The Bay Area Transportation Working Group (BATWG) is an all volunteer organization established in 2012 to keep up with and respond to important Bay Area transportation issues and events. Our primary objective is to find ways of easing regional traffic congestion by improving the reliability and appeal of Bay Area passenger rail and bus systems. BATWG is dedicated to working with like-minded groups to bring about these needed changes.
On May 30th, the San Francisco Bay Council and the Silicon Valley Leadership Group (SVLG), assisted by transportation consultant Stuart Cohen, presented a plan they call “Faster Bay Area”, to raise up to $100 billion for the purpose of moving the Bay Area beyond the current transportation morass.
As SVLG VP Jason Baker put it…”we think the time is ripe to work for a world class, integrated transit system that is faster, more reliable, more affordable and more equitable…”
Matthew Lituchy, Chief Investment Officer of the Jay Paul Development Company echoed these thoughts by noting (San Jose Mercury July 7th) that “The traditional methods of commuting have gotten over-stressed. Our freeways are impossibly clogged with traffic. Commute durations are at all-time highs. People are looking to commute by alternative methods. Trains, light rail, Caltrain, bus, BART are the alternatives”.
To make the alternatives to solo driving sufficiently appealing to cause a major change in travel habits would indeed require a major effort, including significant improvements to the Bay Area’s transit systems, a strong new emphasis on carpooling and other measures designed to unclog the Region’s thoroughfares.
If wisely spent there is no doubt that $100 billion could do a lot of good, but getting this ambitious program past a skeptical electorate would be not be easy. For starters the sponsors of Faster Bay Area would have to demonstrate that this time it wouldn’t be just more of the same.
During the past four decades, over 120 billion dollars in State, Federal and Bridge Toll transportation capital have passed through the Metropolitan Transportation Commission’s (MTC’s) hands and subsequently been spent by the Region’s transportation agencies, always with rosy promises of improved regional transit and reduced regional congestion. But things have just gotten got worse. The mystery is, how could so much tax money have been spent with so little positive effect on regional transportation?
Could things be different this time? Of course. Here are four prerequisites to a successful program:
How do most BART riders feel about the fare evasion and bad and often illegal behavior that is frequently experienced on BART trains and in and around BART stations? It appears that certain members of BART’s Board of Directors members are convinced that most BART riders don’t mind. Unfortunately there is still no definitive data on the subject. However, from talking to friends, family members and other BART riders we’ve found that many people who would like to ride BART and who should be riding BART are responding to these adverse conditions by turning to less efficient and less environmentally-benign forms of travel.
The brand of disruptive chaos that often mars BART travel is seldom seen in privately-owned establishments, or even in public ones for that matter. Walk into any City Hall. Except for the occasional protest, things tend to be calm and orderly.
Over the last 30 years, much of what has been ballyhooed in the Bay Area as transportation capital improvement has turned out to be special-interest/ pet parochial projects of small consequence and highway expansions accommodating increased Bay Area traffic.
For this reason, when something positive occurs it deserves recognition. On November 6, 2018, the voters of San Mateo County approved Measure W which, through a ½ % county sales tax increase, will provide about $40 million a year to pay for various for improvements to the San Mateo County Transportation Agency (SamTrans). Along with Caltrain, SamTrans buses provide transit service throughout the Peninsula as well as north-south connections between Santa Clara County, San Mateo County and San Francisco County.
On August 23, 2019 SF Examiner reporter Joe Rodriquez summarized some interesting new steps that SanTrans is taking to make its service more visible and more relevant to riders and would-be riders in the West Bay.
SamTrans’s actions are focused on meeting six simple but practical objectives; namely:
Provide Mobility Options for Regional Trips
Increase Market Share in Corridor
Develop a Cost-Effective System
Improve Transportation Equity
Enhance Access to Jobs and Population Centers
Support Sustainable Land Use and Transportation Policies
As part of its program for increasing market share, SamTrans is seeking to attract both more reverse direction riders during peak commute hours, and more off-peak riders.
Ever wonder why it takes so long to get anything done in San Francisco? Read on:
Six years ago the San Francisco Planning Department and the Ed Lee Administration fixated on accelerating the “full-build-out” of Mission Bay. So they initiated the Rail Alignment and Benefits Study (RAB).
In RAB’s early days the RAB planners were floundering. In an attempt to appear useful they focused on finding as much fault with the Caltrain Downtown Extension project (DTX) as possible. In fact, based on what may have come from the blogosphere, the planners managed to convince themselves that the DTX tracks were wrong, the station layout was wrong, the train turnaround arrangement was wrong, the terminal was too small, the tunnels were too big, the construction approach was wrong and the train storage yard was in the wrong place. As the years rolled by, virtually all of RAB’s criticisms were quietly withdrawn, never to be heard of again. By RAB’s last year it was clear that the only residuals of this singularly wasteful and useless “Study” was a.) a proposed relocation of the rail yard to free up the site for more development (an idea unlikely to leave the starting gate) and b.) a proposed $2 to $3 billion subway under Pennsylvania Street (unlikely to be needed for many years if ever). Given these meager results it appears that the one and only lasting impact of the RAB study was the four year hiatus it imposed on the DTX project.