Democrat Janet Reilly's Plan
To Get California's Mass Transit System Moving

Despite having one of the best transit systems in the country, public transit is used for only 7% of all trips. Reducing pollution and traffic by getting people out of their cars will take thoughtful, long-term plans - and the bold leadership to implement them.

That's why I'm fighting for more and better mass transit options for regional commuters and urban and suburban residents, for smart growth by encouraging development near existing transit lines, and for common-sense plans to build housing where families work and live.

The price of waiting is just too high. According to the Metropolitan Transportation Commission (MTC), the Bay Area's population will grow to more than 9.1 million people in the next 25 years. Unless we act now to prioritize public transit, the resulting traffic and congestion - and the dirty air it creates - will literally make us sick.

But there are solutions. We can develop policies that will change the travel patterns of commuters and provide incentives for public transit. By targeting the factors that affect mass transit such as distance, cost, travel time, reliability, convenience, privacy, environmental concerns, and comfort - we can work together to develop a long-term solution for reducing traffic congestion, improving air quality, enhancing the public transportation system, and making the Bay Area a more livable place.

My plan to get California's mass transit system moving includes:

• Encouraging public transit ridership
• Promoting the use of alternative transportation
• Broadening access to disabled and senior communities
• Increasing pedestrian safety
• Reducing traffic congestion
• Coordinating local and regional planning
• Increasing investment in “clean” transportation technology

Prioritize Mass Transit in State Funding

[back to top]

The only long-term solution to transit gridlock is to expand public transit options, including bikeways and walkways. The state of California should increase funding for mass transit at the same time as we fund any new roadways - including imposing reasonable user fees for any new developments that are not within easy walking distance of existing transit systems, dedicating gas tax dollars to transit, using our state's limited bonding authority to fund expansion of public transit systems, and reinstating the vehicle license fee on overweight vehicles like sports utility vehicles (SUVs).

Ultimately, we must replace the “car culture” with a “public transit culture” that prioritizes fast, reliable and environmentally-friendly transit as part of the entire state decision-making process.

This will not be easy - and it won't be possible unless our leaders are willing to stand up to the developers and special interests that have a vested interest in preserving the status quo. I'm going to Sacramento for one reason - to fight for a healthier California. And that means fighting to change the “car culture” that is dirtying our air and damaging our health every day.

[back to top]

The state of California is expected to grow by 10 million people in the next 15 years. Unless we channel these new Californians into corridors served by new or existing public transit, we will devastate our environment and seriously degrade our quality of life.

That's why we need to create a state-wide planning structure with the authority to create smart planning that will place jobs near housing, create new affordable housing so middle-income and low-wage workers do not need to commute long distances, and fund new transportation systems.

Communities in the Bay Area are inextricably linked together by a common economy, environment, and transportation system. However, the institutional fragmentation of the Bay Area has made the development of coordinated regional action difficult. The success of any regional transportation plan depends upon an open dialogue with citizens, community leaders, and local decision makers. A grass-roots approach to regional planning that includes participation from all communities is critical.

In Illinois, the Northeastern Illinois Planning Commission (NIPC) implemented “Common Ground,” a regional planning process that included the 272 communities of the six-county Chicago region in developing their 2040 Regional Framework Plan. Common Ground had a three-prong approach that was community-based, technology-supported, and comprehensive and integrated. First, NIPC conducted dozens of community meetings with nearly 4,000 people over a period of 3 years. Second, utilizing Geographic Information System (GIS) software and customized technology, meeting participants were able to refer to multiple digital layers showing the existing infrastructure and create an additional layer showing the outcome of the participants' proposals. Third, the plan integrated the land use and transportation planning for the region.

I will fight for improved community representation in all regional transportation projects and planning. The use of technology at community meetings is an excellent means of revealing the complexity of regional transportation planning and allowing communities to understand the impact of various proposals.

Implement Bus Rapid Transit systems

[back to top]

Commuters cite many factors for not using public transportation, including long wait times, frequent system delays, and overall inconvenience. By eliminating these barriers, public transportation can become the primary mode of transportation for many more commuters. A bus rapid transit system (BRT) is one of our best solutions to these problems.

BRT is an integrated and flexible system that combines technology with mass transit to reduce transit times, improve passenger convenience, and increase system reliability. The BRT system can create a dedicated lane for buses, reduce the number of stops, give buses priority at traffic signals, provide customers with real-time information about bus arrivals and locations, and improve the street to make them safer. Transit signal priority systems allow buses approaching an intersection to request an extension of the green light so that it can pass through before the light turns red.

BRT stations provide passengers with safety, convenience, detailed transit information, and convenient access for the disabled and seniors. BRT stations should also be looked upon as a unique opportunity to improve the surrounding streetscape, enhance safety to passengers and to the community, reduce vehicle emissions, and provide easier access for pedestrians and bicyclists. It is estimated that BRT would result in a 15-30% reduction in total travel time and a 25-50% improvement in reliability.

This system would provide time-saving benefits to the passengers and increase the number of passengers per revenue hour for the transit agency. The reduction in travel time and increase in trip reliability could generate significant cost savings and revenue increases for regional and municipal transportation agencies. In addition, the creation of a designated lane will reduce driver stress and should reduce the number of bus-related accidents.

In Boston, the Silver Line Washington Street line was the Massachusetts Bay Transportation Authority's first BRT project. The line opened in 2002 and featured a dedicated transit lane, low floor vehicles, enhanced transit stations, fewer stops, and a computer aided dispatching system. The Authority plans to implement a traffic signal priority system and real-time passenger information in the future. The BRT system increased ridership, improved operating cost efficiency, reduced travel time, attracted new customers to transit, and greatly improved customer satisfaction. New construction on adjacent vacant lots and new retail stores also sparked an economic rejuvenation along the BRT route. This activity has transformed the streetscape into a more transit and pedestrian-friendly area.

The BRT system should become a significant component of the regional transportation system in the Bay Area. By utilizing 270 miles of existing high occupancy vehicle (HOV) lanes, the BRT system could be implemented quickly and at a lower cost than extending the reach of the Bay Area Rapid Transit system (BART). In addition, the BRT system would reach areas not serviced presently by BART, thereby making the BRT system a more attractive mode of transportation for commuters.

Although the final plan for BRT in San Francisco is still being shaped with community input, I completely support the long-term goals of BRT.

[back to top]

Bicycles offer a healthy, economical, and environmental transportation alternative. Yet there has been a lack of a coherent strategy in making bicycling an important component of the regional transportation plan. As a result, bicyclists encounter barriers such as buses without bicycle storage racks, transit facilities that are inaccessible to bicycles, and areas without short or long-term bicycle parking. To increase the number of people using bicycles as a mode for regional transportation, we must increase the available opportunities for bicycling throughout the region.

Regional transit agencies must provide an integrated, regional network of bikeways and convenient access to public transportation. A system of regional corridor bikeways should provide easy access between the city, regional centers, and transit points. Within cities, streets should provide for safe bicycle access either with a dedicated lane or with a designated right of way.

A regional bicycle system must be safe, accessible and convenient to the public transportation system. Secure and convenient bicycle parking and storage facilities must be provided in cities, public transportation stations, and parking facilities. The majority of public transit vehicles should have bicycle storage capabilities or easy bicycle access. Finally, bicycle-related violations must be enforced to ensure bicycle safety.

The city of Chicago has developed a reputation for being bicycle-friendly. Nearly 95% of the Chicago Transit Agency's (CTA) buses are equipped with bicycle racks that are mounted on the front of the bus. Each rack can carry two bicycles and can be used at any time during service hours. On the rail cars, two bicycles are permitted per rail car and bicycle storage racks are available at many of the CTA's rail stations. In Chicago's Millennium Park, a 16,448 square foot facility connected to a rail station and to a bus depot offers indoor parking for 300 bicycles, showers and lockers, and a bicycle repair shop. Bicycle parking at the facility costs $1 a day with monthly and annual memberships available. The city is also vigorously enforcing its laws prohibiting parking and driving in bike lanes.

I will work with bicycling advocacy groups, the MTC, and public transportation agencies to study proposals to better integrate the region's bikeways and to remove barriers that hinder the use of the bicycle as a mode for regional transportation.

[back to top]

The busiest roadway in the 12th Assembly District is the state highway known as 19th Avenue. This is also one of the most dangerous streets in the Bay Area in terms of pedestrian safety.

In the Assembly, I will lead the fight for CalTrans investments to heavily upgrade this corridor with traffic-calming measures, better signaling, increased safety patrols, cameras to catch red light runners and pedestrian-friendly sidewalks and road crossings.

[back to top]

We need to do a better job of easing commutes that incorporate more than one component of our regional transit system. The use of Translink cards, now the subject of a pilot program, shows great promise.

To get from Oakland to San Jose by public transportation, commuters must now buy a BART ticket and then pay the fare to board a Santa Clara Valley Transit Authority (VTA) bus. This may involve having to search for the correct change and to queue to purchase a ticket. Commuters experience longer commute times, more stress, and inconvenience - factors that may discourage some from using public transportation.

With the Translink card, commuters can pay their fares using a single contactless smart card with an embedded microchip on AC Transit, BART, CalTrain, Golden Gate Transit, San Francisco's MUNI, and the Santa Clara VTA. Passengers can store money on the cards and reload their cards by telephone, mail, internet, or at designated machines. Cardholders will even have the option to automatically reload their cards by linking their card to a checking account or credit card. The demand for this type of regional fare collection system is strong. An MTC poll found that 76% of public transportation riders want to use a card that is compatible with all Bay Area public transportation agencies.

“Smart cards” are being used successfully on many transportation systems throughout the world. Since 1997, Hong Kong residents have used the Octopus Card, a contactless smart card similar to “Translink,” as a means of paying the fare for the rail and bus lines. The success of this payment system is remarkable. Currently, an estimated 95% of the Hong Kong's residents under the age of 65 carry the card. Residents can also now use the Octopus Card for retail purchases with 108 merchants representing 300 retail locations, at vending machines, and parking meters. The card is used 8 million times a day with cardholders making purchases totaling in the amount of $2.2 billion a year.

Adoption of the Translink card has the potential of increasing public transit ridership and enhancing the economic vitality of the region. By streamlining the fare payment process, the Translink card will make transferring between multiple transit systems easier and more convenient. Since cards can be reloaded online or automatically, the need to queue or search for change is eliminated. The Translink card will provide the MTC and transit agencies with critical data that can improve the delivery of public transit services. Furthermore, the Translink card offers the potential of streamlining the fare collection process with a single swipe of a card.

[back to top]

California travelers face congested highways, crowded airports, and weather-related flight delays. Given our state's projected population growth and increase in intercity travel, transportation alternatives are necessary to ensure the state's long-term economic growth.

A high-speed railway system is designed to offer a rapid, environmentally-friendly, and safe transportation option that will connect California's major metropolitan areas from the Central Valley to San Diego. Using trains similar to those already in service in Asia and Europe, the estimated travel time from San Francisco to Los Angeles for a train traveling at speeds of up to 220mph, will be 2 hours and 35 minutes, nearly comparable to traveling by air and much faster than traveling by car. We should build the system near existing transportation corridors to reduce environmental impact. Additionally, the train will be powered by electricity, a clean source of energy. In fact, whenever the train applies its brakes, the generated energy is returned back to the power grid.

The potential economic benefits of the railway system are enormous. The high-speed railway will reduce congestion on the roads and airports, and will strengthen the economic interactions between various metropolitan areas within the state. More importantly, a train that can make the trip at a comparable speed and price to airlines would create a competitive environment that could eventually lead to lower fares for many travelers.

I will work with the California High Speed Rail Authority to generate public support and secure the funding necessary to implement this system.

[back to top]

Many commuters drive to work because taking public transportation is either inconvenient or inaccessible. Transit-oriented developments (TOD) become a powerful motivator for people to get out of their cars. Most people want the flexibility of being able to live near their work, near access to goods, services and public transportation, and near open spaces. Model TODs are within 5 minutes of a transit stop, have an average block perimeter of no more than 1,350 feet, and have maximum but no minimum parking requirements. They offer unbundled parking costs and free bicycle parking, allocate adequate roadway space for pedestrians, and implement traffic-calming measures. And they include commercial, retail, and entertainment centers.

The design of TODs will increase “trip-chaining,” which is the combination of what would otherwise have taken several trips into a single trip. This trend saves time, reduces traffic congestion, and improves air quality.

By creating affordable housing in TODs, workers would have the opportunity to live close to their jobs, spend less on transportation expenses, enjoy shorter commutes, and be less likely to need a car.

In Illinois, an employer-assisted housing program was implemented that combines matching state and local funds with the funds from private employers to help employees find homes closer to their jobs. Forgivable loans for closing costs and payments were available for employees to buy homes within a close radius of the workplace. As a result, companies have enjoyed costs savings from reduced turnover and absenteeism.

With the proper planning, TODs can increase the ridership of public transportation systems as residents use public transit to travel to work. If ridership does not increase, additional incentives may be considered, including fee-based parking and free or discounted transit passes.

I will work to create incentives to encourage TODs. The expansion of BART and the construction of the high-speed railway will present opportunities. Additionally, communities should adopt policies that will encourage affordable housing near transportation stops and thereby reduce the distance between jobs and housing.

[back to top]

Despite the incentives for commuters to carpool and to take public transit, the number of cars on the road continues to increase at an alarming rate. Unless this trend is reversed, traffic congestion will continue to worsen.

Car-sharing represents an alternative to private automobile ownership by providing individuals with paid access to a car. Members reserve the car either online or by telephone. The cars are typically parked in neighborhood lots within a short walking distance from a transit stop and can be checked out with a keycard. In addition to the monthly membership fee, members are charged for the time of the trip. The car is then returned to the lot and is ready for use by the next member. The costs of vehicle maintenance, repairs, insurance, parking, registration, and gas are built into the fees.

Some studies of car-sharing programs have revealed that members in Europe were more likely to either sell their automobiles or avoid purchasing one. Additionally, the members increased their use of public or alternative transit. While car sharing has existed in Europe for over 20 years, it has only recently gained popularity in the United States. In San Francisco, there are presently two car-sharing businesses, City CarShare and ZipCar.

Car-sharing has the potential to alter our dependency on the automobile by changing the way that we calculate the costs of automobile ownership. In deciding whether to drive the car on a trip, most Americans ignore the high fixed costs of owning a car, such as insurance, financing, and registration and focus on the variable costs of ownership, such as gas and parking. By driving a car share vehicle, individuals are forced to factor in the variable costs of each trip. Members are thus more likely to rely upon alternate or public transportation.

I will work to remove the barriers that limit the expansion and use of car-sharing, and to ensure the sustainability of car-sharing programs through public-private partnerships.

Promote Programs To Provide Cash Incentives for Not Driving to Work

[back to top]

The cost of parking is an important factor when commuters make their decisions to travel. So when an employer offers free parking, an incentive to drive to work is created. In fact, studies have shown that because businesses are paying to lease parking spaces that are then offered to employees for free or at a reduced price, businesses are actually subsidizing solo driving.

To eliminate the incentive of free parking and the subsidization of solo driving, California enacted a law in 1992 mandating that employers with 50 or more employees who offer free or subsidized parking on leased spaces must offer a cash allowance equivalent to the subsidy in lieu of a parking space. In a 1997 Air Resources Board (ARB) study of those companies participating in the program, there was a 17% reduction in solo driving and a 64% increase in carpooling. However, since the law failed to require the ARB to monitor, publicize, or enforce the law, it is unknown how many businesses are complying with the law.

The city of Santa Monica is the first city in California that actively enforces the parking cash-out program. In Santa Monica, 26 employers are participating in the program and approximately 20% of their employees have chosen to give up their parking spaces. Many of those employees take public transportation, alternative transportation, or carpool to work.

As Assemblywoman, I will work to promote this law and seek funding for the Air Resources Board or regional agencies to publicize and enforce the law. Additionally, I will examine proposals to improve the effectiveness of the law including restricting the law to certain areas within the state and expanding the law to smaller firms. I will also work to increase incentives for employers to cover the cost of public transportation.

[back to top]

By 2030, approximately 25% of the Bay Area's population will be 65 or older. Many will be unable or unwilling to drive and will require alternate transportation. However, in many cases, public transportation is either inconvenient or not easily accessible. Additionally, many older adults will not ask for assistance so as to avoid burdening others with their problems. Instead, many will stay at home on any given day, reduce their travels to social events, and reduce the number of trips to the doctor because they lack practical transportation options. This isolation from others has a detrimental psychological impact on the health of many older adults and has economic consequences on society. Therefore, it is critical that this segment of the population have available and convenient access to public transportation.

Transit agencies must work with other government and community agencies to identify and remedy any existing barriers and to expand the delivery of services. Given the lower income of many older adults, the fares for public transportation must be affordable for disabled and seniors. In addition to the reduced fare, all public transportation vehicles must have a low-floor for easier access by seniors and service should be extended to rural areas or to areas where service is unavailable. Bus drivers should also have the flexibility of being able to stop at a non-designated bus stop to allow seniors to board or alight the bus.

In the city of Charlotte, North Carolina, the Charlotte Area Transit System (CATS) has a special route for seniors that picks them up at designated locations throughout the city and brings to them to places such as the grocery store several times a week. CATS also developed a program providing subsidized vouchers for use on taxis for seniors living in remote locations or who do not qualify for Paratransit. CATS makes regular presentations at various agencies to familiarize seniors about the public transportation services.

In Eugene, Oregon, the Lane Transit District (LTD) implemented a program that allows seniors 62 or older to ride the buses free on Tuesday. As a result, seniors often schedule their doctor's appointments, social events, and shopping on Tuesdays. Seniors 70 or older can ride the bus for free. Additionally, bus drivers volunteer to go to senior centers to become a Bus Buddy. Each Bus Buddy is assigned to teach a senior how to ride the bus, rides the bus with a senior and answers any questions about the bus system.

I will work to encourage the location of facilities that serve seniors and disabled are located near existing transportation services. For example, senior and disabled housing should be incorporated in transit-oriented developments. I will work to secure funding for public transportation programs for seniors and to better educate seniors about the available public transportation programs.

[back to top]

The growth in the Bay Area's population will concurrently result in more cars on the streets. The future growth in traffic will likely increase the danger to pedestrians. Every year, approximately 5,900 pedestrians in the U.S. are killed by automobiles. In fact, one in seven motor vehicle accidents involve a pedestrian. If walking is to be promoted as an alternative mode of travel, then it is important that pedestrians have a safe walking environment.

First, it is critical that transit agencies collaborate with community organizations to educate pedestrians and motorists about pedestrian safety. For example, under the neighborhood watch program, residents are partnered with police officers to address speeding in residential neighborhoods. Using a radar gun, volunteers are trained to collect speed and traffic information on the streets. This program is designed to raise public awareness of pedestrian safety issues.

Second, changes in the designs of streets and sidewalks can create a safer environment for pedestrians. Improvements to the curbs can significantly improve pedestrian safety. One example is the curb extension, which makes it easier for the driver to see pedestrians waiting to cross the street. Another type of improvement is to narrow the roadway, which reduces the area of the crosswalk and reduces vehicle speed. The duration of crosswalk lights should be lengthened to provide pedestrians with more time to cross the street. Additionally, more crosswalk lights should be installed along streets to discourage jaywalking.

Finally, enforcement of the law will effectively reduce the number of motorist and pedestrian violations. For example, pedestrian sting operations target drivers who fail to yield the right-of-way to pedestrians crossing the street. Additionally, red light cameras will photograph the license plate of those cars which enter the intersection. The enforcement of pedestrian violations will deter pedestrians from jaywalking. In Seattle, the strict enforcement of the traffic laws has resulted in pedestrians' heeding the “Don't Walk” sign.

I will work with the transit agencies and community agencies to identify dangerous sites such as the 19th Avenue corridor, and to develop solutions to ensure the safety of pedestrians.

[back to top]

The MTC estimates that up to 50% of traffic congestion is attributable to accidents, stalls, and other incidents on the road. Once a problem occurs, traffic congestion begins to form almost instantaneously. In some cases, by the time the California Highway Patrol (CHP) is alerted, the dispatched emergency vehicles have difficulty reaching the scene of the incident due to the traffic.

The Freeway Service Patrol (FSP), a joint program provided by Caltrans, the CHP, and local transportation agencies, is comprised of privately-operated tow trucks that patrol designated routes on the freeways during peak commute hours. By rapidly clearing vehicles from the scene, the FSP helps to reduce the amount of time that cars are stuck in traffic. Currently, only 300 tow trucks patrol over 1,400 miles of California's freeways.

The expansion of the Freeway Service Patrol program would allow tow trucks to more expeditiously arrive at the scene of an incident and rapidly remove a disabled vehicle. This common-sense solution will reduce traffic congestion, reduce fuel consumption, and reduce emissions.

[back to top]

High occupancy vehicle lanes (HOV), otherwise known as carpool lanes, are lanes designated for vehicles carrying two or more persons. HOV lanes were created to discourage solo driving by dedicating a lane exclusively for carpools and allowing them to avoid traffic congestion. However, HOV lanes have had a limited impact on discouraging solo driving and are consequently underutilized.

To better utilize the HOV lanes, the concept of a high-occupancy toll (HOT) lane was created. Under this new scheme, carpoolers can still use the HOT lanes for free or for a reduced price, but those solo drivers willing to pay a fee can also use HOT lanes. HOT lanes are often combined with the existing HOV lanes. When a vehicle enters the lane at specified sites, the toll is deducted using an electronic transponder such as FasTrak. By permitting toll paying motorists and carpoolers to use the HOV/HOT lanes, the total number of vehicles using the lanes is increased. HOT lanes provide additional options to commuters, provide a new source of revenue for transportation projects, and maximize the use of the HOV lanes.

SR-91 in Orange County (1992) and Interstate 15 in San Diego (1998) were the first two highways in the U.S. to implement a variable toll pricing scheme. In Orange County, solo drivers pay a toll to use the lanes, while carpoolers either pay no toll or a reduced toll. Depending upon the time of day, the rates can range from $0.60 to $3.20. In San Diego, the toll rate is based on a dynamic congestion pricing scheme. Typically ranging from $0.50 to $4, the toll rate is calculated depending upon the actual level of congestion. Nearly 5,000 drivers a day use the HOT lanes generating approximately $10,000 in revenue a day. The revenue is used to fund the Inland Breeze inter-city express bus service in San Diego.

Currently, there are no HOT lanes in the Bay Area. The MTC is scheduled to deploy a pilot HOT program in Alameda and Santa Clara counties. If the pilot program is successful, the MTC estimates that with federal and state approval, it could implement a HOT network in the Bay Area within 5 to 10 years.

At a time when traditional road funds are scarce, implementation of HOT lanes can be a win-win situation for all commuters, bringing increased revenues and reducing traffic congestion. I will explore the feasibility of implementing an expanded network of HOT lanes in the Bay Area and will work to ensure that any funds generated from the tolls are not used for building more roads. Additionally, I will work with the MTC to ensure that low-income commuters are not impacted by the implementation of HOT lanes.

[back to top]

The collection, analysis, and dissemination of information are critical in the performance and planning of the regional transportation plan. Intelligent Transportation Systems (ITS) use technology-based systems to reduce traffic congestion, improve automobile safety, and enhance worker productivity. Despite the known and proven benefits of ITS, the Bay Area does not have a fully deployed ITS.

The U.S. Department of Transportation identifies 16 types of technology-based systems including arterial management, freeway management, transit management, incident management, and emergency management. For example, the freeway management systems consist of six major integrated functions: traffic surveillance systems, traffic control measures, lane management applications, special event transportation management systems, display signs, and advanced communications. With an extensively deployed video surveillance system on the freeways, Caltrans and the CHP could receive real-time information on traffic conditions and react more rapidly to any problem on the road. Information could be posted on message signs, located at key junctions on the freeway, to alert drivers of traffic delays. The MTC could more efficiently collect data that could be used for better future transportation planning. Finally, adaptive signal control systems, specially designed to work in areas with heavy traffic congestion, could dynamically adapt to sudden traffic changes on major urban arteries creating a “Smart Corridor.”

The city-state of Singapore, with a population of 3.2 million people and approximately 683,000 vehicles, has effectively used ITS to manage its traffic. The Green LInk DEtermination (GLIDE) is one of the most advanced traffic light control systems in the world, covering more than 1,700 intersections. By creating successive green lights at traffic lights, drivers can rapidly travel through multiple junctions. By using a system of video surveillance cameras located at major intersections and expressways throughout Singapore, GLIDE can adapt and respond to changes in traffic in real-time. The Expressway Monitoring and Advisory System (EMAS) is a network of video cameras that monitor traffic speed and volume. The information is evaluated and then estimated travel times from expressway entrances to major points are displayed on message signs located at key points on the expressway and at the entrances of expressways. The four commercial taxi companies in Singapore are equipped with Global Positioning System (GPS) receivers that allow for automated dispatching. One can book a taxi by phone, internet, Short Message System (SMS) or at a designated booking machine. The system will search for the nearest available taxi and send the job request to that taxi. The customer is then given the estimated arrival time of the taxi. Each of these systems allow for an easier collection of data that can be used to make the present transportation system more efficient but will help to improve future transportation system designs.

Our transportation system does not reflect our status as the one of the leading technological centers in the world. By fully deploying ITS in the Bay Area, we can more efficiently and effectively manage our road system, thereby reducing traffic congestion and improving the air quality. I will work with the MTC to develop a plan and to seek funding to implement ITS on Bay Area roads.

[back to top]

Although older vehicles (pre-1986) make up a small proportion of the vehicle population, they disproportionately contribute a large amount of the hydrocarbon and carbon monoxide emissions that pollute the air. In 2000, only 12% of the vehicle miles traveled by light-duty vehicles (cars and trucks) in the Bay Area was by light-duty vehicles built before 1986. Yet, these vehicles contributed more than half of the vehicle emissions that create smog. Now, California does not require cars older than 30 years to pass a smog test. By removing these older vehicles from the roads, the quality of the air will undergo a marked improvement.

Since 1996, California has operated the Voluntary Accelerated Vehicle Retirement Program, which retires older vehicles that lack advanced emission control technology. Under this program, pre-1986 vehicles that meet a certain criteria can be traded in for $650. Over the last 9 years, the program has purchased 24,000 vehicles, which has resulted in significant emission reductions.

This program is a cost-effective way of reducing the emissions that contribute to air pollution. I will examine proposals that will further increase the number of vehicles retired including increasing the trade-in amount, targeting specific high-emitting vehicles, and forming private-public partnerships.

[back to top]

In 2002, nearly three million sport utility vehicles (SUVs), such as the Chevrolet Suburban and the Hummer, were registered in California. The average gross weight of an SUV is approximately 8,000 pounds. A compact car such as a Nissan Sentra is 3,487 pounds (gross weight). Since heavier vehicles cause more damage to the roads than lighter vehicles, it is possible to infer that roads have a shortened lifespan because of the large number of SUVs in operation.

To pay for the costs of the accelerated road deterioration, heavier vehicles such as SUVs should pay a higher vehicle license fee (VLF), in the form of a weight fee. Currently, only commercial vehicles are charged a weight fee, which is calculated based on factors such as weight ranges, vehicle configuration, and number of axles, to pay for the costs that they impose on transportation system. SUVs, unless used for commercial purposes, are not classified as a commercial vehicle. If it is determined that SUVs cause more damage to the roads than smaller vehicles, the VLF should be more equitably assessed.

In Washington DC, owners of passenger vehicles weighing more than 5,000 pounds must pay an additional 1% excise tax and an additional $40 for the registration fee. Other states including Maryland, Pennsylvania, and New Jersey have proposed increasing the VLF for SUVs.

[back to top]

Full Citations

Robert Costanza et al. 1997 "The Value of the World's Ecosystem Services and Natural Capital," Nature, vol. 387, no. 6230

1. Katzev, Richard. Analyses of Social Issues and Public Policy, vol. 3, No. 1, 2003, pp. 65-86, “Car Sharing: A New Approach to Urban Transportation Problems.”
2. Sullivan, Elizabeth. San Francisco Planning and Urban Research Association Newsletter. March, 2000. p. 1. “City Carshare: Providing Automobiles Without Encouraging Over-Use.”
3. http://www.mtc.ca.gov/planning/hov/index.htm
4. Q&A - GEARY CORRIDOR BUS RAPID TRANSIT STUDY REV. 11/22/05
5. Miller, Mark A. California Path Program, Institute of Transportation Studies, University of California, Berkeley. “Framework for Bus Rapid Transit Development and Deployment Planning.” December 2004.
6. Miller, Mark A. California Path Program, Institute of Transportation Studies, University of California, Berkeley. “An Assessment of Bus Rapid Transit Opportunities in the San Francisco Bay Area.” February 2004.
7. California High-Speed Railway. http://www.engineering.com/content/ContentDisplay?contentId=41007002
8. Cheu, Ruey Long. Innovation. Vol. 3. No. 2. 2003. “Intelligent Transport Systems Keep Singapore Moving Ahead.” Pp. 70-74.
9. California High-Speed Rail Authority Implementation Plan
10. Smart Card Alliance. 2005. “San Francisco Bay Area TransLink.”
11. http://www.mtc.ca.gov/services/translink
12. Hamm, Andrew F. Silicon Valley/San Jose Business Journal. “TransLink card works, but how do you divvy up the fare?” 1/24/03.
13. Einhorn, Bruce. Business Week Online. Hong Kong's Savvy Use of Smart Cards. 6/24/02
14. Michaels, Marianne. Card Technology. April 2005. vol 10, No. 4 p.16 “Can Octopus Extend Its Reach?”
15. Bicyclist and Pedestrian Data Collection and Analysis Project: Final Report. Metropolitan Transportation Commission. April 9, 2003
16. Boston Silver Line Washington Street Bus Rapid Transit Demonstration Project. September 2005.
17. Katzev, Richard. Analyses of Social Issues and Public Policy, Vol. 3, No. 1, 2003. “Car Sharing: A New Approach to Urban Transportation Problems.” Pp.65-86.
18. Cervero, Robert. University of California at Berkeley, Institute of Urban and Regional Development. “City CarShare: Assessment of Short-Term Travel-Behavior Impacts.” Working Paper 2002-01.
19. Northeastern Illinois Planning Commission. 2040 Regional Framework Plan.
20. Engineering.com. “California High-Speed Railway.”
21. California High-Speed Railway Implementation Plan.
22. Dahl, Richard. Environmental Health Perspectives. Vol. 111, No. 16, December 2003. “The Price of Life in the Fast Lane.” Pp. 888-891.
23. Regan III, Edward. American City & County. January 2004. “Some Like It Hot.” Pp. 28-31.
24. USA Today. May 9, 2005. “Solo in car-pool lane? That's Hot.”
25. Minerd, Jeffrey. Futurist. September/October 2000. “Fighting Traffic with Technology.” Pp.26-29.
26. Cheu, Ruey Long. Innovation Magazine. Vol. 3. No. 3. 2003. “Intelligent Transport Systems Keep Singapore Moving Ahead.” Pp. 70-74.
27. Hill, Elizabeth G. Legislative Analyst's Office. March 19, 2002. “A Commuter's Dilemma: Extra Cash or Free Parking.”
28. California Environmental Protection Agency. Research Notes. June 1998. “Parking Cash-Out Incentive: Eight Case Studies.”
29. Alberini, Anna. The RAND Journal of Economics. Vol. 26, No.1, Spring 1995. “Determinants of Participation in Accelerated Vehicle-Retirement Programs. Pp. 93-112.
30. Dill, Jennifer. Access. No. 24. Spring 2004. “Scrapping Old Cars.” Pp.22-27.
31. U.S. Department of Transportation. Report No. FHWA-RD-00-104. August 2001. “The Effects of Traffic Calming Measures on Pedestrian and Motorist Behavior.”
32. Transportation for a Livable City. 2002. “The Path to a Livable City.
33. Portland 2004 Regional Transportation Policy.
34. Tumlin, Jeffrey. Planning. May 2003“How to Make Transit-Oriented Development.” Pp.14.
35. Einhorn, Bruce. Business Week. June 24, 2002. “Hong Kong's Savvy Use of Smart Cards.”
36. Michaels, Marianne. Card Technology. Col. 10. No.4. April 2005. “Can Octopus Extend Its Reach.” P. 16
37. Johnson, Shauna. San Francisco Legislative Analyst Report. September 21, 2005. “Sport Utility Vehicles.”

About this policy paper:

Janet Reilly knows we will never create a healthier California unless we demand accountability and real plans from our elected officials. That’s why Democrat Janet Reilly is publishing a series of comprehensive policy proposals on issues such as health care, transportation, improving our schools, protecting our environment and keeping our communities safe from violence. You won’t agree with all of these ideas, but you will know where she stands.

Please let us know what you think. If you have questions, comments, or disagreements about this plan, please visit www.janetreilly.com and make your voice heard.

Download this paper as a pdf.

[back to top]