This is a follow-on the the Stockton Blvd Corridor Study post. Trees Following the online virtual open house, I realized I could not picture the situation on some segments of Stockton. Though I’ve traveled Stockton many times, I had not in a while, so I went back. I had commented during the open house, as […]
The City of Sacramento is undertaking a Stockton Blvd Corridor Study, covering the section between Alhambra Blvd and 47th Ave / Elder Creek Rd, but focused on the two high injury segments around Broadway to 14th Ave and north of Lemon Hill Ave to south of 47th Ave / Elder Creek Rd. Map below. Tomorrow, […]
The Tower Bridge Bike Share Preview has been operating in Sacramento central city and part of West Sacramento for two months now. I have been using it from time to time, and have some experiences to share. These SoBi (Social Bicycles) bikes are a combination of hub bikes and park-anywhere bikes. If you return a […]
A recent post on Streetsblog, Brent Toderian: Don’t “Balance” Modes — Prioritize Walking, Biking, and Transit, is from a visit and keynote in Denver, but applies perfectly to Sacramento, and I encourage you to read and reflect. His main point is that those calling for balancing spending on all the modes really mean “lets just keep […]
The City of Sacramento is working on a Transportation Development Impact Fee (TDIF) for the entire city, and with somewhat different requirements for subareas including downtown, river district, and North Natomas. The Sacramento Bee clued me into the proposal with Sacramento asks developers to open wallets to keep city streets from clogging (SacBee 2016-12-08). My initial guess was that this is in response to the failure of Measure B, but this proposal has been worked on since at least August, so that is not the case. The city has a webpage on development impact fees, with two documents specifically about the transportation DIF. I have not had the time to delve into the details, nor do I have any expertise in this area, so these are my initial thoughts.
I earlier produced maps showing how SacRT routes related to population density and income (SacRT with income and population). I also wanted to present a map on employment or jobs – where people are going to on the transit system. It took much longer to track down that data, and I needed help from SACOG’s GIS staff. The employment data is from the Census Bureau’s Longitudinal Employment-Household Dynamics (LEHD). The data is normalized over area. The map is below, with the SacRT_employment pdf also available.
Another myth promulgated by people who support roads over transit is that transit has to be subsidized while motor vehicles pay their way. “Transit, particularly rail transit, is very expensive to build, operate, and maintain. While driving is pretty much self-supporting through user fees, transit must be heavily subsidized by taxpayers.” Roads for motor vehicles are […]
Two more maps for your viewing pleasure. The route frequency map classifies routes by their frequency of service, as 12, 15, 20, 30, or 60 minute frequency. Mostly, this means service from 6:00AM to 7:00PM, though it is shorter in a few cases and longer in several cases. Peak only routes are not shown at […]
Yet another map that may help with understanding the service changes (cuts) proposed by SacRT. I attended the SacRT board meeting last evening, where there was a presentation by staff on the service changes (agenda item 13), some public comment, and some questions from the board. The gist of the comments and questions seems to […]
Investigating the proposed SacRT service changes (cuts), I identified that routes serving low density areas are a problem. I developed the map below (pdf SacRT_pop-density) showing routes and population density, with low density areas shown in red. Two routes stand out as servicing primarily low density areas, which are unlikely to ever be productive in a ridership sense. In fact, one of the reasons SacRT struggles to provide efficient transit service is the low-density nature of the county. Though of course agricultural areas north and south of the urbanized area will be low density, there are also large areas of low-density suburb and exurb (sprawl) which will never be successful. Every greenfield development allowed by the county and cities just exacerbates this problem
The population data is from the American Community Survey (ACS) 2014 5-year estimate (S1903), selected by census tract and matched to census tract outlines provided by SACOG, showing residents per square mile. The routes are from the Google Transit Feed Specification (GTFS) provided by SacRT. All routes are shown, including commute hours, low frequency, moderate frequency, and high frequency routes, as well as routes operated by SacRT under contract with others. It would be more useful to identify and/or separate out different kinds of routes, but it takes a while to compile that data, and I’m not quite there yet.