a safe and effective transportation system

Many organizations and individuals are deciding to oppose the transportation sales tax measure being proposed for the November 2022 ballot in Sacramento County. The reasons for opposition are many, but previous posts here (Measure 2022) cover significant ones. If the measure does not qualify for the ballot, or does qualify and fails, what then are we to do for transportation? Below are some ideas for a safe and effective transportation system. They are not yet well organized or prioritized.

I acknowledge the contribution of Walkable City Rules by Jeff Speck to this list. If you haven’t read it, please do. I don’t agree with everything he says, but it is the best prescription for correcting our transportation system and healing our cities that I know of. See also Measure 2022: the path not taken.

The realities of climate change and social justice demand a radical redesign of our existing transportation system and radical shift in transportation policies and investments. More of the same, with slight improvements, as the sales tax measure suggests, will not serve our needs now or in the future. See also our racist and classist transportation system.

General

  • all projects must contribute to or be neutral in reaching regional (SACOG) and state goals for reducing VMT and GHG (vehicle miles traveled, greenhouse gas emissions)
  • travel modes will be prioritized as: 1) active transportation (walking and bicycling), 2) transit, and 3) motor vehicles

Equity

  • sales taxes are regressive, and will not be the default mechanism for funding transportation projects
  • travel needs of people who don’t or can’t drive (children, elderly, disabled, choice) will receive at least the same concern and investment as those who do drive
  • at least 60% of transportation investments must serve formerly underinvested communities
  • transportation projects will be selected and designed to meet community needs previously expressed through community engagement; projects will not be selected by transportation agencies or employees
  • anti-displacement measures will be included in all transportation projects
  • no investments will be made in transitioning motor vehicles from fossil fuels to electric or hydrogen, except where formerly underinvested communities need supporting infrastructure; transitioning vehicles away from fossil fuels merely maintains motor vehicle dominance of our transportation system
  • all projects over $10M will require a health impact analysis
  • agencies will educate the public about H+T (housing and transportation) costs as a measure of housing affordability

Policies

  • roadways will be maintained in a state of good repair to serve all travel modes
  • transportation planning will be integrated with land use planning
  • only agencies that acknowledge and plan around induced travel demand will receive transportation funding
  • all transportation agencies must implement a robust complete streets policy which includes frequent, safe crossings of roadways and speed reductions
  • congestion pricing will be considered as a solution in all dense urban areas, to reduce motor vehicle travel and to fund transportation projects; pricing will be based at least in part on vehicle weight, value or emissions
  • cities and counties will not accept responsibility for maintaining local roadways in new developments; therefore, new development must establish reserve accounts to cover ongoing maintenance

Vision Zero

  • all transportation agencies must establish and implement Vision Zero policies in which redesign of roadways is a preferred action
  • at least 25% of transportation funds must be spent on Vision Zero projects
  • all roadway fatalities will be analyzed using a safe systems approach, with required change to the roadway design or use to prevent future fatalities

Roadway Design

  • implement 10-foot or less travel lanes whenever a roadway is repaved; remove striping from local streets
  • all new developments will require a grid street system of one-eighth mile so that the need for arterials and collectors is reduced
  • consider all right-turn-only and left-turn-only lanes for elimination
  • eliminate slip lanes everywhere
  • require signal cycles to be 90 seconds or less
  • eliminate level-of-service (LOS) in transportation planning
  • conversions of one-way streets to two-way streets will be funded; one-way one-lane streets will be considered an acceptable design for local streets and central cities
  • overly wide roadways will be reduced, with unneeded right-of-way returned to adjacent property owners or sold for infill housing
  • rougher pavements such as brick will be considered whenever slower traffic speeds are desired (but crosswalks will be smoother than the pavement)

Traffic Enforcement

  • wherever possible, automated enforcement will be used to enforce vehicle code that protects vulnerable users, rather than direct enforcement by law enforcement officers
  • violations which to do not threaten the safety of other roadway users will be de-prioritized or removed, with reduced fees if maintained
  • temporary or permanent vehicle confiscation will be used for egregious violators of vehicle codes
  • cities and county shall have the authority to do city-wide and county-wide reductions of posted speed limits, with or without corresponding changes to roadway design; redesign is of course preferred

Parking

  • all on-street motor vehicle parking in urban areas will be charged, either through curb metering or though flat fees
  • parking fees will be used to:
    • cover the cost of providing on-street parking construction and maintenance, and parking enforcement
    • improve transportation and economic vitality within the neighborhood that generates them, and therefore will not go into the general fund
  • parking minimums will be eliminated
  • de-couple parking from rent so that car-free renters are not subsidizing renters with cars
  • parking will be managed to maintain a level of availability on every block (similar to the Shoup 85% rule)
  • removal of on-street parking for higher uses such as active transportation, dining, and community spaces will be supported; however, removal of a travel lane rather than removal of parking is preferred
  • remove parking upstream of intersection corners to ensure visibility (daylighting); not needed when curb extensions provide the visibility
  • parking lanes/areas will be maintained to a reduced and less expensive level than roadways

Freeways

  • freeway removal, reduction, or decking will be considered for all freeways
  • new interchanges must be 100% paid for by private development
  • in urban areas, reconnect street networks over or under freeways at no less than one-half mile intervals, and provide pedestrian and bicyclist connections at no less than one-quarter mile intervals
  • managed lanes must be converted from general purpose lanes, not created through capacity expansion

Transit

  • transit performance measures will be developed, with a tentative goal that 80% of the population is served by 15 minute or better frequency bus or rail service, within one-half mile, for at least 15 hours per day on weekdays and 12 hours per day on weekends
  • transit will not be used as a mitigation for roadway expansion or induced motor vehicle travel; transit is a desirable mode in and of itself
  • transit will be funded to at least the equivalent of one-half cent of sales tax
  • dedicated bus lanes or bus rapid transit (BRT) design will be implemented on all high ridership bus routes
  • transit agencies will have flexibility to allocate funds between capital, maintenance, and operations, based on established criteria
  • metered freeway on-ramps serving four or more regular (non-commute) buses per hour will have bus bypass lanes

Sidewalks and Crosswalks

  • sidewalks will be considered an integral part of the transportation network, and therefore maintained by transportation agencies rather than property owners, except where trees or work on private property impacts the sidewalk; buffer strips in which trees are planted will be considered public responsibility
  • sidewalk infill will be considered a primary use of transportation funds, with at least 60% going to formerly underinvested neighborhoods
  • sidewalks with driveway ramps that slope the sidewalk crosswise will be replaced with continuous flat sidewalks, or the driveway eliminated
  • all traffic signals that have a pedestrian signal head will be programmed with a leading pedestrian interval (LPI) of at least 3 seconds
  • required pedestrian-activation will be eliminated (buttons to trigger audible information are acceptable); pedestrian auto-detection will be considered
  • raised crosswalks or raised intersections will be the default design for all reconstructed intersections
  • all crosswalks will be marked, with the possible exception of purely residential areas
  • pedestrian crossing prohibitions will be analyzed and eliminated where not strictly necessary for safety
  • curb extensions, the width of parking lanes and designed to not interfere with bicycling, will be installed whenever intersections are modified or reconstructed

Bicycle Facilities

  • bike facilities on any roadway with a posted speed limit over 30mph must be separated (protected) bikeways
  • bike facilities on any roadway with a posted speed limit over 40 mph must be separated from the roadway
  • roadway design will be used to make bicycle facilities unnecessary on low speed streets
  • design and implement low-stress bicycle networks
  • prioritize filling gaps in the bicycle network
  • re-stripe or re-design roadways so that bike lanes or separated bikeways are not dropped at intersections
  • bike share, and possibly scooter share, will be supported with transportation funds
  • secure, on-demand bicycle parking will be provided at common destinations; bicycle racks will be provided at common destinations and on every block in urbanized areas

Schools

  • school districts will have the authority to close roadways fronting the main entrance to a school, during arrival and dismissal times, in order to increase student safety and protection from air pollutants
  • Safe Routes to School programs or similar will be supported by transportation funds at the local level
  • school districts will be prohibited from building new schools at locations which are not easily accessible via active transportation or transit
  • school districts will prioritize neighborhood schools over magnet schools, in order to reduce travel
  • school districts will develop policies that allow neighborhood schools to remain open under declining enrollment
  • school districts will be responsible for the same transportation demand management requirements placed on any other entity

Thank you if you read all the way through. I realize some of these are radical ideas, but radical ideas make space for more reasonable ideas provided by others. That is part of the purpose of this blog.

Author: Dan Allison

Dan Allison is a Safe Routes to School Coordinator in the Sacramento area. Dan dances and backpacks, as much as possible.

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