Grady Ranch, two years on

With Marin’s housing crisis in the national spotlight, and the Grady Ranch affordable housing proposal light attracting the journalistic moths, perhaps it is worthwhile to revisit the assumptions made when Grady Ranch was first proposed.

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Will anything ever change?

With the death of Aura Celeste Machado on Point San Pedro Road still fresh in our minds, neighbors and safe streets activists are again calling for traffic calming on the high-speed thoroughfare. But they did the same two years ago when a driver killed Hailey Ratliff on her way home from school in Novato, and there were no substantial changes. Others rallied when a driver killed Olga Rodriguez on Heatherton in San Rafael last year, but nothing changed there, either. Will Celeste’s tragic death be the last straw?

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Marin’s traffic in the decline – except at peak

On Marin’s roads, driving is down, daily traffic is down, and morning commutes are worse. The odd and seemingly contradictory data helps shed light on some of the core problems of congestion and travel in our county, and helps us confirm (and dispel) some myths about the state of driving.

Introduction to the data

On state and federal roads in Marin (highways 1, 37, 101, 137, and 580), Caltrans keeps track of average daily traffic volumes over the course of a year, average daily traffic volumes in the busiest month, and peak hour traffic volumes. The latest dataset is from 2013, and there’s no data for 2009 or 2010.

California’s Air Resources Board (ARB) keeps track of the vehicle miles travelled, or VMT, throughout the county. When combined with data such as number of vehicles and number of people, we can know how many miles the average driver puts on their vehicle.

Broad trends

The broadest trend in Marin is faster traffic growth at the peak hour than during the rest of the day. This is most pronounced in Highway 101 north of Larkspur, where peak volumes rose an average of 9 percent between 2012 and 2013 while daily volumes are essentially flat.

This strongly implies people are driving to work more, that work is further away, and that more people are commuting to Marin from other counties.

Data from the ARB and Census backs up these hypotheses. Per capita VMT and trips per day has declined substantially since 2000 even while average distance to work has climbed, both for Marin’s working population and its workforce.

Trips per capita have seen steady declines since 2007, while VMT has only perked up in the past two years since its high in 2002.

Trips per capita have seen steady declines since 2007, while VMT has only perked up in the past two years since its high in 2002.

Travel distance has continued to grow,at the expense of the shortest commutes under 10 miles.

Travel distance has continued to grow,at the expense of the shortest commutes under 10 miles.

Continue reading on the new site, theGreaterMarin.org.

San Rafael needs a progressive after Nader Mansourian

First up: if you’re interested in becoming a new Director of Public Works for a small city, apply by the end of today.

Downtown San Rafael, Image from  the Business Improvement District.

Downtown San Rafael, Image from the Business Improvement District.

For years, San Rafael has been something of a mixed bag to Marin’s suburbanists. On the one hand, its downtown is the most transit-accessible places in the county. On the other, the network of one-way streets and pedestrian barriers – especially on Second and Third – have rendered large swathes of the city no-go zones for pedestrians.

With Nader Mansourian’s retirement as Director of Public Works in March, San Rafael has a chance to hire someone who makes moving people a greater priority. If I were a member of the city council, I would ask candidates the following questions:

1.       What do you believe the role of a city’s streets should be? The answer I’m looking for: for moving people, and for building the community’s wealth. The answer I’m not looking for: to move vehicular traffic. The first answer indicates the candidate understands that traffic and street problems are more than just engineering issues around traffic flow. There are competing priorities for city streets.

The second answer indicates the opposite, that moving cars, regardless of the occupancy, is more important than pedestrian safety or encouraging more efficient use of the street network.

2.       What do you think of the NACTO standards? NACTO design guides have become one of the most important parts of building complete streets. They include scientifically evaluated standards for safe bike lanes of all types; for transit-only lanes; for arterial roads; and others.

Caltrans has endorsed NACTO’s guides. Having a new director that embraces this shift is vital for the city.

3.       What do you feel the city can do to improve pedestrian safety? Roadways and pedestrian safety are more than simply a compact between people in cars and people on foot. Design can have a subtle and subconscious effect on driver and pedestrian behavior.

The most obvious results of Mansourian’s safety efforts are scores of Do Not Cross pedestrian barriers and the removal of the crosswalk at Third and Cijos. He largely didn’t make use of the other, more subtle and effective tools in the toolbox.

San Rafael desperately needs a progressive in charge of its infrastructure, especially its streets. Mansourian was a highly effective engineer, but he was hidebound to outdated standards that run against the grain of modern best practices. San Rafael needs change. You should apply – applications are due at the end of the day.

Sausalito in a backwards fight against ferries

For years, Sausalito had struggled with its success. Tourists on rental bikes flood the town every summer, creating a logistical and transportation nightmare for the small city.

Recently, attempts by the city council to cope with the challenge have been less about addressing the issue and more about resentment against tourists, cyclists, and the ferries they rely upon. The City Council looks set to vote its opposition to an expanded Golden Gate Ferry facility and has already expressed opposition to a National Park Service ferry to Fort Baker.

Background

Sausalito is part of the natural loop of bike-riding tourists to San Francisco: rent a bike, cross the Golden Gate Bridge, head down to Sausalito, hang out, then take a ferry back. Simple, easy. But downtown Sausalito is a tightly constrained place. Bridgeway, the only road running the full length through downtown, doesn’t have the facilities to handle its bike traffic, and so it spills over onto sidewalks, rankling locals. According to Marinscope, some ferries have to leave for San Francisco half full because of the sheer number of people with bikes.

As far back as 2009 at least, the more colorful described these bike-riding tourists as “locusts.” In 2015, conservative councilmember Linda Pfeifer proposed limiting the number of people on bikes from entering the city.

Sausalito isn’t the only place with tourist problems. Tam Valley has been groaning under the weight of tourist traffic heading to Muir Woods along Shoreline Highway. Sharon Rushton, a political ally of Councilmember Pfeifer, has been fighting the National Park Service’s proposals around the national monument for years, whether it has meant fighting shuttles, parking, or parking management.

Back to Sausalito

To help address the number of people taking the Sausalito Ferry with bicycles, GGBHTD has proposed expanding its Sausalito terminal.

The proposed ferry terminal redesign from the air.

The proposed ferry terminal redesign from the air.

According to planning documents (large PDF) the new terminal would allow a fully-loaded Spaulding ferry, which can accommodate up to 750 passengers with up to 100 bikes, to unload in 3 minutes and load in 6. This is a dramatic improvement over existing conditions, where ferries are reported to sometimes leave half-full.

As well, the new design would allow passengers with bikes to load simultaneously and separately from those without bikes, reducing some of the friction that causes delays in off-loading at San Francisco.

But the proposal has raised hackles with the council. Those opposed to the redesign aren’t happy with the final pier’s distance from shore and the amount of water covered. They’d like GGBHTD to begin regular dredging of the area so ferries could come closer to shore.

The existing ferry terminal.

The existing ferry terminal, as seen from the Yacht Club.

The proposed ferry terminal, as seen from the nearby Yacht Club.

The proposed ferry terminal, as seen from the same angle.

To my eyes, the new design looks only slightly more intrusive than the old; it’s unclear to me why adding an additional and ongoing expense of dredging would be necessary. Perhaps a commenter could enlighten me as to the downside of the new design’s size.

This is not the only ferry project that may happen around Sausalito.

A National Park ferry at Fort Baker?

Two miles south, the National Park Service (NPS) is interested in building a new ferry terminal at Fort Baker. While details are sketchy, the NPS has said the ferry would be operated by the same company that currently operates Alcatraz service. According to Marinscope, the terminal would only be used for “special events” and would not include a parking lot.

According to Brian Aviles, planner for the NPS:

The intent is to complement the programs at Fort Baker and perhaps allow people to visit Fort Baker without having to drive. We felt it prudent to investigate installing a gangway and float. It would function to link the main Alcatraz embarkation point to Fort Baker. (quoted by Marinscope)

According to the San Francisco Chronicle, this is part of a larger project to add ferry service to water-adjacent NPS sites around the Bay, including Rosie the Riveter National Historic Park in Richmond. It would allow NPS to focus tourist traffic towards ferry service rather than the current collection of ferries, shuttles, and parking lots.

While not part of the project’s scope, Sausalito City Manager Adam Politzer finds the idea of NPS shuttles on Sausalito streets frightening:

Having a ferry terminal at Fort Baker, even just for special events, would create traffic on both Alexander Avenue and Highway 101, exacerbating an already intolerable traffic situation… The increased traffic would place strains of vehicle movement and parking. Adding shuttle buses to the mix would also increase congestion on busy Sausalito streets.

Councilmember Pfeifer adds:

It is pretty obvious what the strategic goal is… I can see over time they will be directing the overflow [from Alcatraz] to Fort Baker and shifting those folks to downtown Sausalito.

The concerns expressed by Politzer and Pfeifer echo Rushton’s complaints about the NPS and Muir Woods. Through her organization, Sustainable TamAlmonte, Rushton and others have advocated to limit the absolute number of visitors to Muir Woods per year and has opposed efforts to expand local shuttle service, saying that such ideas amount to commercialization of the monument.

Yet this ferry concept seems to fit perfectly with Sustainable TamAlmonte’s proposed alternative, which is point-of-origin shuttle service. In a 2013 letter to the Board of Supervisors, Rushton writes:

If an Independent Scientific Carrying Capacity Study on visitor load for Muir Woods and related parking & traffic proves the need for a more robust shuttle system, establish a Muir Woods Shuttle System (using small shuttle buses) that picks up and drops off Muir Woods’ visitors at regional points of origin (E.g. San Francisco, East Bay, and North Bay) and NOT within the Tamalpais Area Community Plan area.

Without a parking lot, the Fort Baker ferry terminal could only be a shuttle for tourists from San Francisco and never add to traffic congestion on Sausalito streets. Even under the most intense use of a ferry – the implementation of shuttle service – would likely only add 2 vehicles per hour per direction to Bridgeway, hardly a tipping point. And, by encouraging tourists to forego car rentals entirely, it might actually cut down on the amount of vehicular traffic within Sausalito.

Sausalito’s city council is standing in opposition to transit from two providers that could be vital to reducing congestion in their city and Southern Marin at large. The professed reasons to oppose either project – the scale of the GGBHTD proposal, traffic at the parking-free NPS proposal – don’t hold up to scrutiny.

Thankfully, neither proposal is likely to be seriously affected. GGBHTD may modify their ferry terminal design, but the project will go ahead when the council majority – with which Pfeifer generally does not vote – is satisfied with any changes. And the EIR commissioned by Sausalito on the NPS proposal may shed valuable light on the terminal’s impact and reiterate the baselessness of traffic concerns.

Sausalito and Southern Marin does have a serious tourist traffic problem, but opposing ferries and shuttles won’t help mitigate the problem.

Ch-ch-ch-changes

Over the past month, I’ve been working hard on my historic railroad mapping project, which is doing well over on Kickstarter. For sale are also 12×12 to 24×24 prints of the Northwestern Interurban map. If there’s enough demand, when the store opens up in May I’ll also include prints of the Highway 101 Strip Map and, if the project ever finishes, the North Bay Bus Map.

That’s not all I’ve been up to. I married a beautiful linguist, been accepted to graduate school, scrambled to find the money to fund said graduate school, and become involved to some degree in developing world urban policies. (Kinshasa and the Democratic Republic of Congo is an especially fascinating story.)

Of course, this has used up a great deal of time, and so I haven’t been able to update this blog as much as I ought to have. There is no shortage of issues to discuss, from the gorgeous new renderings of Whistlestop’s development proposal to Sausalito’s battle with transit, ferries, and tourists.

On top of all that, there is research out about the multiplier effects of transit-oriented design that I’ve been sitting on since February, a proposal for an on-street bike path from San Rafael to The Hub I’ve been sitting on since last year, and more. There’s so much to cover and so little time.

Marin County is fascinating not simply because of its place as my family home but also because its challenges are the challenges of suburbs around the country writ small. We avoided many of the problems plaguing many of America’s new suburbs but are reticent to tackle our own.

Next month, The Greater Marin will reopen on a new site, theGreaterMarin.org, advertisement-free and integrated with a store to purchase prints of the various mapping projects (the good ones) I’ve done over the years.

TGM has been on an unplanned hiatus, but I’m not going anywhere.

Mapping the derelict lines of the Bay Area

The old railroads that once defined the Bay Area and the country at large are typically just hinted at. Some lines only operate freight; others, overgrown rails, but many are just sinewy lines on a parcel map. While we do have old maps showing where the rails were, these are rail maps, not service maps.

Some years ago, I used old timetables to create a service map of Marin’s Northwestern Pacific Interurban, which brought to life a system that has been gone for over 70 years. This year, I decided to do the same thing for the whole of the Bay Area, and I’m launching a Kickstarter to fund prints and maps of other regions of the country.

The first map, for the Bay Area, shows every train published in the 1937 Official Guide to the Railways that began within the 9-county Bay Area. After lines leave the Bay Area, the map shows their last convergence points before major hubs like Los Angeles. If you want a print, head on over to the Kickstarter page.

Historic Railways of the Bay Area

Historic Railways of the Bay Area. Click to enlarge.

The maps makes clear how much of a legacy these old rail companies left to the region. BART’s southern East Bay lines largely follow the Western Pacific right-of-way, while Amtrak still follows the Southern Pacific, including the A5/A6 route to San Jose. The map also shows some of the oddities leftover from competition, like the parallel Amtrak and BART lines, sometimes just a few blocks from one another.

To the north, BART’s Bay Point line follows the Sacramento North, while its route to Richmond blends ATSF and Southern Pacific rights-of-way. Caltrain still runs on Southern Pacific track, as does ACE.

I don’t think anything runs on the dinky little Bay Point & Clayton right-of-way, which itself is a fun story.

If you like railroads, and you like cool maps, then you really will want to sponsor. Seriously, $40 is pretty good for a 24×24 poster.

I also have prints of my map of Marin’s Northwestern Pacific Interurban. Next up is the Washington-Baltimore region. I’m not sure what’s next, but I’m really excited to see what comes out of the mist.

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