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CA Agencies Host Workshops on Cap-and-Trade Funding Programs

“Disadvantaged communities” in California, as determined by CalEnviroScreen.  Image: CalEPA.

State agencies are figuring out how to best spend new cap-and-trade revenue, and the first step is asking the public for input on creating guidelines for eligible projects.

The Strategic Growth Council held workshops last week on guidelines for the Affordable Housing and Sustainable Communities program.

This week and next the California Environmental Protection Agency (CalEPA) will ask for help figuring out how to define “disadvantaged communities,” which by law must benefit from a proportion of projects funded by cap-and-trade money.

Last week and this week, the California State Transportation Agency is hosting input sessions for the Transit and Intercity Rail Capital Program (which will receive $25 million, and 10 percent of future cap-and-trade proceeds) and the Low-Carbon Transit Operations Program (which will get $25 million and 5 percent of future proceeds).

These somewhat overlapping efforts are all intended to reduce greenhouse gas emissions (GHGs) as mandated by AB 32, which requires a reduction in GHGs to 1990 levels by 2020.

Transit Capital and Operations Funding

The low turnout at Friday’s workshop on transit funds—the first of three—may have been due to lack of publicity or the relatively small amount of money at stake — $50 million throughout California. There are more than 100 transit agencies, large and small, throughout the state. While the Intercity Rail portion will be allocated to particular projects, the Low-Carbon Transportation Fund will be divided up according to existing state funding formulas.

With only $25 million spread among transit agencies statewide, small agencies in areas with low populations and low farebox revenues are likely to see only very small amounts of money added to operations. For some, this will be less than $100 — at least in this first year.

That’s hardly enough to enhance or expand services to increase mode share, as required by the allocation.

And it may not be worth the effort at all, if reporting requirements are anything more than simply checking a box. A number of those attending the workshop requested that administrators keep the process as simple as possible so as not to cause more work for small and understaffed agencies.

The last workshop on transit funding will be in L.A. this Wednesday, August 27,  from 1 p.m. to 3 p.m. 
at the Metro Board Room. Written comments on transit funding can be submitted to tircpcomments@dot.ca.gov and lctopcomments@dot.ca.gov

What Qualifies as a “Disadvantaged Community”?

CalEPA workshops this week and next on defining “disadvantaged communities” will play a crucial role in deciding how to allocate cap-and-trade funds. Overall, at least 25 percent of all cap-and-trade funds must be spent in, or somehow benefit, a disadvantaged community. In the case of the Affordable Housing/Sustainable Communities category, half of funds must benefit these communities.

So the definition of “disadvantaged community” is pretty important.

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Expanding the Mission of “Safe Routes to School” as Kids Return to Class

It’s hard to believe summer is almost over. In many places, the weather was so mild it seems like it never quite started. But kids are already going back to school.

Crosswalks and adult supervision are two ingredients in keeping kids safe from both traffic and violence. NY DOT

While the weather has been cool, temperatures have reached a boiling point on many of our nation’s streets. In many communities, violence is very much on people’s minds as kids return to school, following incidents like the rash of shootings in Chicago over the July 4th weekend and the police killing of Michael Brown in Ferguson, Missouri.

Last week, the Safe Routes to School National Partnership teamed up with Generation Progress, The League of Young Voters Education Fund, the Million Hoodies Movement, and the White House Initiative on Educational Excellence for African Americans to hold a Twitter town hall with the hashtag #Back2SaferSchools. Generation Progress kicked things off with this sobering thought:

Q1: In 2015, gun violence will be leading cause of death for Millennials. What can communities do to ensure students go #Back2SaferSchools?

— Generation Progress (@genprogress) August 20, 2014

There are many ways to address this problem. But as Keith Benjamin of the SRTS National Partnership says, “Place-making plays a pivotal role in combating violence.”

Late last year, the Partnership released “Using Safe Routes to School to Combat the Threat of Violence” [PDF]. It weaves together in-school conflict resolution programs and anti-bullying work with the group’s regular program of walking school buses and infrastructure improvements.

“In some communities, the danger of violence and crime discourages children from walking to school and keeps people off the street, limiting physical activity and restricting errands and trips,” the report begins.

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New Parking in Seattle Comes With a Side of Mixed-Use Development

This new mixed-use development on a light rail line in Seattle will have 505 units, 523 parking spaces. Image: The Urbanist

This new mixed-use development by a light rail station in Seattle will have 505 housing units and 523 parking spaces. Image: The Urbanist

Part of the promise of Seattle’s Link light rail was its potential to create walkable places in the sprawling Rainier Valley. And that’s starting to happen, locals report, but developers are getting some important things wrong.

The proposed mixed-use development at MLK Way and Othello Street, for example, calls for way more parking than appropriate for an urban location near light rail. Will Green at The Urbanist explains:

The Seattle Housing Authority has found a developer for its 3.2 acre site at the corner of MLK Way and Othello Street, right next to Sound Transit’s Othello Link Station. The plans are impressive: 505 market-rate apartments spread over three buildings, 17,800 sq. ft. of retail space, and a 10,000 sq. ft. of public plaza intended to provide space for a farmer’s market and community events. But the developer, Everett’s Path America, has fallen into the same trap many have when planning TOD by forgetting the “Transit” and focusing on the parking. Instead, Path America is proposing a whopping 523 surface and underground parking stalls for those 505 apartments.

It’s a serious and well known problem: A recent report from the Sightline Institute found that 21 of the 23 recent multifamily developments studied had more occupied units than occupied parking stalls, with an average overnight parking vacancy rate of 37%. Those empty stalls do more than waste space; they cost developers a lot of money, costs that ultimately get passed on to tenants.

One study cited by Green estimated that parking costs add about $246 to monthly apartment rents in Seattle. Green continues:

 

It’s exciting to see development in the Rainier Valley take off. Seattle needs more affordable housing, and converting low-density (or vacant) land uses to medium- and high-density housing is a great way to meet that need. Likewise, taking advantage of major regional investments in transit is critical for ensuring affordability by freeing tenants from the burdensome cost of owning and maintaining car. Considering such realities, it boggles the mind that a major developer is planning to put more parking stalls than actual apartment units next to three frequent transit lines (Central Link Light Rail and King County Metro Transit Routes 8 and 36) in one of the poorest parts of Seattle. Not only is it a wasted opportunity, but it denies affordable housing in an area that desperately needs it.

Elsewhere on the Network today: The Architect’s Newspaper reports that Michigan is getting its first bus rapid transit route, Grand Rapid’s Silver Line. And Urban Milwaukee explains Wisconsin’s history with the “wheel tax” — a local tax on vehicle registration that’s being explored as a way to boost funds for road maintenance.

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Today’s Headlines

  • Man Struck, Killed Outside Crosswalk by 38 Muni Bus Driver at Geary and Lyon (CBSSF Examiner)
  • One Year in, Bay Area Bike Share Expansion at a Standstill; Birthday Specials Planned Thursday (Exam)
  • Ted and Al’s Towing Trucks Continue to Block the Fell Street Bike Lane (Hoodline)
  • SF Weekly Bike Blogger Tests the 3-Foot Passing Law by Riding Around With a Stick Attached
  • Man Reunited With Stolen Bike Thanks to SAFE Bikes Program (Exam); Theft Prevention Tips (SFGate)
  • 50th Sunday Streets in the Mission as Popular as Ever (Mission Local)
  • SF State University Increases Parking Fees to Help Pay for Garage’s Seismic Retrofit (GG Xpress)
  • SF Among Cities Where Transit Access Makes Living More Affordable (CityLab)
  • BART’s Train-Stopping Earthquake Detection System a Model for Other Applications (KTVU)
  • Oakland Plans Massive Mixed-Use, Transit-Oriented Development Around Coliseum (SFist)
  • San Mateo Police Arrest 56 Drivers in One Week During DUI Crackdown (CoCo Times)
  • Caltrans Gets $2M in Emergency Funds to Repair Roads Damaged by Earthquake (CBS, SFGate)

More headlines at Streetsblog USA

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After 50 Events, Sunday Streets Director Departs to Spread the Word

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Sunday Streets on Valencia Street yesterday. Photo: Aaron Bialick

Susan King is moving on from her position at Livable City as director of SF’s Sunday Streets, after hosting the 50th open streets event yesterday in the Mission. King plans to bring open streets events to cities across the state by establishing the California Open Streets Network (CAOS).

Susan King yesterday speaking with SFMTA Director Ed Reiskin (right) and Department of Public Works Director Mohammed Nuru. Photo: Aaron Bialick

“I feel great that this program is so solid and successful, and there are really fantastic people pushing the ball forward,” said King.

To help other California cities learn from King’s experience in spearheading a nationally-renowned model for open streets, CAOS will provide services like a “calendar, shared resources, peer-to-peer advocacy, one-on-one trainings, regional trainings, webinars, and advocacy on the state level for a framework that addresses some of the barriers,” she said.

When Sunday Streets was first proposed in collaboration with then-Mayor Gavin Newsom’s office in 2008, it saw resistance from merchants who believed that their businesses would be hurt by opening streets to people and closing them to cars. The 50 events since have shown the opposite result, providing a boon for both business and public health. Merchants have since clamored for the event to bring customers to their neighborhoods, with as many as 75,000 regularly attending Sunday Streets in the Mission.

Today, San Francisco has held more major open streets events than any other American city, and Sunday Streets is “mundane, it’s part of everyday life,” said King. “That’s a good thing to create — as a fabric of what a livable community looks like.”

For today’s youngest San Franciscans, the ability to play in car-free streets may even be taken for granted, as a generation grows up with a fundamentally different experience of city streets. King told an anecdote about a woman who said her five-year-old grandson “didn’t know what life was without Sunday Streets.”

“I’m supremely proud to think about the generation that’s going to lead us, that are still in school and growing up in this city with the expectation that Sunday Streets is just part of city life,” said King. “The next generation really has a different idea of how we use and interact with our city streets.”

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California Legislation Watch: Weekly Update

Here is Streetsblog’s weekly highlight of California legislation related to sustainable transportation.

Today was the last day to amend bills for this legislative session. Any bill that doesn’t get passed by midnight next Sunday, August 31, will be officially dead.

Among the flurry of votes, the following bills passed out of both the Assembly and the Senate and are now waiting for the governor to sign—or veto:

Vehicle registration surcharge for bike paths and trailsSB 1183 from Senator Mark DeSaulnier (D-Concord) would allow local jurisdictions–cities, park districts–to place initiatives on the ballot to fund bike paths and trails with a local vehicle registration surcharge. Because this fits Brown’s ideals about fiscal responsibility—that is, the surcharge cannot be imposed unless 2/3 of voters approve—let’s say this one is likely to be signed.

Bike racks on buses: AB 2707, from Assemblymember Ed Chau (D-Monterey Park), would allow newer, longer buses to carry bike racks that fit three bikes. Right now buses are generally restricted to two-bike racks, except in a few places that argued for an exception. This would make the rules consistent statewide.

Traffic violation fines in school zones: S.B. 1151, from Senator Anthony Canella (R-Ceres). Despite unanimous passage in both houses and all the committees it passed through, advocates are worried that Brown may decline to sign this bill because it uses fines to generate revenue. In this case the revenue would have been used for active transportation projects.

The bill originally called for fines to be doubled, to match fines in construction zones. However, the original language would have required new signage and legislators balked at burdening locals with those costs. Now, the bill merely adds a mandatory $35 increase to any other fines a scofflaw motorist would incur for unsafe driving in a school zone.

Meanwhile, the following bills passed the Senate and returned to the Assembly for approval of Senate amendments:

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Seattle DOT Hits the Street to Tell People About a New Bike Lane Proposal

Much nicer than the church basement, at least during a Seattle summer – and better attended, too. Photos courtesy SDOT.

pfb-logo-100x22Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

One part public outreach and one part PARK(ing) Day, Seattle DOT held a three-hour open house last Wednesday for a half-mile protected bike lane on Dexter Avenue. The outreach session took place on green plastic mats spread out to cover an empty parking space.

Project manager Kyle Rowe explained that a different, state-led project on Dexter had him on a tight deadline. What’s more, because Dexter is a necessary link between downtown and the heart of Seattle’s bike culture in Fremont and Ballard, the number of affected households was huge.

“That is kind of like a funnel for roughly two-thirds of north Seattle,” Rowe said. “To capture all the people that use Dexter in a traditional open-house style, which would be 7 to 8 or 9 p.m., would mean flyering or sending a mailer out to most of North Seattle, and that didn’t make sense. I also wanted to accelerate this to meet the deadline of the state’s restoration work.”

So Rowe used a trick he said he’d seen on “Streetblog or CityLab” and held his public meeting on the side of the street from 7 to 10 a.m. on a weekday. He brought eight easels, two tables, a few temporary bike racks, a comment box, sticky notes, a sign-in sheet and a bunch of hot coffee.

That last item was important.

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It’s Time to Rethink Old Stereotypes About Renters

Is the growth in renting in Philadelphia a cause for concern or celebration? Image: Pew via Plan Philly

Homeownership rates in Philadelphia aren’t as high as they used to be, and that’s not a bad thing. Map: Pew via Plan Philly. Click to enlarge

For a long time, renters have been thought of as a destabilizing force in urban areas. Federal housing policy encourages people to make the jump to homeownership in part because officials believe it will give people a larger stake in their neighborhoods and reduce crime. By subsidizing home purchases, these policies encourage people to “buy more house” and promote sprawl.

Now the spectacular housing market crash and crushing debt burdens carried by younger people are helping to upend these assumptions. Kellie Patrick Gates at Plan Philly reports on a recent survey of Philadelphia renters that flies in the face of some of the oldest stereotypes. For one, the survey found that in many neighborhoods, most renters are, in fact, engaged in their communities:

In Center City, 43 percent of surveyed renters said they knew their neighbors and 29 percent were involved in neighborhood maintenance or upkeep activities, Howell said. Outside the city center, 56 percent knew their neighbors and 51 percent were involved with efforts to keep the community looking good…

Howell said that she and some other city planners had a hunch that renters are more active in their communities than they generally get credit for, but even so, “the percentages were surprising.”

Plan Philly interviewed city officials who said they think it’s a positive sign that homeownership is declining and the share of renters is increasing. “People are coming from outside to see what’s going on here,” said Philadelphia City Planning Commission Chairman Alan Greenberger, who noted that some of the world’s most desirable cities, like New York, London, and Tokyo, have high shares of renters.

Elsewhere on the Network today: Biking Toronto shows the city’s solution for cyclists during construction on an important bridge –everyone is thrilled about it. Car Free Austin analyzes the city’s proposal for a $1.4 billion new rail line. And Exit133 reports that Tacoma is trying to work out a set of regulations that will help level the playing field between traditional taxi companies and firms like Uber and Lyft.

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Today’s Headlines

  • SF’s First Block of Raised Bike Lane to Be Included as Part of Mission/Valencia Plaza Project (SFBC)
  • Earthquake Causes Roads to Buckle; Amtrak, ACE Briefly Suspend Trains (SFGateSF ExaminerCBS)
  • SF, BART Could Do a Better Job of Making Transit Easy for Tourists to Navigate (SFGate)
  • Lorysha Gage to Return to Court on Charges for Leaving Niece, Mi’yana Gregory in Crosswalk (Exam)
  • SFPUC to Unveil Final Designs for Rain Gardens, Bike/Ped Upgrades Near Baker Beach (Richmond)
  • Curbed SF Complains That More Parking Didn’t Somehow Appear With Fort Mason Pier’s Renovation
  • CHP Pursues Drivers Shown in Youtube Videos Doing “Sideshows” On GG Bridge, Waldo Tunnel (PBB)
  • Reduction in Toll Takers on Richmond-San Rafael Bridge Blamed for Car Backups (CBS)
  • San Rafael Asks if Residents Want “Quiet Zones” for SMART Trains to Mute Horns (Marin IJ)
  • State Requires Google’s Self-Driving Cars to Include Steering Wheels (WSJ, SF Business Times)

More headlines at Streetsblog USA

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Closed Crosswalks Remain Even in Today’s Walkable Hayes Valley

Fell and Gough Streets. Photo: tracktwentynine/Instagram

Hayes Valley may be one of the country’s densest and most walkable urban neighborhoods, but believe it or not, it still has three closed crosswalks — vestiges of the mid-20th century’s cars-first planning.

“For many years, traffic engineers devised ways to pen people in, so that cars weren’t inconvenienced,” said Walk SF Executive Director Nicole Schneider. ”Nowadays, the city realizes how foolish that thought was, especially in an urban environment which thrives on connecting people with people — not people with fast moving cars.”

Last week, a visiting transportation writer who was exploring many of SF’s otherwise-progressive recent livable streets efforts was surprised and ashamed to find pedestrians banned from crossing at one side of the intersection at Gough and Fell Streets. Instead, people walking there are forced to take a detour through three crosswalks instead of one, so that turning car traffic can whisk through unimpeded.

The SFMTA had previously approved re-opening that crosswalk, as well as another at Fell and Franklin Streets. That was over a year ago.

SFMTA spokesperson Ben Jose said the Fell and Franklin crosswalk is set to be re-opened next month, but that the Fell and Gough crosswalk is on hold and will be implemented late next year, in conjunction with “sewer, water, paving and signal enhancements” to “maximize efficiency.”

As for the closed crosswalk at Oak and Franklin Streets, which would cross three lanes of turning motor traffic, SFMTA planners looked at re-opening it but “decided to not move forward at this time,” said Jose. Opening the crosswalk, or removing a turn lane, would “result in traffic backing up into Market Street,” he said.

“Re-opening crosswalks is a basic walkers’ rights issue,” said Schneider, who pointed out that the Mayor’s Pedestrian Strategy has a goal of opening two crosswalks per year through 2021, and “notes that this is a quick, cost-effective way to enhance pedestrian safety and walkability.”

Robin Levitt of the Hayes Valley Neighborhood Association, and a member of the Market-Octavia Community Advisory Committee, said he’s disappointed that the Oak and Franklin crosswalk won’t be opened any time soon, and that the Fell and Gough crosswalk won’t be opened for at least another year. Still, ”It’s been that way forever,” he said, and another year isn’t a big setback.

Nonetheless, ”If this was a bottleneck delaying cars, I think they’d probably get on it.”