Mid-Week Links: Get a Car

There’s a major threat to walkable living, transit, biking, and even our highways brewing in the House of Representatives in the form of a terribly written transportation reauthorization bill, HR 7.  Although we know Congresswoman Woolsey is firmly against the plan as written, it’s important to keep in mind what is happening on Capitol Hill.

Marin County

  • Novato cracked down on unsafe driving this past weekend, resulting in 44 citations.  It’s a good move for a city that has seen a number of pedestrian accidents in the past few months. (IJ)
  • County planners have approved the Grady Ranch development in Lucas Valley and, unless opponents appeal to the Board of Supervisors, the project will go ahead as planned. (IJ)
  • West Marin may help the county satisfy some of its affordable housing requirements by allowing ranches and farms to build workforce and owner housing on-site, cutting down driving commutes into the region. (IJ)
  • SMART ceremonially broke ground on its transit system, marking the beginning of real construction and the culmination of years of work. (Patch)
  • San Rafael’s Ritter Center expansion is on hold pending an appeal by Gerstle Park residents. The expansion would be a medical center housed in a temporary building, though Ritter says they will look for a new when it lease expires in 2015. (IJ)
  • West End is apparently a quirky place for the young and hip to shop in San Rafael, not to say that it doesn’t have challenges: auto-oriented businesses on the north side of Fourth, the half-dead Yardbirds strip mall, too-wide streets, lack of continuity with downtown, and an anti-development bias keep the neighborhood from really thriving. (Reporter, New Pointer)
  • Albert Park and the San Rafael Pacifics are go thanks to a judge’s ruling against Gerstle Park opponents of the planned baseball field who had sought to block the team. (IJ)

The Greater Marin

  • MTC has rejected political appeals of projects that do not meet its required cost-benefit floor, putting common sense above more narrow local interest. (TransForm)
  • Intuition is correct: parking minimums encourage driving, and I think it’s high time for Marin to abandon the unscientific minimums posthaste.  (The Atlantic Cities)
  • The Americas Cup has downsized its plans for San Francisco and will not renovate Piers 30 and 32 after all thanks to regulatory issues.  Still, the Cup is a great excuse for the City to invest in its waterfront and should be a strong incentive for Sausalito to do the same. (SFist, SPUR)
  • Bicyclists like the same routes drivers do, and for the same reasons. I suspect that making it safer for bikers to use main roads would do more for cycling mode share than shunting them onto side roads.  In other words, bike lanes belong just where planners may not want to put them: Sir Francis Drake, Delong, and Fourth Street. (The City Fix)
  • Luxury car drivers, take note: you may be driving like a jerk and not even notice it. (SFist)
  • In case you missed Smart Growth America’s webinar on sustainable communities, they have their materials up for perusal. (SGA)
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Mid-Week Links: Not Quite Paradise

TiburonMarin

  • Traffic along Tiburon’s main road is getting worse, but its bus line is one of the least-used routes in the Marin Transit system.  TAM, MT, and the town think improving school-time bus service may do the same trick it did in Fairfax, although they’re exploring other options as well. (IJ)
  • The historic building that housed Amazing Grace Music, the old instrument shop in the Redhill Avenue median, is gone. The San Anselmo landmark business has moved up the street thanks to George Lucas, who funded the project and lives a block away. (IJ)
  • Fairfax has its gateway supermarket back, now that the Good Earth has opened on the east edge of town. The corner has undergone a major transformation over the past few years, and the store looks set to become even more of an anchor for the town. Not to say that everyone’s happy – a local merchant dialed 911 to complain about a lack of parking. (Patch)
  • Neighbors were up in arms over CVS’s plans for a lit sign in Tiburon, but it turns out businesses are already flaunting local regulations. (IJ, Mill Valley Herald)
  • MALT’s housing-oriented cousin, CLAM, has a new director with an eye towards smart growth and the particular human/nature balance that marks West Marin’s villages. (IJ)
  • The Marin Board of Supervisors were busy this week dissolving the county redevelopment agency, reallocating funds for road repair, rescinding the priority development zone for homes around San Quentin, and bolstering their rainy day fund. (Patch, IJ)

Bay Area

  • The Metropolitan Transportation Commission wants high school interns this summer, and is actually willing to pay them. I’d be all over this were I 18 again. (Patch)
  • Parking in San Francisco could get even more expensive if SFMTA extends parking hours to Saturday evenings and Sundays.  That GGT ride just keeps looking more and more attractive. (SFist)
  • SMART’s rolling stock is on track for a 2013 delivery, and it turns out they’re not the only customer.  Toronto will purchase the same vehicles from manufacturer Nippon-Sharryo, and SMART, as a partial designer of the heavy DMUs, is getting a cut of the profits. (Press Democrat)
  • Rohnert Park’s SMART station has officially been relocated to the city’s center, much to the joy of all parties. Rohnert Park plans on building a downtown based around the station. (NBBJ, Press Democrat)

The Greater Marin

  • Raleigh, NC, is pushing the envelope when it comes to getting people to walk. But it’s not the city doing the push – it’s people who care enough about Raleigh to do what needs to be done, and sometimes that’s just signage. (BBC)
  • Google has been instrumental in bringing transit data into the digital age with its GTFS protocol, allowing people to plan trips using transit instead of just cars.  Golden Gate Transit and Marin Transit are not currently participants, but are actively working on getting online. (Xconomy)
  • Nashville has gone for the gold and released a new downtown zoning code that essentially does away with much of the zoning.  No more parking minimums, no more prescribed uses, no more setback requirements. (Old Urbanist)
  • Norfolk, VA’s The Tide light rail is going like gangbusters, beating ridership expectations in only six months. It faced much the same criticism as SMART, although the two systems will be rather different, and only time will tell how our rail system pans out. (Virginian-Pilot)
  • Building good bike infrastructure means more than painting sharrows, as Marin loves to do, and sometimes it means giving bicyclists their own traffic signal. (SanFranciscoize)

Leaving ABAG Would Be a Mistake

Image from the Town of Corte Madera

Over the last year, rage against the Bay Area’s alphabet soup of regional authorities has simmered just below the surface of Marin politics.  Although the Bay Area Air Quality Management District (BAAQMD) got its share of hate for banning fires over Christmas and the Metropolitan Transportation Commission (MTC) caught flack for housing mandates around SMART, it was the Association of Bay Area Governments (ABAG) and its Regional Housing Needs Allocation (RHNA) process that drew the most fire by forcing localities to zone for more housing.  Marinites think their cities are already built out and so were incensed that an unelected agency could tell them to zone for more development.  The frustration has finally boiled over in Corte Madera, and there’s a push for the town to leave ABAG.  It would be a mistake if it did.

Background: The State of Local Control

The RHNA process comes once every seven years, driven by a state mandate to accommodate affordable housing within the state’s regions.  Sacramento directs regional agencies – ABAG in the Bay Area, SANDAG in San Diego – to assess housing needs in the area and assign a number of housing units regional towns, cities, and counties must zone for.  Marin has had trouble keeping up with the RHNA cycle and only now are the last towns finishing their housing plans.  Unfortunately, they took so long to finish that the next RHNA cycle is about to begin, dropping voters with more homes to zone for just as they figured out how to zone for the last bunch.

This cycle will be different.  ABAG is working with MTC, BAAQMD, and the Bay Coastal Development Commission (BCDC) to develop a regional Sustainable Communities Strategy (SCS), tying housing allocations to transportation, air quality, and water quality.  This unprecedented level of regional coordination means communities will need to work within the still-incomplete SCS or face financial penalties, as the regional agencies control and disburse a great deal of federal and state funds.  After going through a round of grueling negotiations over the last cycle’s allocations and angst over the loss of local control, the SCS is just one more thing for local politicians to worry about.

Pulling Out

Into this walked Corte Madera’s ABAG representative, Councilwoman Carla Condon.  For months she has argued that the association is trampling local rights, pursuing a social engineering project to make Corte Madera look like Oakland.  Mayor Bob Ravasio concurs, and would rather receive housing allocations directly from Sacramento.

I’m on record against these allocations – they distort the housing market and do rob cities of local control.  Yet I also know these allocations can do a great deal of good.  The densities mandated are not excessively high, and are met or exceeded in many parts of Marin, and they can give municipal councils an excuse to add housing near transit and historic downtowns.

Withdrawing from ABAG, as Corte Madera is considering, would not change either of those realities.  By dealing directly with the state, Corte Madera would be setting itself up to deal with a bigger bureaucracy with less chance of coming out on top.  As well, pulling out of ABAG could create a logistical mess for Corte Madera at other regional agencies, as transportation funding and support will be tied to the RHNA process, making even more work for town staff to sort out the inconsistencies with every other government in the region.

Far better would be for Corte Madera to spearhead a Marin County housing subregion.  ABAG allows localities to create subregions that can assign their own affordable housing needs.  Although ABAG still gives the subregion a total number of units, the subregion can assign those units however it likes.  A hypothetical Marin subregion would reestablish a modicum of local control over the allocations, allowing amenable cities, like Mill Valley or San Rafael, to take more units while others, like Corte Madera or Novato, would receive fewer.  Allocation would happen through the Marin County Council of Mayors and Councilmembers, so all localities would have a say in how allocations are made.

Alas, such a subregion would apply not to this coming RHNA cycle but the next, as the deadline for subregional formation passed last March.  As well, it’s unlikely Corte Madera would be able to pull out of ABAG for this coming cycle either, meaning any reform will need to come from within ABAG or be in preparation for the rather distant future.  Given the major bureaucratic reforms coming with One Bay Area, it’s too soon to say if the regional agencies will be too difficult for Marinites to handle.  In the interim, Councilwoman Condon should focus more on shaping the final RHNA numbers to Corte Madera’s liking than trying to pull the city out of the ABAG altogether.

The SMART Area, Part 1: Land Use

Looking east on Fourth towards downtown. Photo from the Downtown SMART Station Area Plan

Over the next few days I’ll be posting my impressions and comments regarding the San Rafael SMART Station Area Plan.  It’s such a large, complicated, and potentially game-changing document that it needs more than just a single post.  Today we tackle land use.  Subsequent posts will examine parking, mobility, and the future of the area.

San Rafael has released its draft downtown SMART Station Area Plan, and I must say that I’m excited.  So many good policies are wrapped into this – reducing parking requirements, form-based zoning, traffic calming, street engagement – that it has the potential to change the face of San Rafael and Marin by showing what can be accomplished with sensible zoning and real walkability.  While not a 180-degree turn in local planning practices, it’s pushing that direction.  If comments from the Planning Commission are any indication, there’s a hunger to go all the way, and that can only mean good things.

If you’re just joining us

San Rafael’s Station Area Plans cover the immediate areas around the upcoming Civic Center (for another post) and downtown SMART stations.  The downtown station will be located at the current site of Whistlestop Wheels and will be the terminus for the system’s Initial Operating Segment (IOS), which will extend north to Guerneville Road in Santa Rosa, roughly 37 miles away.

To prepare for the incoming train, San Rafael convened the Advisory Committee, consisting of representatives from San Rafael; the San Rafael Redevelopment Agency; SMART; the Golden Gate Bridge and Highway District (GGB), which operates GGT; Marin County; Marin Transit; and the Transportation Authority of Marin.  Their mission: to create the first real transit-oriented, mixed-use communities in Marin since the end of the Northwest Pacific Railroad in 1941.

This location is almost antithetical to transit-oriented development, located as it is next to the elevated section of Highway 101 that cuts San Rafael in half.  Second and Third are extremely busy arterials that function as extended freeway ramps, and the area is dominated by parking lots and auto-oriented uses, such as gas stations and body shops.

Almost antithetical, but not quite.  The station neighbors the Bettini Transit Center, which has buses departing frequently to all over the Bay Area and sees thousands of riders per day, and the Fourth Street commercial corridor.  Existing residential neighborhoods have a strong walking component, even under the freeway.  In other words, the neighborhood may be ugly but it is the transit and commercial nexus of the county, and that makes it ripe for redevelopment.

Better zoning

The key to development in this area is fairly basic: make it a place people want to walk around in and stay through safe sidewalks and streets, calm traffic, interesting sights and sounds, and high degrees of connectivity.  This is exactly what the plan advocates.

For land use, the plan recommends increasing height limits along Heatherton to 66 feet, enough for five-story structures, and to raise the limit to 56 feet along Irwin, as well as along Fourth Street to Grand.  Within these zones, the floor-area ratio would be raised to 2.0 and 1.5, respectively, while both areas would see density requirements lifted.  Residential uses would not count towards FAR, while parking minimums would be relaxed, although not eliminated.

I wrote last week about the need for residential development within the core, and the above would aid immensely in this endeavor.  Conceptual plans for the blocks immediately surrounding the station show the possibility of hundreds of new homes.  Given that a household can support 73 square feet of retail, just the example developments would support close to 20,000 square feet of retail.  Given the slack retail market in San Rafael, this will be a major boon to neighboring businesses.  With office development and the centrality of San Rafael to Marin, retail is likely to do extremely well.

The Montecito Neighborhood Association, which represents homeowners along Fifth Street between Irwin and Grand, complained that increasing height along Fourth on their block would overshadow their homes, and I’m inclined to agree.  Really aggressive land-use liberalization could accomplish the same goal of pulling the downtown core across the freeway without increasing heights at all.  Perhaps the city could lift lot coverage maximums, implement a setback maximum, and lift parking requirements while maintaining a two-story height limit.

I hope that the Montecito Neighborhood Association will not come out against larger portions of the plan than just those that would effect their own homes, and so far they have limited their strong opposition to just those recommended changes on the eastern side of the freeway. If they do begin to oppose developments in places that would not effect their homes, San Rafael could have a problem on their hands.

I’m concerned about crowding out the possibility of a second track through town, however.  If the system performs better than anyone expects, it could lead to major problems down the line and severely limit capacity.  I don’t want planning now to put a ceiling on the system if we don’t have to.

In any event, these land use patterns are new and innovative for Marin.  The Planning Commission was strongly in favor of the plan, and some even wished it would go further, instituting parking maximums or abolishing the minimum altogether, but they also felt that San Rafael was not ready for that sort of thing.  This sort of change comes slowly, and the Station Area Plan is the first step.

Mid-Week Links: The Right Kind of Parking

So people sometimes think I’m a geek; I bore them to death with talk about LOS and bike lanes and units per acre, but when so much can be done with just bike parking I can hardly shut up.  Marin, despite its cycling culture, has very little bicycle parking in its downtown cores.  Replacing one car space every other block with bike parking in downtown San Rafael, for example, would add 50 bicycle parking spaces for only 5 car spaces.  As well, putting the bikes where drivers need good sight lines would make the program even better.

The North Bay

SMART construction has officially begun!  For the moment it’s just survey teams and a sign, but the $103 million contract has sparked the first construction work of the project.  Construction will be from Santa Rosa’s Jenning’s Road station, added back in during contract negotiations and now relocated to Guerneville Road, to the Civic Center.  Meanwhile, RepealSMART is turning to paid signature-gatherers to qualify for what they claim is the qualifying target: 14,902. They’ve acknowledged they wouldn’t be able to meet either of the two higher proposed numbers: 30,000 or 39,000. (Press Democrat, IJ, Business Journal, Watch Sonoma County)

  • Tea party protesters interrupted a One Bay Area public planning meeting in Santa Rosa.  I hope Marin’s meeting will be more civil. (Press Democrat)
  • There is a problem with the Wincup development in Corte Madera.  Apparently the parking garage is going where a new freeway ramp – part of the Greenbae Interchange Project – is supposed to go, and TAM isn’t happy. (Pacific Sun)
  • Larkspur has a pedestrian bridge design. (Patch)
  • BioMarin is expanding to the San Rafael Corporate Center, lowering the city’s office vacancy rate from 40% to 12%. While office employees only support 4 square feet of retail, it is a chance to build more street life in eastern downtown. (Patch)
  • The Novato pot club has done what the Fairfax club could not: survive. Although neighbors and city and federal officials want to shut down the club, owners are soldiering on after winning an eviction suit from their landlord, who complained there was marijuana smoking on the premises. (IJ)
  • The driver of an Aston Martin caused a four-car crash on Highway 101 after losing control of his vehicle and clipping another driver’s car.  The highway closed for 30 minutes. (IJ)
  • Larkspur Landing could get parking fees on 160 of its “prime” parking spots for only $65 per month.  GGT is mulling the move to help close the Bridge District’s 5-year, $87 million deficit, although the program would only amount to $625,000 over that time frame. (IJ)
  • A cyclist severely injured himself on Alexander Avenue on Wednesday when he lost control of his bike and crashed into a guardrail.  Sausalito wants to redesign Alexander Avenue to make it safer for the many cyclists who use it to get to and from the Golden Gate Bridge. (IJ)
  • Terrapin Crossroads lives, and it’s heading to the Canal to take over the site of Seafood Peddler. The approval process is expected to be handled administratively, as Seafood Peddler already had most of the appropriate permits. (Pacific Sun, IJ)
  • Design and zoning issues could become a political issue in San Anselmo now that Councilman Jeff Kroot is involved in a spat with a neighbor over a planned expansion of Kroot’s home. (IJ)
  • High-occupancy toll (HOT) lanes are not financially viable on Highway 101 through Marin, according to a TAM study, without upping the carpool requirement to 3 passengers. It’s just as well, as HOT lanes would cripple any casual carpooling initiative in the county. (IJ, The Greater Marin)
  • Healdsburg wants to fix an old bridge for $12 million, but don’t have the money to do it.  Federal officials are skeptical of the plan and appear to prefer replacing the bridge for $25 million. (Press-Democrat)

Mid-Week Links: Onward and Upward

Dipsea to Tourist Club

The Dipsea Stairs

It has been an extremely busy weekend apparently, with retrospectives, bond sales, HSR criticisms, new laws, and more.

Marin County

  • Mill Valley’s alleys and stairs, pedestrian shortcuts up and down the hills that cars can’t manage, are one of the signatures of the town. Photographer Skip Sandberg has taken it upon himself to document them all. (IJ)
  • Golden Gate Transit is now 40 years old.  Born out of a transit victory in 1969 that stopped a second deck on the Golden Gate Bridge, GGT – despite its many faults – has proven itself invaluable to the North Bay time and again. (IJ)
  • SMART has jurisdiction over the Measure Q repeal effort, according to the Sonoma County Registrar of Voters. This bodes ill for RepealSMART, as they have called the signature threshold SMART wants unobtainable. (IJ)
  • The monthly federal tax exemption for transit decreased on January 1 from $230 to $125 – roughly half the cost of a Marin-SF commute – thanks to Republican obfuscation in Congress. The exemption for parking increases from $230 to $240.  (SF Examiner)
  • Sausalito wants to redesign Alexander Avenue to be more bike-friendly, widening shoulders and potentially adding a tunnel.  Public comment on the plans are open until January 27. (IJ)
  • Mill Valley wants to update their 1989 General Plan in just 18 months. They met last night and will meet again on January 17 to discuss the scope of work. (Patch)
  • A driver struck a teenager in Petaluma just after New Year’s.  The boy suffered major injuries but is in stable condition. (Patch)
  • Richardson Bay’s Aramburu Island will be transformed into a nature preserve 50 years after the development that spawned it fizzled in the early 1960s. (SF Chronicle)
  • Marin’s plastic bag ban and paper bag fee are now in effect.  If changes from Washington, DC’s similar bag fee are any indication, Marin’s fee will work wonders on peoples’ habits. (IJ)

The Bay Area

  • The Sustainable Communities Strategy, branded as One Bay Area, will mean major changes for the region as regional agencies try to limit greenhouse gas emissions. ABAG and MTC are planning a tour to explain the state-mandated plan as its development gets under way. They’ll be at the Marin Civic Center on January 17. (Mercury News)
  • San Francisco now allows storefronts facing the street to build “parklets”, extensions of the sidewalk that use up at least two parking spaces, and they’re popping up everywhere. (SF Chronicle)

State of California

  • Most of California’s redevelopment agencies will likely be shut down after losing their court fight against Governor Jerry Brown’s austerity budget, although cities promise there will be more litigation. The agencies captured property taxes to fund themselves, which the Governor said was a drain on local and state budgets. (LA Times, Pacific Sun)
  • LA will soon follow San Francisco’s example and install a downtown performance parking system. While performance parking seems to be the future, it may be wise to understand parking’s past. (Los Angeles Magazine)
  • California communities can now round down their streets’ calculated speed limits, rather than being forced to round up. (Land Line)
  • CAHSR should not be funded just yet, according to a review group with heavy clout in the state Legislature.  Governor Brown may push forward anyway. (LA Times, SF Chronicle)

The Greater Marin

  • Ottawa, Ontario, is planning out the areas around its light-rail stations stations.  The city – as big and diverse as a county – specifically wants to upzone in choice areas, and doing so is just as complicated as one might think. (Ottawa Citizen)
  • Vancouver, BC, is building new micro-apartments in a trendy neighborhood and renting them for $850 a month, showing the folly of the unit-per-acre density limits ubiquitous in Marin. (Grist)
  • Don’t abandon the public process so easily – project outcomes are positively correlated with participation.  I’m looking at you, SMART. (Next American City)
  • A whole mess of new transit projects start construction starts up this year across North America.  It’s a good thing. (Transport Politic)

Unsuck Golden Gate Transit

Some effective branding at the Hub, telling the world of GGT’s competence, class, and lack of a laminator.

For those of you that don’t know, I’m a Marinite that lives in Washington, DC, so commuting by GGT isn’t exactly normal for me.  (If you’re wondering why I blog on Marin issues while living across the country, my FAQ has a bit more detail.)  But, I’m home in Marin for the next two weeks for Christmas, giving me a golden opportunity to try the GGT.  I’ve written about maximizing our bus system before, but there’s nothing quite like on-the-ground experience.  My few days have been eye-opening.

There were a number of general problems with GGT that I noticed immediately.  As one that lives on transit – I don’t own a car – proper wayfinding, signage, and branding is really important to me.  For the same reason some people want nice cars, I want nice transit that’s clean, efficient, pleasing to look at, and a pleasing experience to wait for.  What I got instead was this:

  • Poor signage.  The transit pylons are ugly, not weatherproof, and the signage typically consists of timetables printed on office paper, which melts when the rain gets inside and turns brown when in the sun too long.  There are often no route maps, no system maps, and no regional maps.  There were system maps at the San Rafael Transit Center and the Lucas Valley Bus Pad, but GGT had printed them so small I almost needed a magnifying glass to see where routes stopped.  As well, there were no timetables for routes that didn’t come to that stop, forcing me to check on when the various exceptions to routing occur and leaving me in the dark as to whether I could switch to that service.
  • Poor shelter.  I boarded GGT at Polk & McAllister, which is the last primary stop for the service in San Francisco, but here is no shelter and no bench.  Despite its prominent position in timetables and relatively high volume of traffic, GGT treats the stop like an afterthought.  All they gave us was a pylon on the sidewalk with water-damaged route numbers and timetables.
  • Poor lighting.  I stopped by the Transit Center Saturday night and found the advertising far superior and better lit than the cheapo signage.
  • Lack of next bus departures.  Although I had brought with me a departure timetable, I had no way of getting this information otherwise, nor did I know if the bus had been early and I had missed it.
  • Lack of next stop information.  Despite long distances between stops and long headways, GGT chooses not to have its buses display which stop is next.  Given that the technology that enables this is the same technology that enables next bus departure information, this should be a top technology priority for the system.
  • Slow boarding and exiting.  The back doors of some GGT buses are almost vestigial, as they are not for boarding – despite the presence of Clipper readers – and they have signs imploring customers not to exit via them.  This means all boarding and exiting must occur at the front, forcing boarding passengers to wait for exiting ones to exit and forcing Clipper owners to wait while other passengers fumble for proper change.  Frustratingly, the buses that do allow rear exiting don’t have Clipper readers, so Clipper users still need to exit the front to tag out.

An old regional transit diagram from MTC, conspicuously absent from GGT’s stops.

Why is it like this?  GGT sells a valuable commodity – mobility – but it treats its customers like a burden.  The cheap and ugly signage screams to customers that the service is similarly cheap and ugly.  The lack of shelter tells customers they aren’t wanted.  The poor lighting says GGT doesn’t even care about what signage is there.  The incredibly inefficient boarding and exiting tells me that they either prioritize the needs of the bus driver over those of the passenger or that they bought the wrong buses.

Many bus stops have shelters, but some of the major ones don’t.  There is money to buy shelters, but the distribution seems haphazard.  The same goes for lighting – properly lighting one’s signs and shelters goes a long way to ensuring the experience is pleasant for the passengers.

Real-time arrival (next bus) kiosks are inexplicably absent.  Although GGT equipped its buses with GPS to enable accurate Clipper Card payments and with WiFi internet, two major parts of a next bus system, the back-end infrastructure to enable next bus information is not in place.  GGT makes up for this by being highly punctual, which could, in theory, enable next bus displays to count down to the next scheduled departures instead.  MTC uses just such a display using GGT information in its style guide examples, but the district ignores what MTC developed and I saw no next bus kiosks anywhere except MUNI and BART.

The most advanced and useful piece of technology used is the booklet available on every bus, complete with route information and system maps.  While better than nothing, the maps don’t include a regional transit map or even a list of other transit services, rendering them less useful than they might otherwise be.  In addition, the schedules are inconsistent as to which stops are listed.  For example, the Lucas Valley Road bus pad is listed in some routes (the 49) but not others (the 70, 71, 80, and 101), leading the inexperienced passenger to believe those other routes bypass the pad when that’s not the case.  GGT should choose which stops appear in the schedules and list them consistently.

This is made all the more frustrating because it doesn’t need to be this way.  MTC has a signage design document (PDF) that includes the Transit Center in its examples, so something better already exists on the MTC servers.  GGT need only spend a little money to have it installed, which would be part of the MTC Hub Signage project.  Other information, such as route numbers and timetables, could at least be laminated to prevent destruction by water and sunshine; using translucent plastic tiles would be even better.  Installing monitors to count down the next arrivals and departures would enable passengers to wait in peace rather than in trepidation.  Allowing Clipper Card holders to enter through the back door would encourage adoption of the card, and allowing passengers to exit through the back to speed boarding and offloading.

GGT isn’t trying.  Although it is the only possibility for good access to Marin, although it is the only way for carless San Franciscans to find Marin and although it is the cheapest way for Marinites to move around the Bay Area, GGT seems to deliberately ignore or overlook simple solutions, many of which MTC has already developed.  Indeed, some of the recommendations here were made five years ago by MTC itself (PDF).  The return on investment could be huge, but for some reason the Board relies on cheap half-measures and ignores the effects on its image.  Marin and Sonoma are incredibly wealthy counties, lands of the Cadillac, but their transit service sells itself as a Gremlin.  The North Bay deserves better.