FFY 2025 UPWP Universe of Proposed Discrete and Program-Based Studies

Investigate the use TILE2NET (https://github.com/VIDA-NYU/tile2net) for greatly improving the extent and accuracy of the MPO’s database of pedestrian facilities (i.e., sidewalks and crosswalks). The only source for this data currently available to the MPO is the MassDOT Road Inventory. Although work has been done on the sidewalk data in the Road Inventory, it has been a relatively low priority for MassDOT, and most if not all of the work has been done manually.

TILE2NET offers the opportunity to generate sidewalk (and crosswalk) data from aerial imagery automatically. Given the availability of high-resolution (15 cm) aerial imagery for the entire state, and TILE2NET’s success in generating sidewalk and crosswalk data for Cambridge and Washington, D.C. (among other places), employing it systematically to generate this data for a representative sample of MPO cities and towns seems like a logical next step.

In order to ‘scope’ the project, rather than undertaking running TILE2NET on the entire MPO region (or entire state) for starters, we propose to do it on a representative sample of cities and towns in the MPO region - possibly one city or town in each MPO subregion - in order to evaluate the effectiveness of the tool on a variety of landscapes.

The results would then be shared with the TILE2NET development team, which could use this information to further refine their algorithms if needed. (If TILE2NET is shown to be effective, the MPO might considering work on TILE2NET by the TILE2NET development team directly in future.) The results would also be compared with the sidewalk data in the Road Inventory and shared with MassDOT for the purpose of updating the sidewalk data in the Road Inventory as needed.

Introduction:

The Boston Region Metropolitan Planning Organization (MPO) plays a crucial role in transportation planning and investment decisions in the region. As part of its commitment to promoting sustainable and accessible transportation options, it is essential to understand the current state of sidewalk infrastructure and the investment patterns of MPO communities. This study aims to conduct a comparative analysis of sidewalk infrastructure expenditure across MPO communities, with the goal of highlighting the need for pedestrian infrastructure investments and advocating for local implementation of Complete Streets design standards.

Objectives:

a) To assess the current state of sidewalk infrastructure in MPO communities.
b) To compare and analyze the expenditure patterns of MPO communities on sidewalk infrastructure.
c) To evaluate the correlation between sidewalk infrastructure expenditure and pedestrian safety and accessibility.
d) To identify best practices and successful strategies for local implementation of Complete Streets design standards.
e) To provide evidence-based recommendations for prioritizing pedestrian infrastructure investments and advocating for the adoption of Complete Streets design standards at the local level.

Methodology:

a) Data Collection:
i) Conduct a comprehensive review of existing literature, reports, and studies on sidewalk infrastructure expenditure and Complete Streets design standards.
ii) Collaborate with MPO communities to collect data on sidewalk infrastructure expenditure, including capital investments, maintenance costs, and repair expenses.
iii) Gather information on pedestrian safety and accessibility indicators, such as pedestrian accidents and injuries, sidewalk conditions, and connectivity to key destinations.
iv) Identify communities that have successfully implemented Complete Streets design standards and gather data on their experiences and outcomes.

Data Analysis:

i) Analyze the collected data to determine the variation in sidewalk infrastructure expenditure among MPO communities.
ii) Examine the correlation between sidewalk infrastructure expenditure and pedestrian safety and accessibility indicators.
iii) Compare the outcomes and benefits of communities that have implemented Complete Streets design standards with those that have not.

Expected Outcomes:

a) A comprehensive understanding of the current state of sidewalk infrastructure in MPO communities
b) Identification of the variation in sidewalk infrastructure expenditure among MPO communities.
c) Assessment of the correlation between sidewalk infrastructure expenditure and pedestrian safety and accessibility indicators.
d) Identification of best practices and successful strategies for local implementation of Complete Streets design standards.
e) Evidence-based recommendations for prioritizing pedestrian infrastructure investments and advocating for the adoption of Complete Streets design standards at the local level.

Conclusion:

This study could to provide valuable insights into the expenditure patterns of MPO communities on sidewalk infrastructure and highlight the need for pedestrian infrastructure investments and local implementation of Complete Streets design standards. The findings and recommendations from this study will help the Boston Region Metropolitan Planning Organization make informed decisions regarding transportation planning, prioritization of investments, and policy advocacy for pedestrian-friendly infrastructure.

Micro-Mobility impacts, outlook, and planning implications.

Electric micro-mobility, from scooters to e-bikes, is spreading rapidly across the region. Last mile distances are stretching to ‘last miles.’ How does this impact station ‘walk sheds?’ How are transit stations impacted? (micro-mobility storage? bike lane access? e-bike share locations?)

Policies to accommodate micro-mobility on transit - Size? Batteries (safety)? Where?

If not accommodate on transit - storage at stations?

Policies to accommodate micro-mobility on existing bike infrastructure - Bike lane usage? Dedicated bike path usage? Speed restrictions? Conflict risk with other modes on this infrastructure?

What are the maximum distances travelers are willing to travel on micro-mobility? Does it replace transit? Reg bikes? Walkers? Drivers?

Can micro-mobility improve access to transit from ‘transit deserts?’ or underserved populations/areas?

What are the impediments to broader adoption? Storage? Safety? Distance? Mode switching?

Are there any safety risks associated with micro-mobility vehicles?

Hey MPO Team:

I am very interested to understand current levels of multi-modal trips that occur between active modes (bikeshare, personal bikes or other micromobility form factors) and the MBTA. For example, how well utilized are T bike parking facilities? How about bike racks on MBTA buses? We know that most people – with the exception of drivers – do the same thing every day or on every trip. What we need to understand is how people are making mid-trip connections and what we can do to encourage and support those types of trips more.

Happy to chat in person, if helpful!

Best, Mully

Purpose

The need to plan for and respond to emergency situations in the Boston region is becoming more urgent year after year. Even the definition of an “emergency” could be expanded beyond traditional definitions to include MBTA maintenance shutdowns, weather-related incidents, climate impacts, and public health events, such as the need for social-distancing during the COVID-19 pandemic.

Specifically, recent closures such as the MBTA’s Orange Line shutdown in August of 2022, as well as the closure of the Green Line Central Tunnel in January 2024 for emergency repair work has highlighted the need for additional transportation resilience strategies when critical transportation infrastructure are reduced or unavailable. In response to these significant closures in August of 2022, the MBTA and the City of Boston, among other partners, provided alternative transportation options including replacement bus services, as well as free, 45 minute Bluebike bikeshare trips to supplement service provided by the Orange Line. Additionally, the City implemented quick-build bike and bus lanes to ensure the replacement services were efficient, safe, and effective. These solutions helped to ease the discomfort related to the closure and offered a variety of ways for users to navigate the diversion. Looking forward, the region is expecting many additional maintenance closures, as well as ever-increasing risks of extreme weather, which continue to threaten the continuity and access afforded by the transit network. This study would be an opportunity to learn from past transit closure experiences, and provide recommendations on how to provide better substitute services and provide continuity of the transit network.

The goals of this study will be to

Study and document best practices and effective strategies (locally and nationally) for public transportation access during a variety of emergency situations

Document how the use of temporary infrastructure during an emergency can be used as a demonstration project for permanent street changes

This study advances the MPO goals for Reliability and Uncertainty by helping planners adapt to closure of significant parts of the transportation network and expanding the realm of knowledge and data regarding how to respond to these closure events. Furthermore, the study will help to clarify effective strategies to respond to planned closures, unexpected or emergency events.
The study would further support the MPO’s goals of Mobility and Reliability, Access and Connectivity by supporting the continued availability and utility of the public transit network during times of emergency or unexpected outages. Further, it would support the MPO’s goal of resilience, by exploring potential substitutions and solutions for public transit when parts of the network are unavailable.

Approach

Staff will collect data to measure the effects of transit network shutdowns through data sources available (such as Bluebike trip data, MBTA shuttle replacement service data, cell phone data [such as StreetLight]) and potentially in-person data collection efforts (such as rider interviews) to better understand how the Bluebikes network can support the resilience of the transit network in emergency or unexpected circumstances. Further, CTPS could also document quick-build actions that were taken as part of the closure response, such as the implementation of quick-build bike and bus lanes. CTPS staff will then analyze the results to understand the effectiveness of the resilience strategies, such as creating alternative bus service, dedicated bus and bike lanes, and increasing service in the Bluebikes network to support public transportation needs during emergency situations. CTPS staff will generate a report to summarize the data and create recommendations of best practices for future closures or emergency events affecting all or portions of the transit network.

Final deliverables will include:

Case studies including local and national examples of how public transportation systems have approached a variety of closures and emergencies

A “how-to” guidebook to share with municipal staff, transit agencies, and regional planners to help them prepare for and respond to emergency situations

(Updated from a 2024 proposal) There is a common narrative that the suburbs, both nationally and in the Boston area, are changing. MBTA would like to better understand how that change is happening; to what extent, and where, narratives of change and available demographic data match up; and what that means for transit demand current and future. Tasks may include

Task 1: Qualitative engagement with suburban stakeholders to identify perceptions of change and changing need
Task 2: Analysis of demographic data
Task 3: Analysis of suburban transit provision, by MBTA, RTAs, or other operators, relative to peer metros
Task 4: Identifying priority areas for transit improvement

This concept partially follows up on the work done in the FFY 2022 UPWP study “An Exploration of Destination Access and Transportation Cost Analyses.” Among other things, that study examined demographic change from the 2010 Census to the 2020 Census, and used 2020 Census data to examine destination access for protected populations. We propose expanding the analysis to include the 2000 Census, giving a longer-term view of demographic change over time, and exploring the ability to use destination access tools and past transit schedule data to examine change in destination access over time. In turn, this analysis would be used to analyze the impact those changes might have on demand for transit. It could also draw on a scope Steven Andrews has previously developed to analyze the quantitative elements of this type of research.

Motivation/Approach: CTPS has recently gained access to and begun analyzing the Woods Hole Group’s Massachusetts Coastal Flood Risk Model (MC-FRM) outputs, which detail exposure to coastal flood risk from 2018 to 2070. While initial work in the agency has estimated total population exposure to this risk, there has not yet been work in identifying how potential flooding might impact the transportation system for different populations in terms of destination access. Using the MC-FRM with other data sources (e.g., demographic data, elevation data, the Road Inventory, the OSM network, GTFS data, MBTA service alerts), staff would utilize Conveyal to measure this impact regionwide. Depending on data availability, this work could extend to include inland flooding as well, potentially as a future phase.

Outcomes: Technical memo detailing motivation, methodology and initial results; potential for a relatively simple interactive app

Notes: The primary unexplored analytical aspect of this work is devising a methodology for what links in the transportation system (including transit) might become flooded and unable to travel through as a result. Estimated budget of $60-70K.

Supporting Work: This study builds well upon previous data work using MC-FRM or Conveyal (e.g. Equity Metrics dashboard, Applying Conveyal to TIP Scoring study). It could also build a foundation for future work to create modified GTFS files that reflect accessibility limitations. Additionally, this study could complement work involving the travel demand model and the MC-FRM.

Applicable Themes/Programs: Resiliency, Equity

The MPO funds dozens of projects each year, several of which aim to reduce congestion and improve air quality. While the MPO often makes projections about how air quality may improve after the completion of a project, the organization lacks a process for evaluating these outcomes in air quality on a project or localized basis. A study that evaluates the change in air quality metrics in close proximity to recently completed projects in the region would help inform future planning decisions.

We would evaluate the change in air quality using PurpleAir monitors, which are small devices that can be installed on structures near roadways. These monitors can report Particulate Matter (pm 2.5 and pm 10) and Ozone levels, and both metrics are reported as part of Congestion Management and Air Quality performance reporting. Placing PurpleAir monitors near recently completed projects, especially Complete Streets-type projects that have a quantified estimate of decreased emissions, would allow MPO staff to evaluate the effectiveness of programs and projects that aim to reduce emissions.

Since improving air quality is a function of both the Climate Resilience and Air Quality Program, as well as Performance-Based Planning and Programming, it is possible that such work would need only be partially funded by the UPWP, and that some funds for staff time could be found within those two programs. Funds for the study would be spent in three main areas: purchasing PurpleAir monitor equipment, MPO staff time, and Communications and Engagement outreach to local planners and organizations in municipalities where air quality would be evaluated.