With the board and the California Transportation Commission scheduled to discuss the report in December, Joshua Stark of the public transit advocacy group TransForm hopes the regulators will “look forward” when it comes to allocating transportation funding.
“The Legislature and state agency leaders need to focus more of the state’s transportation dollars on meeting our climate goals,” Stark said.
“If Prop. 6 passes it will set our movement back tremendously, possibly by many decades! Yes, we would we lose the direct annual funding — $100 million for active transportation, $750 million for transit and $1.5 billion (with a B) for local road maintenance that is fixing our cracked roads and bringing us so many complete streets with it,” wrote Stuart Cohen, Executive Director of TransForm. “But we would also have a MUCH harder time winning these funds again.”
Of course, many of these ideas are cost-prohibitive–at least for now. However, “you might really be able to take some of these more visionary ideas and, even if they don’t make it as a full-scale, regionwide project, you can ignite people’s interests and get some pilot projects going,” said Stuart Cohen, co-founder and Executive Director of TransForm, and one of the judges of the competition, in a phone interview with Streetsblog.
Chris Lepe, a transportation advocate with TransForm, a nonprofit that seeks to promote public transportation and social equity, said gas taxes are also regressive.
“Sometimes we have to support sales taxes in order to enhance the greater good and in order to advance equity,” he said. “Even though [Measure W] is a regressive taxation approach, the spending is going to be progressive and that’s why we support it and what the folks on the other side are not taking into account.”
He said SamTrans may face service cuts up to 30 percent if Measure W fails. “If you’re trying to make an equity argument and trying to advance the needs of low-income folks in this county, why would you oppose something that’s going to avoid cutting the very service they rely on to get to a job or to services. To me, that’s playing with fire,” Lepe said.
“We absolutely need to start transitioning the fleet to electric buses, but there is certainly a learning curve and a transition cost,” said Stuart Cohen, executive director of TransForm, an advocacy group in Oakland. “Put on the right routes, e-buses can be a huge win-win.
“They are quieter and smoother to ride, they reduce local air pollution and street noise, and when focused on low-income communities of color most impacted by pollution, they can be a way to reduce the tremendous health disparities in our society.”
Communications Director Edie Irons was a guest on Your Call with Rose Aguilar, an hour-long call-in radio show, focused on transportation issues on the November ballot.
"This is the most powerful statement I've ever seen in transportation policy," said Stuart Cohen, executive director of the nonprofit group TransForm. He praised Lara and other state legislators for recognizing that something as seemingly small as a freeway lane can lead to opportunity and social mobility.
“When you get into that freeway lane, you get to your job faster,” Cohen said. Societal disparities get worse, he noted, when rich people can buy their way into the lanes, and poor people are shut out.
There are solutions to this problem that would spare clean-air drivers, such as increasing vehicle occupancy requirements to three or more people; instituting or increasing tolls; or constructing more diamond lanes, according to Caltrans. But those fixes are either cost-prohibitive or politically unpopular, said Stuart Cohen, executive director of TransForm, an Oakland transportation advocacy group.
“This is absolutely the simplest way to tackle this issue,” Cohen said.
Clarrissa Cabansagan, a transportation advocate with the group TransForm, says companies need to be “held to a higher standard,” than what’s in the ordinance.
The plan would require that a majority of scooters be deployed in what are called “communities of concern” — a designation for low income and underserved neighborhoods. But that designation covers most of Oakland.
“That can mean all in the Lake Merritt area, downtown,” says Cabansagan.
Cabansagan, with TransForm, adds that scooter companies should work with community groups to spread the word about the affordable option, and how to ride safely. She also says scooters highlight a need for more bike lanes and better pavement.
“In places like deep East Oakland, people are riding on sidewalks and they’re riding on sidewalks because they feel safer on sidewalks, because sidewalks don't have as many potholes as the streets,” says Cabansagan.
Cabansagan says the scooter craze has opened a window of opportunity to invest in safer streets. Some scooter companies have already pledged to fund more bike lanes in the cities where they operate.
The transportation advocacy group, Transform, supports the change. "By unclogging the carpool lanes, it will get people back to using transit and incentive to be in electric vehicles for a fast ride for three years," said Stuart Cohen, Transform executive director.
“The current system is definitely broke; right now the carpool lanes are losing,” said Stuart Cohen, executive of TransForm, a transportation advocacy group in Oakland. “Many of the Bay Area’s carpool lanes are slowing down 75 percent or more of the time. At that point, commuters lose all incentive to carpool.
“Even worse, buses, carpools and shuttles that may be carrying five to 60 people per vehicle also come to a crawl. That means more solo driving and more congestion for everybody.”
“Those people enjoyed three, maybe four years of HOV lane access and if they want, and what we’ve heard is some people are gonna trade those in and get a new electric vehicle,” said Stuart Cohen, executive director of TransForm, an Oakland-based non-profit seeking to reduce the number of commuters and vehicles on Bay Area roadways.
“San Francisco has traditionally been the place where these companies all want to play — particularly in the Financial District,” said Clarrissa Cabansagan, new mobility policy director for TransForm, a regional transportation nonprofit.
Nor does the survey take into account housing, which is typically the largest single cost for any individual or family and one that often influences people’s decision to drive a car or take transit, said Edie Irons, a spokesperson for TransForm, a transportation advocacy nonprofit.
The high cost of housing may be driving low-income residents from the area, while at the same time limiting the expendable income for those who stay, she said. So, even if it looks like people are more affluent, they may still be struggling to pay transportation-related costs.
“That seems likely to be the invisible factor in these changes,” Irons said. “We know housing is closely connected to transportation choices, and transportation spending is the second-largest expense for many households, especially low-income households.”
... But, she said there might be other, more positive, factors at play, as well. The agency’s transbay bus lines have seen a growing number of riders over the past few years, and are now its most popular, carting some 14,000 passengers each weekday as more people opt out of Bay Bridge traffic.
“The thing that could very well be happening … is that transit is working well for people,” Irons said. “It’s going where they want to go and they see the benefits of transit, whether that’s avoiding traffic or driving less to do something good for the environment or wanting to have a more relaxed commute.”