes

LaQueen Arleen Battle

Yes

Dana Ray Bullister

Yes

Timothy Flaherty

No

Peter Hsu

Yes

Louise Venden (Write-In Candidate)

Yes

Marc McGovern

Yes

Ned Melanson

Yes

Patricia Nolan

Yes

Stanislav A. Rivkin

Yes

Zion Sherin

Yes

Sumbul Siddiqui

Yes

Jivan Sobrinho-Wheeler

Yes

Catherine Zusy

Yes

Ayah Al-Zubi

Yes

Burhan Azeem

Yes

LaQueen Arleen Battle

Yes

Yes, but with balance. Make sure that there is adequate spacing for street and permitted parking for vehicles as well

Dana Ray Bullister

Yes

Yes, I support completing the Cycling Safety Ordinance on schedule. These protected bike lanes are critical for reducing injuries, expanding mobility options, and enabling more people to travel safely without a car. While trade-offs are real, the benefits for public health, equity, and climate resilience are substantial. We must prioritize safety, especially for children, older adults, and less confident riders, and ensure the network is truly accessible citywide.

Timothy Flaherty

No

I have significant doubts about meeting the proposed timeline and I support additional safety reviews.

Peter Hsu

Yes

Not that I am saying the CSO is not communicating with the residents on and nearby these streets, but I do think the CSO can potentially improve on such communications and perhaps the ways in which such communications reach those residents most affected by these bike lane installments.

Marc McGovern

Yes

Ned Melanson

Yes

I strongly support. These improvements are necessary to ensure the safety for all street users and will encourage more people to use non-automative means to travel around and through Cambridge. Any further delays put people at risk of serious injury or death.

Patricia Nolan

Yes

I voted for the current plan and will continue to support it.

Stanislav A. Rivkin

Yes

Zion Sherin

No

I agree with the majority of the CSO. However, I don’t support installing bike lanes for the entirety of Broadway. I think that between Mass Ave, Main St, and Cambridge St, there are enough east-west paths for cyclists, and the proper way to address this accessibility and safety issue is by making use of north-south paths.

Sumbul Siddiqui

Yes

Jivan Sobrinho-Wheeler

Yes

Louise Venden (Write-In Candidate)

Support completing CSO by Nov 2026: Yes

Efforts should be made to lease nearby private parking lot space or set aside parking at public facilities. We could also create more 15 minute spots for shoppers and enforce parking limits more aggressively. Our streets must serve safe vehicle and pedestrian traffic, not car traffic. Expanding shuttle services with smaller shuttles offering more frequent stops at dense residential and key retail like grocery stores, drug stores and medical facilities would help those unable to walk or use public transit for these essential items.

Catherine Zusy

Yes

Yes. I was the deciding vote in support of this and will continue to support these lanes.

I understand that we need the complete network to make cycling a real option.

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

4

Dana Ray Bullister

5

Yes, I strongly support this. A fully connected, citywide bike network is essential for safety, equity, and climate goals. North-south connectors in particular are critical to making the system usable for everyday travel. Gaps in the network create dangerous conditions and deter new riders. We need a clear, accountable plan to close these gaps and ensure the network is accessible, inclusive, and practical for all users.

Timothy Flaherty

3

Any north-south connection, which may be appropriate, requires a robust community engagement to select locations, review safety, and discuss anticipated roll-out.

Peter Hsu

4

Marc McGovern

5

Ned Melanson

5

I frequently cycle along north-south routes in Cambridge and have personal experience with the lack of safety infrastructure on these streets, including Magazine, Brookline, Prospect Street, and First, Second, and Third Street, among others. I would push add separated bike lanes to these and other north-south routes to improve connectivity in the cycling safety network. I also support improvements that would lower vehicle speeds on north-south streets like Inman.

Patricia Nolan

5

As the lead sponsor of the PO asking for north south connections, along with additional east west connections, I fully support this buildout. I have been working to advance an addition to the CSO for the next phase – by 2030 and have pushed the staff to undertake it. ANd wrote the PO to make it happen.

Stanislav A. Rivkin

5

Zion Sherin

5

I would have to read the language of the ordinance, but reducing speed limits and evaluating the implementation of more North-South routes are proposals I would want to take action on.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

4

Catherine Zusy

3

I’d need to know what you’re proposing and what their impacts would be. I agree that we need some north-south connectors.

Ayah Al-Zubi

5

This is incredibly important to me because being able to support our youth in navigating transportation will help build a culture where biking is encouraged and that everyone feels safe riding to school. If we tie this in with programs like the Give Back program, we’ll be helping lead the next generation in sustainability and community building! In fact, we could creatively think about how to work with the School District to implement opportunities for educational sessions on biking. Learning how to bike can be hard!

Burhan Azeem

5

LaQueen Arleen Battle

5

Absolutely. Please continue to provide safety net for students on their way to school. Thank you.

Dana Ray Bullister

5

Yes, children deserve safe, independent ways to get to school. Connecting every school to the bike network reduces traffic, supports working families, and promotes healthy habits. It also improves equity by expanding access for students who rely on biking or walking. This should be a priority for both safety and sustainability.

Timothy Flaherty

3

Without a detailed plan, it is impossible to opine. Especially when considering safety issues.

Peter Hsu

4

Marc McGovern

5

Ned Melanson

5

Yes! Parents should be confident letting their kids out the door in the morning (or riding with them), knowing they will get to and from school safely on their bicycle. This should be one of the top priorities for the City as it not only protects some of the most vulnerable road users, but also reduces congestion during rush hour. Any gap in connectivity in the bike-to-school network, no matter how small, is a huge safety issue and should be filled ASAP.

For example, there are a lot of daycares and schools on Broadway. Leaving even one stretch of Broadway out of the network prevents many parents/schoolchildren from riding to school.

Patricia Nolan

5

the way schools are organized in Cambridge makes it challenging to have a coordinated safe route – since we don’t have neighborhood schools. However, each school can have a safe route, it may not apply to every student.

Stanislav A. Rivkin

4

There may be rare circumstances when connecting to the network is not feasible or where, in the case of elementary school, many kids might be too young to safely bike to school on their own.

Zion Sherin

4

I believe this is something I would support. I would need to see the exact routes proposed but it generally seems like a good idea.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

3

This is an interesting idea. I don’t know what this would entail and would need to better understand the implications before taking a position.

Ayah Al-Zubi

5

Creating separated bike lanes is a huge step in the right direction. This would take it one step further because, at times, the flex posts are not respected as a means to protect bikers, etc. In this way, they’re sometimes perceived as suggestions and not barriers. I have seen trucks disregard them and this only adds to fears around biking safely.

Pre-cast concrete curbs and planters offer more permanent, physical separation. Also, posts that are not respected put a burden on our city staff to fix and update the lanes, whereas this would help with ensuring a concrete (no pun-intended) way of ensuring maintained separate bike lanes. We should be following cities like Portland on this!

Burhan Azeem

5

I support this as one option for upgraded cycling infrastructure. Depending on the corridor and resources available, we should also consider more permanent-build options like sidewalk extensions.

LaQueen Arleen Battle

4

With balance. Please give the public adequate time to adjust to the changes within the community especially due to the change in traffic flow.

Dana Ray Bullister

5

Yes, upgrading quick-build lanes with pre-cast concrete curbs and planters would improve both safety and aesthetics. Additionally, a more permanent, intentional design signals that bike infrastructure is here to stay and worth investing in.

Timothy Flaherty

3

Again, without a detailed plan, it is impossible to opine. Especially when considering safety issues.

Peter Hsu

4

Marc McGovern

4

I’m sure this can be done in the majority of places, but there may be places where it doesn’t work.

Ned Melanson

5

Is there a level 6 of support? Flexposts serve a purpose but they should be very temporary. I’ve seen trucks parked on top of them and they’re often beat up in a matter of months, if not weeks, signs that drivers are entering the bike lane and putting cyclists at risk.

Patricia Nolan

5

I support replacing with a more permanent upgrade – however, I am not sure if the material should be specified per this question since there may be other options for physical separation that are as good. Also, I am not sure if the staff would state that these projects can be done over the next two years given the other projects going on in the city.

Stanislav A. Rivkin

5

Zion Sherin

5

I think pre-cast curbs are better than the options being used on Mass Ave, which block visibility. I also believe slowing traffic in intersections is important for safety, especially for pedestrians. I would want to talk to city staff about how we could mitigate the issues emergency vehicles could face from this.

Sumbul Siddiqui

5

I would support this and I would also think about how possible it is with budget priorities among the city council. Perhaps, prioritizing and leveraging state grants for active transportation to offset local costs would be important.

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

4

Catherine Zusy

3

The City is about to have much less money and many have argued that we’ve spent A LOT on bike lanes. (I don’t think this # has been published.) I would need to understand the cost implications before taking a position.

Ayah Al-Zubi

5

As mentioned earlier, I want to be on the ground learning about the experiences of people who live near or travel through dangerous intersections to be able to improve safety on all levels. People traveling via bike or walking don’t feel safe and, at times, drivers can feel confused. Making clear infrastructural changes, signs, and traffic changes to advance this is crucial. Strengthening the pathways to our schools, libraries, and other community centers will improve the livelihood of our residents; we need to address this urgently.

Burhan Azeem

5

LaQueen Arleen Battle

5

Yes, increasing community access to more safer corridors and allowing better safety for children, families and college students. (All the way from MIT corridor to Harvard Square)

Dana Ray Bullister

5

Yes, targeting high-crash intersections is one of the most effective ways to prevent injuries and save lives. Prioritizing areas near schools, libraries, and community hubs ensures we’re protecting the most vulnerable users first. A goal of five improvements per year is both ambitious and achievable and would meaningfully advance our city’s Vision Zero goals.

Timothy Flaherty

1

An ordinance is not the appropriate vehicle to create safety benchmarks. Safety considerations must be paramount and analyzed on a case-by-case basis.

Peter Hsu

5

Marc McGovern

5

Absolutely

Ned Melanson

5

Yes, please see my ideas on this above. Intersections are probably the most dangerous place to be on foot or bicycle, and we need to make them as safe as possible using permanent infrastructure.

Patricia Nolan

5

Stanislav A. Rivkin

5

Zion Sherin

5

100% absolutely, full backing, I strongly support making intersections safer. I indicated 5 because I do want this strongly; however, I believe the priority should be first based on incident rates, and then for school and other areas that youth are more likely to be.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

3

As a City Councilor, I regularly forward concerns about intersections to the Transportation Department. I, too, am concerned that changes aren’t made. The Transportation Dept. says that it’s because they are consumed with rolling out the new bike lanes. I want the City to address these bad intersections and I also want them thinking more broadly about Transportation. See my priorities above. (Fixing things that don’t work should not require an ordinance!)

Ayah Al-Zubi

5

A community process that also involves resources and alternatives will help with these public processes!

Burhan Azeem

5

I voted (in the minority) to retain the current one-way Garden Street design.

LaQueen Arleen Battle

4

Please, yes, continue to have more communication between the community and

Experts on what needs to be done especially on installing more bike projects as described

Dana Ray Bullister

5

Yes, public process must be transparent, inclusive, and centered on safety and equity. The Garden Street redesign vote revealed the risks of sidelining expert input and dismissing community voices. We need public processes that meaningfully engage diverse stakeholders and that are guided by clear data, including more representative community surveying to better reflect the sentiments of those impacted (a “flipped lobbying” approach). Clarity and fair community input, not political pressure or pre-determined outcomes, should guide conversations. Robust process builds trust and better outcomes.

Timothy Flaherty

3

Garden Street should ABSOLUTELY be returned to two-way traffic. The impact to the surrounding neighborhood was severe and the so-called comprehensive public process was anything but a comprehensive public process regarding the initial design process some 3 years ago. The 5-4 vote, in my view, while successful in changing the design, was emblematic of the polarization around these issues and failed to fully appreciate and listen to the residents who voiced their concerns.

Peter Hsu

5

Marc McGovern

5

Ned Melanson

5

Yes. Changing Garden Street back to two-way traffic after years of study, community input, and then successful implementation in this slap-dash manner will lead to less trust, less calm, and more confusing streets.

I’m not against revisiting design or implementation. But what happened was not that. There was no concomitant study to support “Option 4.” It was a feel-good vote for the Council that leaves nearly everyone worse off, and does not mirror the public feedback process that went into the original, one-way redesign. I was disappointed that the Council gave City Staff practically no runway to deliver and then blamed them when they couldn’t.

Patricia Nolan

3

Answer here depends – if the public process is to define how the street will have 2 way traffic and 2 way bike lanes, then strong support 5. But revisiting the decision made which the staff is working on is counter to good governance – we shouldn’t revisit decisions yearly. The decision to restore two way traffic while keeping two way bike lanes resulted from a robust public process. I recognize some in the city don’t see it that way. The fact is the installation proved to be very problematic for the neighborhood (not only Raymond St.) and it was continued public process that led to the vote, which I supported, to restore two way car travel while keeping two way separated bike lanes,

Stanislav A. Rivkin

5

Zion Sherin

5

I put a 5 on this even though technically I am a 1. I have already stated on my website that I will be bringing forward a policy order for Garden St to stay the way that it is. I believe it’s unfair for residents to have their street under construction again and then to lose all the parking. I believe that the process to make the current design was flawed, but changing it again is against most residents’ desires, and the data supports this.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

4

The issue at Garden St. was that the study that informed its being made 1-way, didn’t include the broader area or consider its larger traffic implications. When something doesn’t work—dangerous traffic detouring through neighborhoods and causing congestion—then it’s appropriate to reconsider solutions.

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

4

Dana Ray Bullister

5

Yes. Filling this key gap would create a safer and more connected network, especially for families and students accessing Danehy Park and nearby schools. Gaps like this undermine the usability of the entire system, since networks are only as strong as their weakest links. Completing this segment will improve safety, encourage ridership, and enhance access to green space and recreational amenities.

Timothy Flaherty

3

Again, without a detailed plan, it is impossible to opine. Especially when considering safety issues.

Peter Hsu

4

Marc McGovern

5

Ned Melanson

5

Yes, I would! Connections are incredibly important, and this connection would link two important sections of the network, plus it would protect the many children and teenagers who use this route to get to Danehy Park for recreation and sports practices.

Patricia Nolan

5

I have long been in favor of expanding this street – although it may make more sense to have Sherman Street be the one with separated bike lanes since that would connect to Danehy and to Rindge Avenue.

Stanislav A. Rivkin

5

Zion Sherin

3

I have not considered this before the questionnaire, so I would need more time to think about it. I think there’s a possibility, especially as it’s a small area and connects to a park.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

2

Probably not. It’s narrow there, perhaps narrower than south of Huron: one (car) lane each way and parking on one side. Even if we eliminated the parking, I think the road is too narrow to accommodate bike lanes. Unless, that is, we made it one way for cars. But that would cause other problems!

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

5

Improves better accessibility for the LTN Neighborhoods

Dana Ray Bullister

5

Yes. LTNs are a proven way to improve safety and quality of life on neighborhood streets. By discouraging cut-through traffic and reducing vehicle speeds, they make walking and biking more comfortable, especially for children, older adults, and people with disabilities. I support piloting LTN interventions where appropriate, with strong community input and careful monitoring of outcomes to ensure equitable and effective implementation.

Timothy Flaherty

3

Again, without a detailed plan, it is impossible to opine. Especially when considering safety issues.

Peter Hsu

4

Marc McGovern

5

Ned Melanson

5

As we saw in this year’s Participatory Budgeting voting results, there is a lot of demand for things like traffic calming in the neighborhoods. For safety’s sake, we need to lower the top speeds of cars in Cambridge’s neighborhoods.

LNTs are an interesting case and a good opportunity for a hyperlocal community process. Ideally, LNT design and implementations–particularly for details like traffic diverters–could come down to neighborhoods’ decisions. There’s even a case to be made for communities to design and maintain the art and landscaping around such areas.

Patricia Nolan

5

Stanislav A. Rivkin

5

Zion Sherin

4

I would consider this. I would need to talk to professional staff and the residents in the affected areas before I would commit to this fully.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

3

Our streets need to work for cars, bikes and pedestrians, and not just bikes. I like the idea of LTNs, but don’t want to cause greater congestion. Cars aren’t disappearing anytime soon and congestion is a real issue for Cambridge. We need to look at the WHOLE picture. If this works, great.

Ayah Al-Zubi

5

I would want to make sure that the directionality and connectivity doesn’t result in confusion or difficulty with our implementation of bike lanes on main streets. So, I want to be mindful of where crosswalks, bike lanes, and turns are created or changed to be able to map out what would be the safest way to decrease high-speed cut-through traffic for everyone.

Burhan Azeem

5

LaQueen Arleen Battle

5

Improve safety in the neighborhoods and

Reduces any influx in oncoming traffic that may cause diversion within family communities

Dana Ray Bullister

5

Yes. A thoughtfully designed citywide circulation plan can dramatically improve safety, reduce noise and pollution, and make our neighborhoods more livable. Prioritizing main roads for through-traffic while calming local streets is essential to protecting pedestrians and cyclists. I would support a circulation plan that includes community engagement, traffic data analysis, and a commitment to equitable implementation that preserves access for residents, emergency services, and essential deliveries.

Timothy Flaherty

1

Traffic calming and speed reduction are laudable priorities, where appropriate. There are less disruptive techniques, including strategic use of police details, that are more effective than a citywide traffic circulation plan to improve safety.

Peter Hsu

3

I need more data on this particular question, specifically in terms on how much more congested is this going to make the main roads as well as any alternatives to potentially alleviate high congestion periods, if any.

Marc McGovern

4

Ned Melanson

5

As we saw with the Garden Street, some of the biggest pushback came from people living not on Garden Street, but a few or even several streets away. Folks on Appleton Street, with its own traffic cut-through problems, felt that changes to Garden Street were the source of their woes. A comprehensive circulation plan (including LNTs) could assuage some of those concerns.

The true source of the problem–in this case, the massive traffic sink emanating from the Alewife rotaries–was not systematically addressed. Again, this is an area where we would need to leverage our assets of general multimodal transit connectivity and the expertise of City Staff.

Patricia Nolan

5

Stanislav A. Rivkin

3

I cannot say without seeing the proposal. There may be legitimate concerns about automobile traffic density on main roads, and substantially increased commute time, including for those taking public transit. I am adamantly in support of reducing high-speed traffic and improving transportation safety in neighborhoods and would welcome a well-balanced plan that improved safety for bikes and pedestrians.

Zion Sherin

5

I think we should have a few designated fast lanes and keep traffic down in most residential neighborhoods.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

4

Catherine Zusy

4

Yes, I think this is a good idea. The City must do an overall transportation study that considers where cars are coming and going and where auto traffic will increase with development (e.g. the 5,000 new cars in the Alewife Quad and what to do about the parking lot at the Alewife MBTA station).

Ayah Al-Zubi

5

Burhan Azeem

5

As a City, we’ve been working to build out our fleet of bike lane and sidewalk snow clearance vehicles, and I support scaling this and provided municipal snow clearing to all public rights-of-way.

LaQueen Arleen Battle

5

Safety for the bike lanes all throughout the year. Absolutely.

Dana Ray Bullister

5

Yes. Ensuring year-round accessibility, especially for people with disabilities, seniors, and transit riders, must be a core priority. Delayed snow and ice removal can pose serious safety hazards and cut off access to essential services. I support a 24-hour clearing policy that prioritizes sidewalks, curb ramps, bus stops, and bike lanes. If needed, reallocating staff or hiring contractors is a responsible investment in public safety and mobility. On-street parking should not take precedence over people’s ability to travel safely in our city.

Timothy Flaherty

1

In this region of the country, winter weather is highly unpredictable. Snowfall, school closings, street clearing, and related issues are best left to the discretion of the City Manager, Superintendent, DPW, Police and Fire.

Peter Hsu

4

Marc McGovern

4

Would want to see cost. We should certainly be clearing bike lanes and corners.

Ned Melanson

5

Yes, I strongly support. It is a myth that bike lanes are not used in the winter, and there are many cities colder than Cambridge that have high numbers of winter cyclists. With the right winter policies, Cambridge can be a winter cycling city as well.

I also view this through a lens of equity, access, and accountability. I often think about the impacts on my neighbors in wheelchairs who rely on cleared sidewalks, ramps, bus stops, and bike lanes, to get around. The winter months can be an absolute nightmare for them, and clearing these areas quickly after a storm is crucial for their mobility.

Patricia Nolan

3

depends on how this would work, happy to have

Stanislav A. Rivkin

5

Zion Sherin

5

I support this not only for bike lanes but sidewalks across the city. We pay taxes for a well-maintained city, and that starts with clear, clean streets.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

2

This is not necessary. The City is already committed to this and expending extraordinary sums on this.

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

5

As well, provide an additional competitor to Bluebikes that people can also rely upon

Dana Ray Bullister

5

Yes, I support expanding Bluebikes access across Cambridge, especially near schools, libraries, public housing, and community hubs. Bike share systems increase mobility for residents who don’t own a bike or car, and expanding station coverage would ensure more equitable access. Bluebikes also reduce congestion, improve public health, and offer a sustainable, affordable alternative for short trips. Prioritizing high-need areas and transit gaps will amplify these benefits, making our transportation system more inclusive and efficient. This expansion is a smart investment in both access and climate resilience.

Timothy Flaherty

3

Again, without details, it is impossible to opine.

Peter Hsu

5

Marc McGovern

5

Ned Melanson

5

I’m a big supporter of Bluebikes. It’s a massive asset to Cambridge and the broader region. They make the city more accessible for people of all ages and economic backgrounds, and are often many people’s introduction to cycling. I’d like to double the number of Bluebike stations in Cambridge. Schools, municipal buildings, health facilities, housing developments, and community centers are obvious low-hanging fruit sites for expansion.

Patricia Nolan

5

Stanislav A. Rivkin

5

Zion Sherin

5

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

3

Catherine Zusy

3

Sounds like a good idea, again, depending upon the expense.

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

5

Thank you for programs like these that help those in need.

Dana Ray Bullister

5

Yes, I strongly support continuing public funding for the Cambridge Bike Give Back program. This initiative is a powerful example of equity-centered mobility policy ensuring that all residents, regardless of income, have access to safe, reliable transportation. By refurbishing donated bikes and distributing them through community events, the program not only reduces waste but also supports low-carbon travel and expands access to jobs, schools, and essential services. Continued city support would help scale this work, deepen its community impact, and demonstrate Cambridge’s commitment to inclusive, sustainable mobility solutions.

Timothy Flaherty

5

Peter Hsu

5

Marc McGovern

5

Great program

Ned Melanson

5

Great program, great results, run by the community for the community. Hats off to them. They deserve continued public funding!

Patricia Nolan

3

Much of the current funding for CBGB is ARPA federal money. before committing to this funding, I would want to understand the context of overall funding for mobility and whether there are other mobility related projects that deserve funding. I would want an RFP process to be used to provide options for residents – instead of only having one non profit eligible

Stanislav A. Rivkin

5

Zion Sherin

5

Sumbul Siddiqui

5

I pushed for this work to happen and I would gladly continue to support Cambridge Bike Give Back.

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

4

Catherine Zusy

3

I would think so. What does it cost?

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

5

Dana Ray Bullister

5

Yes, I strongly support continuing public funding for Cambridge’s e-bike and e-cargo bike lottery programs. These programs empower residents to shift away from car dependence by making biking a more realistic and accessible option, especially for families, older adults, and those with longer commutes or heavier loads. E-bikes are a critical tool in advancing equitable, low-carbon mobility. By helping residents overcome physical or logistical barriers to cycling, the city is expanding transportation choice, improving air quality, and reducing traffic congestion. Continued funding is a smart, climate-forward investment in a healthier, more inclusive Cambridge.

Timothy Flaherty

3

Again, without details, it is impossible to opine.

Peter Hsu

5

Marc McGovern

5

Ned Melanson

5

Strongly support. E-bikes are a terrific way to reduce short car trips–you can drop kids off, run errands, commute, do deliveries, and more without breaking a sweat. They reduce car ownership and save families tons of money. We should be encouraging e-bike use as much as possible, and the lottery program is a great way to do that.

Patricia Nolan

5

I had promoted for years giving funding bikes for residents – and that is a large part of the reason ARPA funding was allocated for this program.

Stanislav A. Rivkin

5

Zion Sherin

5

I support the spirit of this program, but I think it needs to be amended. Instead of a raffle that can result in some getting lucky and others unlucky, I support a reduced-price purchasing program. This prevents misuse of the program, such as winners selling the bikes.

Sumbul Siddiqui

5

I was glad to push for this to happen and would continue to do so.

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

4

Catherine Zusy

3

If we have the money for this. We will have less money for the next many years.

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

4

Dana Ray Bullister

5

Yes, I strongly support this policy. The rapid uptake of e-bikes shows how much demand exists for easier, more accessible cycling, especially in cold weather or for longer trips. Piloting powered charging stations is a logical next step to ensure reliability and scalability. Prioritizing equitable distribution ensures that all neighborhoods, not just wealthier or centrally located ones, benefit from this infrastructure. And keeping fees affordable for low-income residents is essential for ensuring Bluebikes remains a true public good, not a luxury. This policy supports mode shift, equity, and emissions reduction all at once.

Timothy Flaherty

3

Again, without details, it is impossible to opine.

Peter Hsu

5

Marc McGovern

5

Ned Melanson

5

Yes I would support this. I think e-bike charging platforms are important for many reasons, such as equity and safety. Many delivery riders rely on e-bikes to deliver take-out, groceries, medicine, and more. They need a safe and efficient way to charge their e-bike batteries and Bluebike stations could provide that.

Also, it is a net public benefit when someone rides an e-bike rather than, say, an Uber (since there will be less congestion and air pollution). We should be encouraging this mode shift by 1) putting more e-bikes in the system and 2) keeping e-bike fees as low as possible for everyone, especially low-income residents.

Patricia Nolan

5

Stanislav A. Rivkin

5

Zion Sherin

5

I think electric bikes are a great way to expand accessibility.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

4

Catherine Zusy

3

If we have the money to do this.

Ayah Al-Zubi

5

From the sidewalk perspective, I would work with city staff to map out wide sidewalks that can take on parking without obstructing pedestrian flow. Our public schools should not only have a safe pathways, but also parking for students and staff. I want to explore if we can bring Oonee Pods to Cambridge, especially near high traffic areas. Also, advocating for safe parking options through our train infrastructure is another great step because stations like Alewife have park and pedal options.

Burhan Azeem

5

I’d want to defer to City staff on specific siting decisions, but I agree that we should target high-bike-usage locations and consider colocating secure bike storage with BlueBikes docks and transit stations.

LaQueen Arleen Battle

5

Dana Ray Bullister

5

Yes, I support this. Lack of secure, weather-protected bike parking is a major barrier to choosing cycling, especially for residents in multi-family housing without garages or sheds. To be serious about mode shift, we must treat bike parking like car parking: as essential infrastructure. I would prioritize installations near high-demand areas, including transit stations, schools, commercial centers, and high-density residential zones, focusing first on equity and accessibility. When repurposing curb space, I’d prioritize underused parking or loading zones and work with businesses, landlords, and schools to identify collaborative, context-sensitive solutions.

Timothy Flaherty

3

Again, without details, it is impossible to opine.

Peter Hsu

4

I prefer covered bike parking be installed in a fashion that does not impact or result in removal of on-street parking spots.

Marc McGovern

5

I think this is an interesting idea. We would have to find places where they make sense. Bike theft is the #1 crime in the City and many can’t bring their bikes inside.

Ned Melanson

5

Bike storage is a crucial piece of developing a cohesive cycling ecosystem. It should be a central part of the City’s strategy to shift people away from cars and towards cycling, and should be added wherever possible near transit stations, schools, jobs, and homes. Since you can fit a large number of bikes in one parking space, I would explore replacing parking spaces with covered bike storage facilities. We can get a lot of bike storage at minimal cost to parking this way. If space allows, I would add covered bike parking facilities to sidewalks and parks, but would want to make sure we’re not taking up too much pedestrian space, especially if there are a few parking spaces available.

Patricia Nolan

5

Stanislav A. Rivkin

5

We shouldn’t have a universal priority ranking, whereby, for example, an item like parking spaces is least prioritized and sidewalks is most prioritized. Neighborhood needs and resources must be taken into account because Cambridge’s neighborhoods are diverse. However, I will strongly support covered bike parking.

Zion Sherin

5

I also want to address the theft of bikes and other forms of transportation. No resident should have to worry about their mode of transportation being stolen!

Sumbul Siddiqui

4

Jivan Sobrinho-Wheeler

5

I’m really excited about safe, high quality bike storage options and have led the work for it on the City Council this term (including a link to the policy order below). I am one of the many Cambridge residents who does not have good bike storage options in the older triple-decker building where I am a renter, and it presents a challenge for myself and the other residents who live there.

https://cambridgema.iqm2.com/Citizens/Detail_LegiFile.aspx?Frame=&MeetingID=4651&MediaPosition=&ID=29350&CssClass=

Louise Venden (Write-In Candidate)

3

Catherine Zusy

3

We passed a policy order this spring asking the City Manager to look into this. Cambridge is a very dense City and there are competing priorities for each space. In NYC, some of these have been put on grand avenues. We lack these. EV chargers, which take up less space, are hard to place. Bike sheds will take up even more space and will cost something, too.

Ayah Al-Zubi

5

Memorial Drive is a scary road. Cars are flying through this road and the infrastructure laid out for bikers, walkers, etc. is, at certain points of the road, unsafe. I would love to push on DCR to do better when it comes to safety and access to Memorial Drive.

Burhan Azeem

5

LaQueen Arleen Battle

5

Thank you for implementing this policy to help reduce bike fatalities and create safer zones to travel. Unfortunately, this issue had to arise due to the incidents of cyclists being injured but hopefully there will be better programs (such as these) to create safer zones for travel in the community.

Dana Ray Bullister

5

Yes, I strongly support this policy. Memorial Drive’s current design prioritizes high-speed car travel over safety and access for people walking, biking, or simply trying to enjoy the riverfront. With over 1,200 crashes in the last decade, many resulting in serious injuries or worse, this is unacceptable. A redesign that calms traffic and reduces speed to 25mph would save lives, reduce noise and pollution, and reconnect neighborhoods to the Charles River. This iconic corridor should be a safe and welcoming public space, not a dangerous speedway. We owe it to residents and visitors alike to make it safer and more humane.

Timothy Flaherty

3

Again, without details, it is impossible to opine.

Peter Hsu

4

Marc McGovern

5

Ned Melanson

5

Yes, I would support this policy. DCR has been neglecting their responsibility to the public to make Memorial Drive a safe place to walk, ride, or drive. After so much death and destruction on this road something major, including lane reduction and traffic calming, needs to be done.

Patricia Nolan

5

Stanislav A. Rivkin

4

Zion Sherin

4

I do think Memorial Drive needs to be redesigned, but I would want to talk to city staff first about the implications of these changes, including the effect on side street traffic.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

3

Yes to lowering the speed limit to 25mph and encouraging the State Police to enforce this. I’m thrilled with DCR’s plans to narrow Memorial Drive between JFK St. and the Eliot Bridge. The broader community does not support narrowing the parkway between JFK Street and the BU Rotary. At river crossings, there is intense auto traffic. With several big, local infrastructure projects happening over the next decade (Eversource digging up Memorial Drive, I-90 reconstruction and DCR’s work on western Memorial Drive) that will add to traffic congestion. This is not the time to reduce additional lanes on Memorial Drive. In time, I would support this.

Ayah Al-Zubi

5

Burhan Azeem

5

I voted along with a majority of my colleagues to request that DCR keep the expanded car-free Riverbend Park

LaQueen Arleen Battle

4

Dana Ray Bullister

5

Yes, I support restoring Saturday closures to Riverbend Park. This expansion provided a rare, treasured space for residents of all ages and backgrounds to walk, bike, and enjoy nature safely, especially important in a dense city where access to open space is limited. The benefits to public health, community connection, and quality of life are immense. At the same time, I recognize that thoughtful mitigation is essential to address traffic concerns in adjacent neighborhoods. With smart planning, we can achieve both: a vibrant car-free park space and responsive, equitable traffic management for surrounding streets.

Timothy Flaherty

3

Again, without details, it is impossible to opine.

Peter Hsu

4

Marc McGovern

5

I already voted for this several times and will continue to do so.

Ned Melanson

5

Yes, I would. I love Riverbend Park and I think the Memorial Drive closures have been great for people to get outside, learn to ride bikes, rollerblade, and more, in an area of Cambridge where it can often be hard to do those things. Kids and older folks, especially, seem to benefit the most from the road closures. In my opinion, anything the government can do to encourage recreation and physical activity is a good thing. Closing parts of Memorial Drive on both Saturday and Sunday gives people more opportunities to do so. Of course, there are traffic impacts to this policy, so I would support mitigation efforts in surrounding neighborhoods.

Patricia Nolan

5

I sponsored POs on this, voted for POs on this, spoke and wrote to DCR about this…

Stanislav A. Rivkin

5

Zion Sherin

3

I would need to see how this affects local side streets. I am worried about side streets having increased traffic during non-school days when children may be playing on or near them.

Sumbul Siddiqui

4

I would be interested to learn about usage and how we measure success. I love having this resource for the community because it gives residents and visitors more opportunities to walk, bike, and enjoy the Charles River, improving public health, climate goals, and community life.

Mitigation measures are important because some members of the Riverside community do do feel impacted. I think it is important we balance livability for nearby residents while giving the whole city more access to safe, vibrant riverfront space.

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

2

Without the support of the Riverside community, this isn’t going to happen. (And they don’t support this.) How you can close Memorial Drive without increasing congestion on Putnam Ave.?

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

2

Please continue to allow homeowners the ability to get adequate parking for their vehicles. Unfortunately, in a city such as Cambridge, there is a major lack of parking garages or areas where affordable/city permitted parking is available.

Dana Ray Bullister

5

Yes, I would support capping residential parking permits at one per adult and adopting a progressive pricing structure. Our current system enables misuse and overuse of limited curbside space, disproportionately impacting households without cars and degrading the quality of life in residential neighborhoods. A more equitable approach would preserve access for those who genuinely need it, discourage vehicle hoarding, and ensure our public space is better shared. Adjusting for household size is key to fairness, and revenues from fees could support sustainable transportation alternatives and neighborhood improvements that benefit all residents.

Timothy Flaherty

3

Interesting concept. However, I would need to learn more and consider the legal ramifications of a progressive pricing structure.

Peter Hsu

3

Depends on the exact progressive pricing structure.

Marc McGovern

5

I would go further. 2 stickers per household (not per adult) and then increased cost for 3rd and 4th sticker, with a cap of 4 stickers per household.

Ned Melanson

5

Parking is a limited resource, and Cambridge needs parking regulation reform in order to save the parking space we have and make sure it is distributed equitably to those who truly need it, such as people with disabilities. A progressive pricing structure will also lead us in the direction of accurately pricing parking spaces and reducing long-term vehicle storage on our streets. People who need their cars to commute or ferry children will have better access to parking spaces, while those who were just storing vehicles will likely find other places to do so.

I would also want to consult with the City Solicitor to see what could be done with and without a Home Rule Petition.

Patricia Nolan

5

I strongly support parking permit reform – and I have sponsored and voted for many POs to do that. Including higher fee – with low income exemption from a higher fee. We cannot charge more than the program costs. And, according to legal response to a PO I sponsored to charge more for larger vehicles, we may not do that.

Stanislav A. Rivkin

3

I would support a lower cap, but believe 1 permit per adult might be too aggressive initially. There are folks who have a personal and work vehicle, for example, who need to park both near their home. 2 per adult seems more appropriate.

Zion Sherin

5

Yes, I would support one per person, along with a visitor pass and exceptions made for teenagers if they are currently driving but unable to get a parking pass.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

5

Yes, I think this is a good idea.

Ayah Al-Zubi

5

This policy will help us improve access for small businesses. As we move forward with it, I would want to explore how to make sure we don’t burden low-income people.

Burhan Azeem

5

LaQueen Arleen Battle

4

Dana Ray Bullister

5

Yes, I would support implementing dynamic meter pricing in commercial districts. When parking is underpriced or mismanaged, it leads to traffic, illegal double-parking, and frustrated customers circling for a spot, which hurts local businesses, clogs neighborhoods, and increases traffic and emissions. Dynamic pricing helps ensure there’s almost always a spot open on every block. This benefits local businesses by improving turnover, short-term access for pickups and deliveries, and reducing gridlock. I would also support a 15-minute free grace period for all spaces to ensure quick errands remain easy and accessible, while using revenue to reinvest in nearby public realm improvements.

Timothy Flaherty

3

Another interesting concept that I would need to learn more about and consider the legal ramifications of dynamic meter pricing, as well as the specific impacts of the proposed implementation.

Peter Hsu

4

Marc McGovern

5

Ned Melanson

5

Yes, I strongly support this. Spaces in commercial districts should primarily serve businesses, and everyone, from shoppers to business owners, suffers when parking spaces are occupied for long periods of time by someone storing their vehicle. Dynamic meter pricing is a proven way to address this issue and helps put an accurate price on parking.

Patricia Nolan

5

Stanislav A. Rivkin

5

Zion Sherin

5

I am happy to implement a scaled pricing system. I do not love the SF system, based on what I heard from friends who live there, but I think we could make something work.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

3

I’d like to learn more about this. I’m concerned about the cost, equity, and technical challenges. Our problem is that we have very little street parking (metered or otherwise) and limited parking garages. It’s already almost impossible to park in the city. Would making metered parking more expensive really improve the situation?

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

5

Protects the safety of the community and its residents from dangerous motorists

Dana Ray Bullister

5

Yes, I would support enabling automated camera enforcement at Cambridge’s most dangerous intersections. Red light running and speeding are major threats to vulnerable road users, especially pedestrians, cyclists, children, and older adults. Targeted camera enforcement can serve as a powerful deterrent and a tool for consistent, equitable enforcement without the biases or safety risks sometimes associated with in-person traffic stops. I would advocate for a carefully crafted policy with strong privacy protections, a transparent appeals process, and a focus on safety outcomes, not revenue.

Timothy Flaherty

4

I believe there is some activity on this issue presently under consideration by the legislature.

Peter Hsu

5

I also think the same standard should be applied to us cyclists.

Marc McGovern

5

Ned Melanson

5

Yes, I support this with the caveat that I would push for the automated camera enforcement to be handled in-house (by the Cambridge Police Department). If we contract this out to a third party, the data could be subpoenaed without our knowledge. If privacy safeguards were implemented, I would support this type of enforcement, as our current methods are clearly ineffective in reducing dangerous driver behavior. Automated camera enforcement has been shown to be an effective way to address reckless driving.

Patricia Nolan

5

I was lead sponsor on the PO and home rule petition to do this. The home rule was not passed last session and is being re-worked for this session.

Stanislav A. Rivkin

3

I would be open to some form of automated enforcement, but I’m concerned about increasing surveillance. I am fully in support of greater traffic enforcement, however.

Zion Sherin

5

I understand the concerns related to privacy, but I am very worried about people running red lights. My sister was in a serious accident when someone ran a red light. We need to stop that type of behavior, and automated camera enforcement will help achieve this.

Sumbul Siddiqui

5

I supported

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

2

We already have some cameras installed. I think it would be better if the CPD more actively enforced our traffic laws for drivers of cars, electric micro-mobility devices and bicycles, all. We also need a drivers/cyclist courtesy campaign.

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

5

Dana Ray Bullister

5

Yes, I would support enabling automated camera enforcement for illegal parking violations. Blocking bus stops, hydrants, bike lanes, and crosswalks endangers public safety and undermines the reliability of our transportation system. Camera enforcement can deter repeat violations and help keep critical access points clear, especially for emergency vehicles, people with disabilities, and those relying on public transit. I would work to ensure the system includes strong oversight, transparency, and equitable implementation, with revenues reinvested in accessibility and mobility improvements.

Timothy Flaherty

4

Maybe, but there are important civil liberties and constitutional concerns raised by this practice.

Peter Hsu

5

Marc McGovern

5

Ned Melanson

5

Yes, with the privacy safeguards mentioned above as a caveat. Illegal parking is a hazard for all types of road users, from drivers to cyclists to walkers to people rolling in wheelchairs. It should be addressed and punished as much as possible, while ensuring privacy is protected and enforcement is equitable.

Patricia Nolan

5

I was lead sponsor on the PO and home rule petition to do this. The home rule which I testified on during the state house hearing this month (July 2025) is in process. I have been the council lead on working to get this implemented in Cambridge.

Stanislav A. Rivkin

3

Again, I’m concerned about increasing surveillance. I am fully in support of greater traffic enforcement, however.

Zion Sherin

2

I think we need to be careful about how much purview we give automated camera enforcement. Especially right now, with everything going on with ICE, several members of the public have shared their concerns about tracking technologies, and I completely understand. I am willing to make exceptions for intersections, as it can be life or death, but generally, I don’t support over-surveillance. I do support police giving more tickets for such behavior.

Sumbul Siddiqui

5

Jivan Sobrinho-Wheeler

5

Louise Venden (Write-In Candidate)

5

Catherine Zusy

4

We have already done this. The larger problem to solve is to identify places for pick-up & drop offs.

Ayah Al-Zubi

5

I would would want to work on opening up squares like Harvard Square and Inman Square. In the past we have done shared streets in places like Garden St., Magazine St., and Harvard St. I would want to explore popular streets like these, as well as Cambridge St., Huron Ave., and Linnaean St. To ensure the program’s success, I would want to gauge community needs first and receptiveness. In the past, barriers were not permanent (like cones) and we need to have more built out infrastructure to protect and encourage usage.

Burhan Azeem

5

LaQueen Arleen Battle

3

With balance. I know there is a similar situation such as in Boston’s Downtown Crossing where an Open Street option is available. But with balance.

Dana Ray Bullister

5

Yes, I would support developing an Open Streets program in Cambridge. These programs create safe, welcoming spaces for walking, biking, and gathering. I would prioritize segments of already quiet and lesser used streets near schools and parks. To succeed, the program must be responsive to community needs, include strong public engagement, ensure accessibility, and accommodate essential deliveries and emergency access. Open Streets can boost safety, equity, and neighborhood vitality.

Timothy Flaherty

3

On a limited basis, especially in Harvard Square, this may be an effective way to increase the impact of walking-wallets to support dynamic store fronts and other retail locations.

Peter Hsu

3

For me, this really depends on the input of residents on or nearby a particular street. If most of them desire Open Streets program for their streets, I have no objection at all.

Marc McGovern

5

It would be great to close some streets in and around our major squares.

Ned Melanson

5

Yes, I strongly support Open Streets programs and believe they are an amazing way to increase our physical activity. They’re great for local businesses, as they increase foot traffic, and they make the city more livable overall, as car noise and air pollution are reduced and other modes of travel are encouraged. When I was out canvassing last week, I walked down a street that was closed, and there was a big game of street hockey going on. The kids loved it, and the parents watched and socialized without the anxiety of looking out for speeding cars. It was a great sight, and I hope it’s something we can replicate all over Cambridge.

I’d also explore pedestrianizing our major squares.

Patricia Nolan

5

I was lead sponsor on the PO to do this in Harvard Square, which should be the first. I got the city to commit to a traffic study to pedestrianize part of Harvard square.

Stanislav A. Rivkin

4

I’m open to creating Open Streets programs, but it would need to be in commercial areas where there is little residential property to ensure that those who need access to cars are able to obtain it. I’m thinking especially of elderly folks and those with limited mobility.

Zion Sherin

5

I would be interested in trying this on the weekends — I think it could increase community. If there is a street that wants to try this, I would be open to the residents requesting it and making it happen. I believe that the people should decide which areas are prioritized, not the councilors. Listening to the people is a core belief of mine.

Sumbul Siddiqui

5

I support developing an Open Streets program in Cambridge, starting with low-volume streets to minimize traffic disruption and build community support. Bow Street is a location we could pilot.

Jivan Sobrinho-Wheeler

5

Yes, I have been talking with residents in Cambridgeport who have been advocating for an open streets program on their street. There are other neighborhoods where residents are also excited about this. I have also been inspired by Boston’s open streets program during summer weekends on corridors like Newbury street and would love to try something similar in Cambridge.

Louise Venden (Write-In Candidate)

4

Catherine Zusy

3

I think we should continue to develop our Shared Streets program where neighbors welcome this (on very quiet, out of the way streets with LOW traffic). The Council recently asked the City Manager and staff to look into blocking off parts of Harvard Square, making the area more pedestrian friendly. Let’s see where this goes!

Ayah Al-Zubi

5

I would want to focus on making the #1 bus free, as well be an advocate at the state level with elected officials in pushing our MBTA to be more accessible, more frequent, and more safe. Also, I want to increase and improve our access to transportation for elderly in Cambridge, so their needs are met.

Burhan Azeem

5

I’m a strong supporter of bus priority infrastructure, including bus lanes and transit signal priority. I’ll continue to make sure Cambridge gets a seat at the table as the MBTA’s Bus Network Redesign process continues, and push a modernized Porter Rail commuter rail station and new “infill” commuter rail station for Alewife.

LaQueen Arleen Battle

5

Yes!!! Absolutely!!!

Dana Ray Bullister

5

Yes, I strongly support additional investments in public transportation in Cambridge. To increase reliability, accessibility, and ridership, I would prioritize improving bus service frequency and reliability, especially on key corridors like Mass Ave and Broadway. I would also prioritize enhancing accessibility at all stops and stations, including benches, shelters, lighting, and real-time signage. Expanding bus priority infrastructure such as dedicated lanes and signal priority would be another improvement alongside increasing access for residents with disabilities and ensuring equity in route planning. Reliable transit is essential for equity, climate resilience, and a thriving city.

Timothy Flaherty

5

I support all efforts to increase and improve public transit in Cambridge and look forward to partnering with the MBTA on these efforts. Our public transit is woefully inadequate and suffers from generational neglect that can only be addressed by a major local, state, and federal initiative. The improvement of public transportation might be the most pressing need of our lifetime.

Peter Hsu

5

I would prioritize improving access and ridership of Bluebikes, particularly e-bikes. I believe we need a larger proportion and equitable distribution of e-bikes. I would also like to ensure that Bluebike fees remain low for residents with low incomes.

Marc McGovern

5

Improve reliability. Local shuttle service to connect parts of the city not already connected.

Ned Melanson

5

Yes I would! Public transit is used by so many in Cambridge, and we should do everything to increase usage. I would push to invest in new bus/shuttle routes, work with the T to ensure Cambridge’s voice is heard when decisions regarding MBTA bus or train routes in Cambridge are made, and improve our signage and digital applications to ensure that riders are actually aware of their options (like EZRide and other public/private partnerships), where they are, and when they’re coming. I would also advocate for initiatives such as bus signal priority, enhancing our bus shelters (or creating new shelters where none exist), and implementing bus lanes where they make sense.

Patricia Nolan

5

I have consistently pushed for a free citywide shuttle that is frequent and reliable and for free MBTA buses which would increase ridership

Stanislav A. Rivkin

5

I support supplementing the MBTA with a municipal shuttle or bus system at little or no cost to consumers; this could provide greater stops and therefore improve accessibility. I also believe in providing vouchers for MBTA use, and implementing an educational campaign about public transit to increase ridership.

Zion Sherin

5

Let’s make it happen! I think we need more buses for those who need it, and ideally, get all local public transit free.

Sumbul Siddiqui

5

My priorities would include accelerating the MBTA Bus Network Redesign to increase frequency and improve route efficiency, and expanding dedicated bus lanes on key corridors to reduce delays. The city has been a good partner to the MBTA as they’ve done on improving the red line.

Jivan Sobrinho-Wheeler

5

I would love to see improvements to bus routes and bus stops, including bus lanes and signal prioritization. I have also been an advocate for fare-free bus routes — research shows that fare-free buses reduce delays, improve equity, and reduce assaults on bus riders. I would also like to see improvements to bus stops, including more bus shelters and time displays, and I have been excited to work with an interns in my office on this research recently.

Louise Venden (Write-In Candidate)

3

Catherine Zusy

5

We already are working with the MBTA to improve subway service and expand bus service and, this month, the Transportation Dept. is hiring a consultant to evaluate existing shuttle programs and explore the idea of a free municipal shuttle. We need to continue to encourage more reliable and expanded mass transit. We also need to continue to encourage the creation of a Fitchburg rail line stop at Alewife and the development of West Station as part of the I-90 project.

Ayah Al-Zubi

5

The PTDM ordinance has successfully reduced car trips from new development, but it must evolve to match our ambitious climate and mode‑shift targets. We should expand its scope to include smaller projects, tighten single‑occupancy vehicle limits, and reduce developer flexibility to strengthen accountability.

Equally pressing are stronger parking maximums. Removing minimums was progress, but overbuilt parking still undermines sustainability (ex: Ragon Institute’s Central Sq. lab with 100+ underground spaces). We must rein this in. I’d like to build on Councillor Zondervan’s earlier work to make these updates a reality.

Burhan Azeem

5

LaQueen Arleen Battle

4

Dana Ray Bullister

5

Yes, I support Cambridge’s PTDM programs. They are a crucial tool to manage traffic, reduce emissions, and promote more sustainable, equitable travel options in a city where most drivers on major corridors are non-residents.

To strengthen the program, I would expand enforcement and ensure that employers are meeting their commitments. I’d also revise thresholds to include smaller developments and require stronger Transportation Demand Management plans, including transit subsidies, secure bike parking, and carpool or shuttle support. Finally, I would improve data collection to evaluate impact and target resources more effectively.

Timothy Flaherty

3

My understanding is that the PTDM was recently revised, and additional adjustments are not required.

Peter Hsu

5

I favor incentivizing anyone using public transit. I also think we might consider incentivizing companies and universities here in Cambridge to share their parking spaces.

Marc McGovern

5

I can’t really say how I would improve them given that they were recently implemented. One idea we could try is offering incentives for private lot owners to rent out their spaces.

Ned Melanson

5

We should do everything in our power to reduce the number of single-occupancy cars driving into and through Cambridge, in order to reduce traffic, noise, and air pollution, and lower the risk of crashes. PTDM plans have been a big part of this effort. There are a lot of tools being used that I would expand upon: Bluebike memberships (free or subsidized) and station funds, pre-tax transit benefits, market-rate parking charges paid directly by employees/patrons, and ensuring there are showers/locker facilities on site, among others. Overall, anything we do to promote alternative modes of transit for residents of Cambridge will also benefit those commuting to or through the city.

Patricia Nolan

5

I support reforming, so the daytime employee parking can be used after hours and on weekends by residents – as we reallocate parking spots on our public ways.

Stanislav A. Rivkin

4

Zion Sherin

5

Absolutely, it would be good to reduce congestion and free up parking for Cambridge residents. I would improve them by increasing employer incentives for transit and bike commuting, and integrating regional transit planning to reduce single-occupancy vehicle use by non-residents.

Sumbul Siddiqui

5

We could expand mode-shift incentives. For example, large employers and commercial properties could be required to offer universal transit passes that cover the MBTA and regional bus services, rather than optional subsidies. PTDM plans could also mandate secure indoor bike parking, and access to showers and lockers for cyclists.

Jivan Sobrinho-Wheeler

5

I would like to see the cost of parking fully uncoupled from commercial and residential leases similar to cities like Burlington, VT have done — parking should not be bundled into the cost of a lease if the renter or commercial tenant does not need it. I would also like to see employers provide increased subsidies for their employees who take public transit, walk, or bike to work. The positive externalities — like less traffic, emissions, and wear on roads — from residents who take transit, walk, or bike, are important and should be incentivized.

Louise Venden (Write-In Candidate)

4

Catherine Zusy

3

Yes. As we continue to make sustainable modes of transportation easier, safer and more reliable, people will choose these options—especially as there is limited parking.

Ayah Al-Zubi

5

Burhan Azeem

5

LaQueen Arleen Battle

5

Create budget friendly options for those who do not wish to own a car in the community

Dana Ray Bullister

5

Yes, I strongly support a mode-shift incentive program. Making it easier and more affordable to opt out of car ownership is good for our climate, our roads, and our public health. Discounted Bluebikes memberships, subsidized MBTA passes, and benefits like e-bike incentives or carshare credits can all help shift habits while saving residents money.

I’d prioritize equitable access, ensuring programs are available to lower-income residents, seniors, and those living in areas with fewer transit options. Mode-shift incentives are a smart, cost-effective investment that help us meet our mobility, sustainability, and equity goals all at once.

Timothy Flaherty

3

Peter Hsu

5

Marc McGovern

5

Ned Melanson

5

Yes, I would strongly support mode-shift incentive programs. If we combine them with expansions of the Bluebike station network, increased public transit reliability and frequency, and an expanded and connected protected bike lane network, we can see multiplied returns on investment from these programs and a significant reduction in car ownership. These benefits are all interdependent with one another–if we neglect one, the others will suffer, but if we encourage mode shift across the board with all the tools available, we can make great strides in reducing car dependency in Cambridge!

Patricia Nolan

5

I support – we already do this for employees.

Stanislav A. Rivkin

5

I would also support incentives for those who have a car but elect to use it less frequently.

Zion Sherin

5

I support it for everyone, but this would be a great way to encourage people who don’t really want a car to give it up, freeing more parking spaces for those who do!

Sumbul Siddiqui

5

I would strongly support a mode-shift incentive program that offers residents tangible benefits—like discounted Bluebikes memberships, MBTA pass subsidies, or other mobility supports—for choosing to reduce their reliance on car ownership.

While infrastructure is critical, we also need policies that help make sustainable choices more affordable and accessible. Incentives can help level the playing field—especially for lower-income residents—by making active and public transportation more attractive and financially viable.

Jivan Sobrinho-Wheeler

5

Yes, I am glad to have led the effort on City Council for a mode-shift incentive program like this on the City Council. The Law Department reported back after research that a program like this would be legal and feasible and would just need to be designed by city staff. I hope it can be implemented soon.

https://cambridgema.iqm2.com/Citizens/Detail_LegiFile.aspx?Frame=&MeetingID=4473&MediaPosition=&ID=22430&CssClass=

Louise Venden (Write-In Candidate)

5

Catherine Zusy

2

I don’t think we have the money for this just now. It’s certainly cheaper already to bike or take the T or bus than to own a car.

Ayah Al-Zubi

Bike lanes save lives, literally. It’s not okay for race or age to be used to silence advocacy for safety. I believe approaching with empathy and conviction is central to making our city dignified for everyone. Bike safety helps us open a conversation on road safety for everyone because it calls upon us to reflect on our transportation means. We must center the conversation so that everyone works together to make our roads safer, regardless of race, age, socioeconomic status, etc. At the core of how I view bike safety is the beauty of being able to move freely, safely and sustainably. I want to bring that to the city council with an intention to expand access to biking for marginalized community members because we can build safety and we can empower our community. Thank you for your time and I hope to meet you soon!

Dana Ray Bullister

Cambridge should be a national model for safe, accessible, and sustainable transportation. That means fully embracing a multimodal future: one where people of all ages and abilities can safely get around without needing a car if desired and where street design reflects our values of equity, climate resilience, and community connection.

Mobility justice is central to this vision. Our policies should prioritize the needs of those who have been historically underserved or excluded: people with disabilities, older adults, youth, lower-income residents, and those who cannot drive. That includes universal sidewalk accessibility, safe crossings, real-time transit improvements, and proactive outreach, especially in multiple languages and formats.

We must also ensure that small businesses thrive in a car-light city and that local voices help shape our transportation decisions. I support smarter parking policy, better bike infrastructure, and climate-resilient street upgrades that enhance safety and beauty at the same time.

Transportation is foundational to how we live and, if done right, it can make Cambridge more just, connected, and joyful for all.

Timothy Flaherty

Because of our complexities, the regional traffic crisis is profound in Cambridge.

I support the safe implementation of multimodal transportation options such as bike lanes, but the design must be optimal. The purpose of the SS4A Act is to create a systematic approach to prevent deaths and serious injuries.

Cambridge has experienced several serious events, including the deaths of 3 bicyclists in the last 18 months, which demand improved safety measures. I support any measures that provide safe streets for foot, bicycles, public transportation vehicles, and people traveling with their own personal vehicles.

I also support a review of our implementation process which listens to bicyclists, small businesses, residents, and first responders. I support a public process regarding intersection configuration, pavement markings, and traffic signals.

I support bicycle priority streets, and directing bicycle traffic to streets with low traffic, less speed, and less through streets.

But we need to recognize that for many, especially seniors, people with disabilities, and young families, cars are necessary. This is especially true in the winter, and it’s crucially important to protect handicapped access.

I support full funding of all efforts to enhance public transit in and around Cambridge.

Peter Hsu

I believe it would be a good idea to have some type of peer support group for cycling-related injuries on the road, if the injured cyclist does not believe calling 911 is necessary at the moment of course. Also, I believe we can do better as a group to have dedicated cyclist education on road safety and obeying traffic laws. I believe Cambridge has the potential to be a model city in showing how cyclists care and grow with our communities.

Marc McGovern

As the lead on the CSO and co-sponsor on the amended CSO, my commitment to cycling safety has been clear. I have been a leader both publicly and behind the scenes, often making adjustments “on the floor” to get the votes needed to pass policy. I hope this has earned me the support of CBS.

Ned Melanson

I started cycling in Cambridge and Boston during law school, entirely by chance. Another driver had totaled my car, so I bought a bike, and it changed my life for the better (I guess I should thank the driver who hit my parked Mercury Sable and drove off into the sunset with red paint on their grill).

The freedom, exercise, and sheer joy of cycling around Cambridge are something I want everyone to experience if they are able. However, many do not even consider ditching four wheels for two because of the very real safety risks associated with cycling in a car-dependent world. We’ve made significant progress in building a protected bike lane network in Cambridge, but there are still too many gaps, too many dangerous intersections, and too many cyclist deaths. We need to continue our progress in connecting our bike lanes to form a cohesive and safe protected network.

We need to expand public transit reliability and frequency. We need to double the number of Bluebike stations. We need to do a lot, but the payout will be well worth the investment. We’ll have a cleaner, safer, more active, and more livable city we call home. There will be less noise and smog from cars and more smiles on kids’ faces as they bike to school. There will be less fear in those who roll in wheelchairs and people crossing the street. If elected, I promise to fight as hard as I can to achieve this vision of a safer and more sustainable Cambridge.

Patricia Nolan

I am surprised you didn’t ask about the Westley Avenue/Linear Park connection. you should since it is an important signal for whether people are willing to vote for an improvement with the community in mind, or will they allow a few people to take away a community good. that is a key connection for cyclists. If people are allowed to keep the public way as their private way, it subverts all our work. My vision is for a city with a connected network of bike lanes which are filled with people all times of year. And a city with easy free electric shuttles for those who cannot bike or walk

Stanislav A. Rivkin

I will be an engaged and reliable advocate for road safety in Cambridge. I will always be open to hearing and acting upon your concerns and ideas for our city.

Zion Sherin

Something I care about deeply is creating safer streets for individuals with disabilities. One way I would like to see this done is by creating buttons that extend the cross walk time for those that need a little extra time to get across the road. I am open to more creative solutions for this, but accessibility needs to be prioritized in any discussions about street design.

Sumbul Siddiqui

Cambridge must lead in creating safe, equitable streets that encourage sustainable transportation. Beyond expanding protected bike lanes and improving pedestrian infrastructure, the City should continue to invest in programs that incentivize biking, walking, and transit use—such as the subsidies for e-bikes, cargo bike vouchers for local businesses, and education campaigns promoting safe travel habits. We also need to prioritize timely maintenance and repairs of safety features to ensure they remain effective. The City must continue transparent, inclusive engagement so everyone understands why we are doing what we are doing.

Jivan Sobrinho-Wheeler

I have met too many folks who have lost a loved one as a pedestrian or cyclist in Cambridge, both in my time on the City Council and before, as well as too many residents who have been injured or had close calls in Cambridge. The City has to work towards a goal of Vision Zero where this does not happen.

Cambridge and the Boston area have some of the worst traffic in the country. As we continue to add housing to address the City’s affordability crisis, we need to improve our public transit, bike, and pedestrian infrastructure with urgency if we want to make Cambridge less dependent on cars and fossil fuel infrastructure. Our affordable housing, sustainability, and transportation goals are bound together.