Future Connections between Oakland & San Francisco

It’s been clear for decades that another way of crossing the Bay between Oakland and San Francisco will be needed when BART runs out of peak-period transbay carrying-capacity. It is now estimated that this capacity limit will be reached before 2030. Thankfully the “Powers” have at last begun their planning. However, given the glacial pace of Bay Area infrastructure development, the needed supplemental system won’t be up and running until 2060 or later. So how, one might ask, do Central Bay Area transit leaders plan to cope during the intervening 30 or more years? If anyone knows the answer to this rather important question, he or she is keeping mum on the subject.

Turkey’s Marmaray Underwater Tunnel
Turkey’s Marmaray Underwater Tunnel

Here are a few observations designed to speed things up:

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Union City Mayor Still Wants her Highway

Along Route of Proposed Highway
Along route of proposed highway

Excerpts from BATWG’s 12/8/2019 letter to Mayor Dutra-Vernaci and the Union City Council:

BATWG is a 501c3 California non-profit corporation. We are all volunteers, dedicated to restoring a more balanced transportation system to the Bay Area. Collectively we have a vast amount of experience in transportation, housing and land use development.

From a review of your Plan 2040 it appears that the East West Connector [now euphemistically called the “Quarry Lakes Parkway”] is still in Union City’s program. We urge you to rethink this.

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BATWG

The Bay Area Transportation Working Group (BATWG) is a 501 c3 Non-Profit Corporation organized by a group of experienced transportation professionals and activists in 2012.  Mostly volunteers, we are dedicated to working with like-minded groups to improve the reliability and appeal of the Bay Area’s passenger rail and bus systems and to bring regional traffic congestion down to  reasonable levels.  BATWG meets on the third Thursday of the month and publishes a monthly electronic newsletter. 

Bay Area at a Crossroads

It’s no secret that because of disconnected transit systems and ever-increasing traffic backups, the Bay Area is becoming more and more constricted…..and that helps no one. This increasingly obvious regional problem has recently been reaffirmed by a panel of business interests proposing to raise and spend $100 billion to create a “Faster Bay Area”. While they’ve correctly identified the long neglected problems in need of attention, the FBA group has yet to set forth a fair and equitable way of raising the necessary capital. Moreover the group continues to struggle with the problem of how to implement a bonafide regional program without its being sabotaged by local and special interests intent upon obtaining new funding for their parochial and special interest projects.

The Bay Area Metropolitan Transportation Commission (MTC) is clearly expecting to gain control over this vast amount of new transportation funding, which would come on top of its recent takeover of ABAG and continuing attempts to assume control over the region’s housing crisis. Is MTC up to the job? During the last four and one half decades, despite acquiring and spending well over $100 billion, MTC has had little if any effect on either strengthening Bay Area transit or reducing Bay Area traffic. So the answer has to be a clear NO.

There are several reasons for this. Continue reading

Riders Yin while SF BART Board Members Yang

Last year BART conducted a survey of its riders. The survey results revealed that between 2014 and 2018 general rider satisfaction with BART dropped by 18%, from 74% to 56%. Rider responses were elicited in response to 46 separate elements of BART’s service. The Clipper Card got the highest rating. High ratings were also given to the availability of maps and schedules, on-time performance and the frequency of BART trains.

To most riders it will come as no great surprise to learn that conditions in BART stations, interior on-car noise levels and cleanliness were much farther down the list. And it will come as even less of a surprise that the very lowest ratings included BART’s lax enforcement of its fare evasion problem, and the absence of adequate BART policing at stations, on trains and in BART parking lots. At the very bottom of the list was the riders’ strongly negative reaction to BART’s failure to address its homeless problem.

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