As we review Governor Gavin Newsom’s budget proposal, it’s becoming clear that, once again, proposed expenditures are not in alignment with California’s climate goals. With the first balanced budget in three years, the governor is missing a massive opportunity to commit additional resources to vital housing and transportation programs that will reduce climate emissions.
Affordable housing and transportation are essential for Californians
Affordability was clearly a big theme in the 2024 election, and investments in housing and transportation are a fundamental part of the solution. On average, Californians spend 62% of their income on combined housing and transportation costs. The state has the power to increase transit service and double down on the production of affordable housing, but Governor Newsom’s budget fails to do so.
We need more funding for new affordable homes to combat the rising cost of housing and the increasing number of homeless residents. We’re intrigued by the creation of a new Department of Housing and Homelessness and will continue to track that closely, but we remain disappointed that the governor didn’t appropriate new funds for housing.
Californians also need affordable transportation options. In too many communities, people are trapped in their cars and forced into long commutes to reach workplaces. While it’s notable that, for the first time in three years, the governor didn’t try to pull money from the tiny Active Transportation Program, the transportation budget still puts too many dollars toward highway projects and not enough into public transit and biking and walking infrastructure.
Climate investments are critical
Voters approved a $10 billion climate bond in 2024, which will positively impact California’s ability to put state monies toward projects that mitigate climate change. However, the bond is a fraction of what’s needed to make our communities climate-resilient. Our climate budget must find funding beyond the bond to make those investments now. Instead, the budget pulls money from existing programs that were funded by the bond.
With the reauthorization of California’s Cap and Trade program on the table this year, Transform is focused on identifying additional funding for climate solutions. As recent climate disasters such as the LA fires show, we don’t have a moment to spare to reduce emissions.
https://transformca.org/wp-content/uploads/2025/01/homeless-RV-housing-scaled-e1736899313657.jpg6431920Zack Deutsch-Grosshttps://transformca.org/wp-content/uploads/2024/05/Company-Logo.pngZack Deutsch-Gross2025-01-14 16:09:272025-01-15 14:03:39Governor’s Proposed Budget Falls Short on Housing, Transportation, and Climate
If you’ve lived in the East Bay long enough to remember I-80 before Caltrans added lanes, you know that the congestion now is…about the same as it was before the new lanes. Only, now more cars and trucks inch along, producing more greenhouse gas emissions and deepening the climate crisis.
The failure of this particular highway widening to achieve its stated goal of relieving congestion is no surprise. Engineers have known for decades that wider roads lead to more driving — induced demand — that soon erases any gains from the additional capacity. But knowing and acting on that knowledge are two different things. New “congestion relief” projects on I-680 near Walnut Creek, US 101 along the Peninsula and Highway 37 in the North Bay will throw more money and resources into additional lanes, providing temporary congestion relief while worsening climate change and air pollution. So it’s worth taking a deeper dive into highway widening, the science behind induced demand, and effective solutions to traffic congestion.
Why doesn’t widening relieve congestion?
Induced demand is the concept that if you build more road capacity, more people will drive until congestion reaches the same levels as before you widened the roadway. UCLA postdoc Amy Lee, in a recent interview with Yale Climate Connections, said her research shows that what she calls “induced travel” brings congestion back to pre-widening levels in five to 10 years.
Several factors lead to induced demand. With less congestion initially after a highway is widened, existing drivers make more frequent trips and travel at peak hours when congestion is the worst. Additionally, people who would have traveled by other modes, such as walking, biking, or public transit, shift to driving. A wider highway could encourage developers to build more housing or businesses to locate jobs in far-flung suburbs because the commute appears short enough. And studies show that wider highways don’t shift traffic from other roads; they lead to more driving overall.
So induced demand leads to more driving and more vehicle miles traveled (VMT), which slowly ratchets congestion back up, at which point the solution is to…add even more lanes?
Highway widening to reduce congestion seems logical on its face. If 1,000 cars an hour want to move through a section of roadway that can only handle 500 cars per hour, the extra traffic will cause backups that slow everyone down. If you widen the highway so it has a capacity of 1,000 cars an hour, traffic flows freely, and the problem is solved.
Then drivers see traffic flowing freely, and some who previously avoided the congested section decide to drive on it. Before long, the traffic exceeds the capacity of the highway. Versions of this scenario have been repeated multiple times throughout the United States since the advent of driving.
We can push our bloated highways to their maximum width, funneling more people into single-occupant vehicles and worsening the climate catastrophe California has committed to ameliorate. Or we can accept that highway widening isn’t a truly viable solution for traffic congestion. Instead of waiting until we’ve paved every possible square foot of land, we could look in a different direction now.
Solving for climate and congestion
The solution to our congested roadways is twofold: internalize the true cost of driving and provide better alternatives. The all-lane tolling and road user charge options currently being studied by the Metropolitan Transportation Commission (MTC) and piloted at the California Transportation Commission would make driving more expensive in a way that drivers will feel directly, as opposed to the costs of gas, insurance, maintenance, and parking, which people often discount when they’re calculating the economics of their commutes. Any revenue generated from pricing could be reinvested in driving alternatives and discount programs that lessen the burden for lower-income people who still need to drive.
Offering viable alternatives to driving also relieves congestion. Riding a BART train through the tunnel under the bay is faster than driving across the bridge, and passengers don’t have to pay for parking at their destinations. For transit to be an appealing option, however, it needs to be frequent and reliable. When trains or buses come every few minutes, people know they can show up at the station or stop and hop on. If there are long gaps between trips, taking the bus could add significant travel time, making driving more appealing. People — especially vulnerable passengers such as women, people of color, and seniors — also need to feel safe taking transit. Reliable, frequent buses and trains contribute to safety.
Instead of planning for new highway widening projects that take years to design and build, cost millions of dollars, and don’t solve congestion, California should be focusing on providing better transit, walking, and biking options for all.
A longer-term solution that’s equally critical is to reverse the sprawl that highway widening facilitates and build affordable, dense infill housing near transit, jobs, schools, and community amenities. Rather than forcing low-income residents farther and farther to the edges of the Bay Area, infill development reduces commute times and saves money. BART is moving forward with transit-oriented developments on top of several stations in the East Bay. The regional housing bond measure Transform championed in 2024 would allow many shovel-ready affordable housing projects to break ground; it was pulled from the November ballot, but we hope it comes to voters soon.
Building more compact neighborhoods and cities is a long-term project but a necessary one. Housing policy can have as big an impact on climate as transportation. Combined with fees or tolls to reduce VMT and enhanced public transit, these solutions will create healthier, more appealing neighborhoods instead of inhospitable cement wastelands of ever-widening highways.
https://transformca.org/wp-content/uploads/2024/12/urban-highways-scaled.jpeg10801920Zack Deutsch-Grosshttps://transformca.org/wp-content/uploads/2024/05/Company-Logo.pngZack Deutsch-Gross2024-12-19 14:31:532024-12-19 14:31:54The Illogic Behind the Drive to Widen Highways
Most people have been focused on the results of last week’s presidential election, so it can be easy to miss the results of state and local ballot measures that could be consequential. Transform endorsed several state and local measures that will move forward our agenda for transit and housing equity and climate resilience. It wasn’t all good news, especially at the state level, but there is still a lot to celebrate.
California proposition results: some hope in an atmosphere of anxiety
California showed the complexity of its political landscape in the results for propositions on the November ballot. Voters added the right to same-sex marriage to the state constitution but supported a punitive anti-crime measure and refused to outlaw forced labor in prisons. The measures Transform supported at the state level faced the same fate, with a mix of positive and disappointing results.
A win for climate
Proposition 4, a $10 billion bond to fund climate change mitigation projects, passed with 58.9% support. This measure is a fraction of the amount California needs to spend on making our communities more climate-resilient, but it shows that Californians understand the seriousness of climate change and are willing to invest in mitigation measures.
We see this vote as an affirmation of our mission to ensure underserved communities can live healthy lives, free from fear of climate catastrophe.
Additionally, Proposition 33 failed and the related Proposition 34 passed. Both Prop 33 and Prop 34 received a lot of media attention and heavy advertising, causing confusion among voters and highlighting the influence of special interest groups.
Prop 33 would have repealed the restrictive and outdated Costa-Hawkins Act and allowed California cities and towns to determine the best local rent control regulations. With the failure of Prop 33, communities are still hamstrung in their efforts to protect existing affordable housing stock by the restrictive state law, which prevents rent control on homes built after 1995, condos, and single-family homes.
Proposition 34, which restricted spending of a single charity, AIDS Healthcare Foundation, narrowly passed. Transform opposed this bill as it was written by special interest groups trying to limit the housing related advocacy efforts of the AIDS Healthcare Foundation.
California voters are usually more savvy, rejecting efforts by special interest groups to sway their vote, but in 2024, the message appears to have landed.
Local ballot measures include landmark victories
Transform supported local ballot measures relating to transit, housing, active transportation, and open space in several Bay Area communities. Voters concurred with Transform’s endorsements on local ballot measures everywhere except the North Bay, where all but one of the measures we endorsed went the opposite way.
San Francisco ballot measures
San Francisco voters supported community amenities, safety, car-free spaces, and transit.
Prop B: Transform supported this bond measure to fund community health centers, shelter beds, and street and sidewalk safety. It needed a two-thirds majority to pass, and it made that with a comfortable margin.
Prop G: Transform supported this affordable housing funding measure, which passed with more than 55% voting yes.
Prop K: Transform supported this ballot measure to permanently turn a stretch of the Great Highway near Ocean Beach into a car-free bicycle and pedestrian path. It has passed by an 8% margin, showing strong support for more car-free spaces.
Prop L: Transform endorsed this funding measure to tax ride-hail operators and use the money to fund the city’s Muni public transit system, which is struggling to preserve services amid a funding crisis. The measure passed by more than 13%, showing significant support for transit funding. However, because Prop M gained a larger percentage of votes, Prop L will not be implemented. Prop M is set to overhaul how business taxes are implemented and, therefore, negates Prop L’s proposed new tax structure.
East Bay ballot measures
East Bay voters supported funding for active transportation infrastructure and stronger tenant protections.
Albany
Measure C: Transform supported this local measure to levy a tax to provide funding for sidewalk and path improvements. It passed with almost 70% of the vote.
Berkeley
Measures BB and CC: Transform supported BB to expand tenant protections and opposed CC to limit tenants’ rights. If both measures had passed, the one with the most votes would have gone into effect. However, voters decisively rejected Measure CC, and Measure BB is ahead in the vote count and appears headed for victory.
Measures EE and FF: These two competing measures to fund safe streets would also implement the one with the most votes if both passed. Transform supported the stronger measure, FF, and opposed EE. Voters agreed, passing FF and voting down EE.
Measure W: Transform supported this parcel tax to fund homeless services, and so did Berkeley voters.
South Bay ballot measures
East Palo Alto Measure JJ: Transform supported this measure to fund rental assistance and affordable housing preservation. Voters supported it overwhelmingly, with more than 76% in favor.
North Bay ballot measures
The North Bay followed a statewide trend opposing tenant protections but supported a measure limiting sprawl.
Fairfax
Measure I: A strong majority supported this measure to repeal existing eviction and rent stabilization laws. Transform opposed this measure.
Measure J: Transform supported this bond measure for infrastructure improvements such as crosswalks and protected bike lanes. If approved, it would have allowed Fairfax to qualify for millions of dollars in federal grants, but it needed a two-thirds majority to pass and got less than 50% support.
Larkspur
Measure K: Transform supported this grassroots initiative to bring rent control to Larkspur, but voters rejected it by a large majority.
Petaluma
Measure Y: Petaluma residents supported this measure, which Transform endorsed, to reduce sprawl and preserve farmland with an urban growth boundary.
San Anselmo
Measures N and O: Transform supported two measures to bring rent control to San Anselmo and affirm existing tenant protections in the city. However, voters rejected both measures by wide margins.
Climate crisis mitigation, affordable housing, public transportation, and racial equity are all on the November 2024 ballot. Below, we offer Transform’s positions on relevant propositions and measures that move our mission forward and help move the needle on these crucial, urgent issues. This guide includes statewide measures and local ballot initiatives in each region of the Bay Area.
As a 501(c)3, Transform can take positions on ballot measures but cannot endorse candidates. We worked with the Transbay Coalition and other allies to gather candidate questionnaires on sustainable transportation. You can find links to the questionnaires here.
Short list of Transform positions on ballot propositions
Statewide
Yes on Prop 4
Yes on Prop 5
Yes on Prop 33
No on Prop 34
Local
SAN FRANCISCO Yes on Prop B Yes on Prop G Yes on Prop K Yes on Prop L
SOUTH BAY Yes on East Palo Alto Measure JJ Yes on San Mateo City Measure T
EAST BAY Yes on Albany Measure C Yes on Berkeley Measure BB No on Berkeley Measure CC No on Berkeley Measure EE Yes on Berkeley Measure FF Yes on Berkeley Measure W
NORTH BAY No on Fairfax Measure I Yes on Fairfax Measure J Yes on Larkspur Measure K Yes on Petaluma Measure Y Yes on San Anselmo Measure N Yes on San Anselmo Measure O
Detailed breakdown of Transform’s ballot measure positions
STATEWIDE
Yes on Prop 4: $10 billion for climate crisis mitigation
Transform officially endorsed the Yes on Prop 4 Campaign early on. Prop 4 will make urgent investments in proven solutions for mitigating the deadly and destructive impact of the climate crisis. Without clean air and drinking water, people can not walk, bike, and roll safely. Vote yes on Prop 4. Supported by the California Green New Deal Coalition.
Yes on Prop 5: Lower the approval threshold needed for funding affordable housing and public infrastructure
Transform officially endorsed the Yes on Prop 5 Campaign early on as well. Prop 5 will lower the voter approval threshold from 66% to 55% on housing and public infrastructure bonds. We urgently need to lower the systemic barriers to building new affordable housing and safer street infrastructure and this bond achieves that goal. Supported by Urban Habitat, Bike East Bay, East Bay Housing Organizations, and the California Green New Deal Coalition, among others. Vote yes on Prop 5, and please tell your friends to vote yes as well — this measure is crucial to allowing California communities to build a brighter future.
Yes on Prop 33: Remove limits on cities’ ability to adjust rent control regulations
Voting Yes on Prop 33 repeals the Costa-Hawkins Rental Housing Act of 1995. The Act currently prohibits municipalities’ ability to adjust rent control policies such as imposing rent control on new developments built after 1995. Prop 33 will also prohibit the state from passing future restrictions. The proposition does not impose any rent control provision but merely frees local jurisdictions to enact renter protections that work in their communities. While rent control alone is not the ultimate panacea for our region’s housing crisis, it is an important tool that has improved the material conditions of the most vulnerable communities by protecting them from displacement. Supported by East Bay Housing Organizations and the California Green New Deal Coalition
No on Prop 34: Restrict how the AIDS Healthcare Foundation can spend funds
This proposition targets a single entity: the AIDS Healthcare Foundation (AHF). The organization has taken strong positions on tenant protections, earning the ire of the real estate industry. The requirements in this measure that nonprofit healthcare providers spend more on patient care might seem reasonable, but the qualifications written into the measure would apply to only one organization: AHF. It’s an attempt to stop AHF’s housing advocacy, and whether or not you agree with the organization’s positions, it’s a misuse of the proposition system that should not be rewarded with support. Opposed by East Bay Housing Organizations and the California Green New Deal Coalition. Vote No on Prop 34.
SAN FRANCISCO
Yes on Prop B:Funding for safer streets and shelter
This bond measure would provide funding for public amenities, including community health centers, street and sidewalk safety, and more shelter or interim housing space. Supported by the San Francisco Bicycle Coalition because of the funding for infrastructure improvements. Vote yes on Prop B.
Yes on Prop G: City funding to keep rental units affordable
This would amend San Francisco’s charter and require the city to make annual contributions to an Affordable Housing Opportunity Fund for Seniors, Families, and Persons with Disabilities. The city already provides supplemental payments to landlords to create affordable housing units. We urgently need more, and this dedicated funding will help ensure San Francisco maintains affordable rentals. Vote yes on Prop G.
Yes on Prop K: Convert Upper Great Highway from a road into a park for people
Prop K will create a permanent car-free space on the Upper Great Highway by Ocean Beach, allowing a safer and more joyful experience for people enjoying San Francisco’s shoreline. Advocates have fought hard for this critical amenity since a COVID-era closure was rescinded. Supported by the San Francisco Bicycle Coalition. Vote yes on Prop K.
Yes on Prop L: Tax ride-hail and autonomous vehicle businesses to fund crucial transit operations
SFMTA is facing an existential crisis due to a lack of funding. Prop L would contribute an estimated $25 million to critical transit operations, preserving Muni services and allowing people with disabilities, low-income families, and older adults to continue to travel around the region. Supported by Urban Habitat and the San Francisco Bicycle Coalition. Vote yes on L.
EAST BAY:
Yes on Albany Measure C: Approve tax funding for sidewalks and pathways
More funding is urgently needed that is specifically dedicated to safer street infrastructure. Supported by Bike East Bay. Vote yes on Measure C.
Yes on Berkeley Measure BB: Fund housing retention programs and expand tenant protections
This measure, supported by Berkeley renters and the city’s Rent Control Board, strengthens renter protections and lowers the cap on rent increases. Urban Habitat joins us in supporting a yes vote on Measure BB.
No on Berkeley Measure CC: Limit and change tenant protections
The mirror image of Measure BB, CC raises the cap on rent increases slightly and limits the power of Berkeley’s Rent Control Board. Urban Habitat urges a no vote on Measure CC and so do we.
*If both Berkeley Measures BB and CC pass, the measure with the most votes will win.
No on Berkeley Measure EE: Competing with Measure FF with less funding, no guarantees for safer street infrastructure
Measure EE is in direct contention with Measure FF. Transform encourages you to vote no on Measure EE as it does not include a guaranteed dedicated revenue for safer street infrastructure and would also bring in less funding than Measure FF. We need to push for maximum funding for safe streets, not settle for potential scraps that are subject to political will. Bike East Bay opposes this measure. Vote no on Measure EE.
Yes on Berkeley Measure FF: Parcel tax to fund safer streets for all
Measure FF is a proposed Berkeley parcel tax of 17¢ per lot square foot residential and 25¢ commercial that will fund paving activities across the city and require bike/walk plan implementation to ensure that smoother streets don’t just lead to more speeding. Bike East Bay supports this measure. Vote yes on Measure FF.
*If both Berkeley Measures EE and FF pass, the measure with the most votes will win.
Yes on Berkeley Measure W: Parcel taxes to support homeless services
In 2018, Berkeley voters adopted Measure P, which raised the transfer tax on properties sold for over $1.5 million, with the revenue going to support homeless services. Measure W changes the formula. The tax increase, from 1.5% to 2.5% starts at $1.6 million and the rate increases progressively for higher-dollar real estate transactions. Supported by East Bay Housing Organizations. Vote yes on Measure W.
SOUTH BAY:
Yes on East Palo Alto Measure JJ:
This measure would divert revenue collected from an existing 2.5% tax on gross receipts from a general fund to instead go towards rental assistance for tenants and other types of housing assistance such as affordable home ownership, affordable housing preservation, protecting residents from displacement or homelessness, and administrative expenses. The San Mateo Anti-Displacement Coalition and Urban Habitat support this measure. Vote Yes on Measure JJ.
Yes on San Mateo City Measure T: Allow San Mateo to build more housing by Caltrain and along key corridors like El Camino Real
A great opportunity to rebuke outdated zoning and build more housing near transit, a key strategy to curbing intersectional climate and housing crises.
NORTH BAY:
No on Fairfax Measure I:
This measure would repeal Fairfax’s current Just Cause Eviction Ordinance and Rent Stabilization Ordinance passed in 2022 and replace it with the state standards put forth in the Contra-Hawkins Rental Housing Act. Opposition includes Canal Alliance, Public Advocates, Urban Habitat, and Tenants Together. Vote no on Measure I.
Yes on Fairfax Measure J:
This measure would allow for investment in safer street infrastructure, with dedicated investment in protected bike lanes and safer crosswalks by schools. This funding would also unlock millions in additional federal grant support needed to continue to design and build safer streets for all roadway users. Supported by Public Advocates. Vote yes on Measure J.
Yes on Larkspur Measure K: Establish rent control in Larkspur
Grassroots organizing brought this measure to the ballot. It will cap rent increases at 3%, or 60% of inflation — whichever is lower — and establishes other tenant rights. Supported by Urban Habitat and Public Advocates. Vote yes on Measure K.
Yes on Petaluma Measure Y: Extend Petaluma’s urban growth boundary
This measure preserves farmland and encourages the kind of dense, infill development the North Bay needs to combat climate change. Sprawl is a major driver of climate-killing emissions; vote yes on Measure Y.
Yes on San Anselmo Measure N: Establish rent control in San Anselmo
This measure caps rent increases for buildings with three units or more at 60% of inflation or 5%, whichever is less. Supported by Urban Habitat and Public Advocates. Vote yes on Measure N.
Yes on San Anselmo Measure O: Affirm tenant protection in San Anselmo
This ballot measure confirms tenant protections already in place, such as compensation for evictions without just cause and rent control. Vote yes on Measure N to protect sensible tenant protections. Supported by Urban Habitat and Public Advocates.
Please share this guide with your network, and don’t forget to vote by Tuesday, November 5th!
Pictured above: Monica Garrison from Black Girls Do Bike with Transform’s Abibat Rahman-Davies.
From September 11-15, I attended the 53rd Congressional Black Caucus Foundation (CBCF) Annual Legislative Conference. The conference “is the leading public policy convening focused on issues impacting African Americans and the global Black community… and is a unique platform where thought leaders, legislators, influencers, and concerned citizens converge to discuss and address critical issues, forge partnerships, and promote the political, economic, and social advancement of Black communities.”
From vision to victory
This year’s conference theme was “From Vision to Victory,” and many speakers focused on how we can go from conversation to action. The conference offered many different panels, workshops, and events on a variety of topics. I attended several types of policy workshops, including transportation, music, our judiciary system, and energy.
Some of the workshops I attended included the CBCF Transportation Braintrust led by Rep. Andre Carson of Indiana, a member of the House Committee on Transportation and Infrastructure. Transportation Secretary Pete Buttigieg made special opening remarks.
Abibat Rahman-Davies and Rep. Hank JohnsonAbi at CBC Foundation Conference
Equitable, sustainable transportation
One of my favorite panels was “Mobilizing Equity: Advancing Sustainable Transportation in Black Communities,” led by the Congressional Black Caucus Foundation. The session included active transportation advocates such as Monica Garrison from Black Girls Do Bike, Shana Baker, Deputy Administrator of the Federal Highway Administration, and Professor Celeste Chavis, Chair and Professor of Transportation & Urban Infrastructure Studies at Morgan State University.
I absorbed and learned a lot. Both transportation panels shared a lot of the same themes, centered around community, equity, and climate change. Some of the most impactful statements I heard included:
Community trust is important and meaningful, and public involvement and engagement is critical to that.
Having community is what builds community.
We need to focus on all people who use transportation, not just 9-5 commuters.
Climate change and transportation policy are not separate. If we want to solve our climate crisis, we must focus on transportation.
We need to put the “e” (equity) in transportation, and that equity must be more than just a word we are using.
Aligning with Transform’s mission
While I was heartened to see these values being shared at the federal level, I was even more heartened to know that all of these themes and statements are things that Transform is already implementing and has been working on since our inception. It’s another demonstration of how Transform is truly ahead of the game and a leader when it comes to climate, transportation, and equity.
Lastly, I got to visit the office of Congressman Hank Johnson of Georgia. That was one of my old stomping grounds when I worked in D.C. As a member of the House Committee on Transportation and Infrastructure in his office, I got to work on transportation-related bills such as the Stronger Communities Through Better Transit Act, which would help fund transit.
https://transformca.org/wp-content/uploads/2024/10/PXL_20240912_190539316-scaled-e1729530217729.jpg9821500Abibat Rahman-Davieshttps://transformca.org/wp-content/uploads/2024/05/Company-Logo.pngAbibat Rahman-Davies2024-10-15 15:44:542024-10-15 16:06:52Congressional Black Caucus Foundation Conference Puts Emphasis on Vision
On September 24, 2024, Transform Transportation Policy Advocate Abibat Rahman-Davies was part of a panel on gendered perspectives on transportation advocacy and activism. The panel was part of a series hosted by the Transbay Coalition in honor of Transit Month and was moderated by Thea Selby, Co-founder of the San Francisco Transit Riders and Voices for Public Transportation. The other panelists were Lian Chang, a proponent of Prop L: Fund the Bus who has previously supported transit lanes through Faster Safer Geary, and Haleema Bharoocha (MPP), who helped lead Phase One of BART’s “Not One More Girl” campaign and spearheaded Transform’s Ride Fearlessly report on reimagining transit safety.
The panelists come to transit advocacy from different perspectives. Chang is a non-driver and a grassroots activist for transit, biking, and walking, while Rahman-Davies worked for a policy nonprofit and on Capitol Hill in Washington, D.C., before joining Transform. Bharoocha has worked extensively with youth through the Alliance for Girls and has often seen transit through a gendered lens.
Experience, advice, and hope
Bharoocha encouraged advocates not to focus too much on technical details and forget human issues such as navigating transit with a disability or a stroller. It’s okay to be a troublemaker and push on what’s important to you, even if it’s not well-received. Rahman-Davies concurred, noting that just because you’re the lone voice on something, it doesn’t mean you’re wrong.
Chang noted that, in the San Francisco advocacy community, which tends to skew White and cis male, it’s easy to feel like there’s only one way to do public comment, and that can be a barrier to participation. She learned to participate in ways that feel comfortable to her. That included making a casket for a model of a BART car and having a transit funeral, using her artistic skills to make an impact.
Chang offered a mom hack: recording a public comment from her son and playing it when it was her turn to speak. That gave her slightly shy child a chance to speak without hanging around for hours waiting to comment.
Rahman-Davies emphasized the importance of centering the people your advocacy is meant to lift up. “Never lose the north star of who you’re trying to help,” she said, and don’t cut deals just to get a result. Change takes time, and the results we want don’t always happen right away.
Bharoocha noted that there is space for everyone in transit advocacy. “We need you in this movement,” she said, referring to Deepa Iyer’s social change ecosystem map.
The panelists touched on a range of other topics, sharing experience and advice. Watch the full webinar.
Park(ing) Day, an annual event that asks us to rethink the ways we allocate street space, is September 20 through 22 this year. The day aligns perfectly with Transform’s SPOT SJ project, which uses innovative tools to better utilize parking spots, freeing up street parking for human-centered uses.
Parking, housing, and public space
The space we dedicate to car storage — parking — holds the key to solving some of California’s most pressing problems. As our 2023 Parking Revolution/Housing Solution report details, requirements to build parking spaces erode our ability to develop affordable housing. A parking spot can cost between $30,000 and $80,000 to build, significantly increasing the cost of an apartment or home. Plus, the easy availability of parking encourages more driving and thus drives the climate crisis.
In downtown San Jose, as in many other urban cores, many spots in parking garages sit empty for much of the day. Spots in residential buildings may be empty during the day when downtown visitors and shoppers could use them. Parking garages attached to office buildings may have extra space overnight, and so on. By sharing parking spaces among buildings, San Jose can provide enough parking for people who need to drive while freeing curb parking spaces for other uses.
Our SPOT SJ project works with the City of San Jose and local building owners and developers, as well as parking finder apps, to allocate existing parking, reducing the need to build new parking spaces. In addition, this process can open street space for new bike lanes, transit-only lanes, transit stops, and other people-friendly uses that activate the streetscape and create a welcoming neighborhood people want to visit.
Parking spots reimagined
Park(ing) Day started in 2005 in San Francisco, when designers from REBAR took over a parking spot for a day. They fed the meter but, instead of parking a car in the spot, they set up chairs, creating a one-day, pop-up space. In the almost 20 years since the first Parking Day, the movement has spread around the world. It has gone from being an act of defiance to an exploration of the possibilities of urban space. Events are planned around the world for the 2024 observance.
Every day is Park(ing) Day
Park(ing) Day may have paved the way for curbside parklets, which exploded in popularity during the pandemic and have remained in many communities. The movement to reclaim street parking spots, which can take up a significant percentage of our shared civic space, continues to grow.
Transform’s SPOT SJ collaboration is a conduit for a creative reimagining of San Jose’s urban geography. Instead of car storage benefitting a small number of people, parking spaces can become urban oases, with much-needed seating and spaces for recreation or connection. Thinking beyond our parked-up environment opens new possibilities for car-free transportation and vibrant community spaces. We look forward to working with our partners to see a dynamic neighborhood reach its full potential.
https://transformca.org/wp-content/uploads/2024/09/Reclaiming-parking-for-printmaking-scaled-e1727134204142.jpg14401920Laura McCamyhttps://transformca.org/wp-content/uploads/2024/05/Company-Logo.pngLaura McCamy2024-09-18 12:38:172024-09-18 12:38:18Park(ing) Day: Reclaiming Urban Space
This was a challenging legislative session, but many excellent bills are waiting for the governor’s signature, and the regional transportation funding measure is delayed, not derailed. Bills that will bring more transparency to Caltrans, keep bridges toll-free for people biking and walking, and improve public transit passed the legislature. Eight bills Transform sponsored or supported that will improve housing and transportation are one step away from becoming law. And one of our bills has already been signed.
Caltrans accountability
Transform was a co-sponsor of Assemblymember Pilar Schiavo’s Transportation Accountability Act, AB 2086, which is waiting for the governor’s signature. This sunlight measure requires Caltrans to enhance its reporting dashboard and report how expenditures match with the California Transportation Plan. It’s a crucial step toward giving Californians the information they need to see where our transportation dollars are going and ensure they are mitigating rather than worsening the climate and equity.
Constitutional amendment for affordable housing financing
Amending the California Constitution is a two-step process. First, the amendment must pass the legislature and be signed by the governor. Then, it goes to the voters.
ACA 1, the constitutional amendment allowing local bonds to finance affordable housing to pass with 55% of the vote instead of the currently hard-to-reach threshold of two-thirds, passed the legislature and was signed by the governor in 2023. This fall, it’s on the ballot as Proposition 5. ACA 10 is a measure to clarify several elements of ACA 1. It expands the definition of eligible public infrastructure for measures that can be passed with 55% and broadens the definition of affordable housing.
The governor has already signed ACA 10. Expect this measure on the ballot in the near future.
Seven more bills waiting for a signature
An additional seven bills that Transform supports are on Governor Gavin Newsom’s desk. We hope he signs them.
California Transportation Commission membership, AB 832 (Cervantes):The CTC is tasked with overseeing and approving road projects. The governor appoints nine of the 13 board members with a nonbinding understanding that members should represent diverse backgrounds and have expertise in transportation issues. This bill will require the governor to appoint at least one member with experience working on transportation issues in disadvantaged communities.
Yield right-of-way sign on transit buses, AB 1904 (Ward):This measure would authorize transit providers anywhere in California to add signs to the backs of buses reminding drivers to yield the right of way. Only the Santa Cruz Metropolitan Transit District currently has that right.
No tolls for biking or walking, AB 2669 (Ting):As a measure banning toll bridge authorities from charging people who walk or bike across their bridges sunsets, this bill would make the ban permanent. Most of the affected bridges are in the Bay Area, and this is an excellent way to encourage, rather than penalize, active transportation.
Mitigating vehicular traffic impacts, AB 3177 (Carrillo, Wendy): The Mitigation Fee Act allows lower traffic impact fees for housing developments near transit. This bill tightens those requirements to transit priority areas and locations where future transit stops will be built within one year. It also limits road widening related to new developments.
Complete Streets on Caltrans corridors, SB 960 (Wiener): The Complete Streets Bill would add biking, walking, and transit targets to Caltrans’ 10-year plans and require more reporting and accountability for adding Complete Streets on state routes used by people who bike, walk, or take public transit.
Safer vehicles save lives, SB 961 (Wiener):This bill would require new cars sold, starting in 2030, to include passive intelligent speed assist, which would alert drivers when they exceed the posted speed limit by 10 mph or more.
Regional transportation measure will come back next year
One of our legislative priorities, the Regional Transportation Measure, SB 1031, didn’t pass the legislature. But a secure funding source for Bay Area public transit remains a top priority for Transform and our allies at Voices for Public Transportation. A funding bill will return to the legislature in 2025, and we are working hard to ensure that it covers all nine Bay Area counties and includes a progressive revenue source.
More bills that didn’t make it
A few bills we supported died in the legislature. It often takes more than one try for an innovative idea to gather enough support to become law. Here are a few that we hope to see return in a future legislative session.
No New Highways In Environmentally Burdened Communities, AB 2535 (Bonta): This bill would have increased scrutiny of projects that widen highways through neighborhoods already suffering from high pollution burdens, which are most often low-income and BIPOC. It would have gotten rid of a CEQA exemption when these expansions are for the movement of freight, a much-needed change.
In late August, Transform joined with 24 environmental, transportation, and other advocacy organizations to send a letter to California Senate President Pro Tem Mike McGuire opposing a plan to amend a 2023 law. The law provided special streamlining privileges under California’s endangered species laws to certain clean energy and water infrastructure projects. This year’s amendment would have extended those special streamlining privileges to a project to widen State Route 37 between Vallejo and State Route 121 in Sonoma County, which will have significant impacts on a sensitive salt marsh habitat.
SR 37 does often experience traffic congestion, but decades of research and lived experience have proven that adding lanes does not solve congestion. And, at its core, the proposal to widen the highway is the wrong solution to a very complicated but completely different problem.
How to drown $500 million
The project to add lanes to SR 37 is described as “interim.” That’s because the $500 million the state proposes spending to add capacity to this highway segment, which is right at sea level and is regularly inundated during king tides, will likely be underwater due to climate change within 15 years. The long-term proposal is to raise the roadbed to accommodate future sea level rise, a much more expensive and involved undertaking.
The irony of building additional lanes that will increase driving, thus increasing greenhouse gas emissions, on a roadway that is likely to be submerged by climate change appears to be lost on planners.
Real problems—real solutions
The reason for the congestion on SR 37 is rooted in economics as much as transportation policy. Sonoma County has a dearth of affordable housing, so many of the people who work in its vineyards and tourist industry live in more affordable communities in Solano County. Those workers must drive to their jobs in Sonoma County towns and cities because of a lack of public transportation options.
Widening the highway is an acceptance of an unacceptable status quo, where working-class people are forced into long, expensive commutes.
The solution is two-fold. Sonoma County must build more housing, particularly more affordable housing, so employees have the opportunity to live closer to their places of work. This is a long-term project that won’t be easy, but it’s essential.
The second solution is to provide more frequent and reliable transit options between Solano and Sonoma cities. This could be accomplished fairly quickly. In our letter, we recommend tolling on the existing lanes of SR 37. The revenue this generates could support expanded public transportation. The tolling scheme could be designed to minimize the cost to low-income households and would cost substantially less than $500 million to implement.
Over the long term, passenger rail is planned for this corridor to connect to the Capitol Corridor service between Sacramento and the Bay Area, which will provide another alternative to driving in the future.
Facing the realities of climate change
Highway expansion should no longer be a default solution to congestion. In congested corridors like Highway 37, widening will only serve to increase driving and ultimately worsen congestion. Choosing to invest in alternative solutions will not be easy; California has entrenched administrative structures and industries built around expanding highways, so change must include just transitions for workers and businesses.
But, despite the challenge, we must change the way we think about transportation planning. Our freeway mentality has driven us to the brink of climate catastrophe. A future focused on infill housing development, housing affordability, and a broad array of low- and no-carbon transportation options is the only way to move toward a more stable and liveable planet.
https://transformca.org/wp-content/uploads/2024/09/CA-37-Google-maps.png7571258Zack Deutsch-Grosshttps://transformca.org/wp-content/uploads/2024/05/Company-Logo.pngZack Deutsch-Gross2024-09-05 12:33:032024-09-05 13:46:06Transform and Allies Call Out Plan to Streamline Highway 37 Widening
Julia Gerasimenko has joined Transform as our Housing and Parking Policy Manager. She will lead the SPOT SJ program and Transit Oriented Communities outreach and engagement in the Five Wounds neighborhood of San Jose.
Julia is motivated to tackle systemic issues in ways that materially improve people’s lives. “As a first-generation immigrant growing up on low income in the affluent community of New Haven, Connecticut, I often felt othered,” she says. “Public transportation was an accessible and affordable public service that allowed me to access incredible cultural and educational opportunities in nearby New York City, despite not having a lot of money.”
Julia has never owned a car and has always gotten around by public transit, walking, and biking. Her first job out of college was helping others access educational resources because she saw that as the path to upward mobility. However, she soon realized that the students she worked with had to choose between making a car payment or buying textbooks, and that led her to focus on the interconnections between transportation, housing, and community and individual well-being at the Active Transportation Alliance in Chicago.
“The most successful campaigns I was a part of at the Active Transportation Alliance always had housing and transportation advocates collaborating to build a larger umbrella and more collective power to influence policy wins,” Julia says. “Housing and transportation are fundamental to everyone’s lived experience, and I can think of few other issues that need urgent solutions to tackle climate change and systemic racism.”
While working on transportation issues in Chicago, she also became aware of how much of our public space and streets are dedicated to storing (mostly) empty cars. She sees an urgent need to aggressively push policymakers and developers to prioritize constructing more affordable housing by repurposing parking and investing in transit-priority streets, protected bike lanes, and other forms of infrastructure that support safe and healthy living conditions for all.
Adding Julia to our team represents an increased emphasis at Transform on our parking reform efforts. “I’m excited to change the narrative around parking and our communal public space. The dominant narrative that there is ‘never enough parking’ and countering that with a mindset of abundance,” she says.
SPOT SJ is a collaborative effort to better utilize abundant garage parking spots in downtown San Jose, leaving curb space for active transportation and public transit. Julia’s work in Five Wounds will be conducted as part of a grant from the Valley Transportation Authority (VTA) to design better connections for people biking, walking, and taking the bus to connect with a transportation hub around the next planned BART station in San Jose.
We’re thrilled to add Julia Gerasimenko’s enthusiasm, knowledge, and policy savvy to our policy team.
https://transformca.org/wp-content/uploads/2024/08/Julia-Gerasimenko-sunflowers-scaled-e1724966980124.jpg19201920Laura McCamyhttps://transformca.org/wp-content/uploads/2024/05/Company-Logo.pngLaura McCamy2024-08-22 16:56:302024-08-23 12:59:00Transform Welcomes New Housing and Parking Manager
