Joel Ramos, regional planning director of TransForm, a transportation advocacy organization, said his organization is happy to see the bulk of the impact fees go toward affordable housing because the displacement crisis is worsening.
Back in October, the Schmidt Family Foundation announced its “Just Transit SF Challenge,” a contest to come up with good transit improvement ideas that can be implemented quickly. The three winners were announced this month. The $125,000 first prize went to RideScout and TransForm, which are partnering to improve transit using financial incentives.
“By focusing on corridors that are getting significant transit upgrades — like the 9 San Bruno or 28 Daly City — we can attract people back to transit and provide immediate benefits,” wrote Stuart Cohen, executive director of TransForm, in a statement. “By partnering with youth, senior and other community groups we will make sure it is focused on communities that need it most.”
“By focusing on corridors that are getting significant transit upgrades — like the 9 San Bruno or 28 Daly City — we can attract people back to transit and provide immediate benefits”, said Stuart Cohen, Executive Director of TransForm. “By partnering with youth, senior and other community groups we will make sure it is focused on communities that need it most. This project syncs perfectly with TransForm’s mission to promote excellent transportation choices that connect people of all incomes to opportunity, keep California affordable, and help solve our climate crisis.”
As transit-oriented and mixed-use development become increasingly hot in the Bay Area, one thing remains a challenge for developers: providing the required parking. Bisnow caught up with Ann Cheng, GreenTRIP program director for TransForm, a Bay Area organization focused on transportation reform.
The Oakland Community Investment Alliance — a coalition that includes East Bay Housing Organizations, which represents nonprofit developers, the Greenbelt Alliance, nonprofit law firm Public Advocates and transit group TransForm — is organizing the rally. Renters and religious leaders are also expected to take part.
Stuart Cohen, executive director of TransForm, has spent a lot of time thinking about induced demand as well. “We know it exists,” he says. “That’s why we put up new transit routes—because we want to induce demand for transit. But we also know that new roadways induce more car trips.”
For example, in Sacramento County, Regional Transit was a big cap-and-trade winner this year, receiving hundreds of thousands of dollars from the program, according to the nonprofit Transform, which has mapped out projects funded by cap-and-trade.
“We’re talking about being able to sometimes fit another 30 parking spaces into a building that was going to be 100 units that can now be 130 because the ground floor is no longer podium parking,” said Stuart Cohen, executive director of the advocacy group TransForm.
TransForm, an organization based in Oakland, has been working to support developments that rely on these alternatives. The GreenTRIP program certifies projects that work to incorporate free transit passes or car-sharing. These projects are building for the next generation of lifestyle preferences.
Jeff Hobson, deputy director of transportation advocacy group TransForm, lauded the efforts to run more trains during crowded commute periods.
But the half-mile “catchment area” is an industry standard. And as Ryan Wiggins, a cap-and-trade campaign manager for TransForm, points out, plenty of cities already have potential developments within that radius. “There are a limited amount of cap-and-trade dollars in this program, a lot of demand and a lot of projects that meet the current guidelines for being within a half mile,” he writes in an email. “Rather than suggest loosening a requirement that is based off a large body of peer-reviewed literature … SANDAG and its members should be pursuing meaningful TOD.”
In addition, work done by TransForm shows that parking demand in many of these kinds of buildings is much lower than cities think it is.
A recent report published by Circulate San Diego and TransForm detailed that SANDAG has substantial flexibility to accelerate transit and active transportation (walking and bicycling) projects into earlier periods of their plan, without changing the list of projects approved by voters in 2004 through the TransNet ballot measure. Unfortunately, a majority of the SANDAG board appears unwilling to accelerate construction of transit lines.
"For most people, the reason they want to live in Uptown is because they don't own a car," Jean Long, of the transit group TransForm, told Levin. "They are thinking, 'I can take BART to San Francisco for work. I can walk to restaurants and bars.' You want to encourage pedestrian activity and biking. But when you build parking, you induce driving."