Manzanita Talks move forward | June 26, 2019 | Almanac | Almanac Online |


News - June 26, 2019

Manzanita Talks move forward

by Kate Bradshaw

Efforts to bring together public and private sector leaders to talk about how to address regional transportation problems moved forward on June 13 with what Joint Ventures Silicon Valley President and CEO Russell Hancock called a historic discussion.

It was the third in a series of five such meetings that Joint Ventures has convened called the Manzanita Talks, which aim to explore creating a "sub-regional transportation management association (TMA)" — a nonprofit that develops and manages a transportation program to give commuters viable alternatives to driving solo to get to work. TMAs generally include cities and/or businesses.

Officials from East Palo Alto, Los Altos, Menlo Park, Mountain View, Palo Alto, Redwood City, Sunnyvale and Atherton are participating in the talks, as well as representatives from Facebook, Genentech, Google, Intuit, LinkedIn, Palantir and Tesla.

City Council members don't often meet with people from the private sector, especially outside of "contentious places" like council chambers or law offices, and most bring with them a "chip on their shoulder" based on the sector they represent, Hancock noted.

Those from the private sector, Hancock said, often feel vilified for creating jobs, and believe that they're being blamed for traffic and housing problems, as well as being pressured to pay for everything. They've already invested millions in their own companies' transportation programs, while the public sector appears to be doing less, he said.

Public sector people, he added, feel frustrated because they believe that people from the private sector don't understand that cities "can't just build transportation infrastructure overnight" and can't go "winging around with solutions" or making grandiose statements. Infrastructure projects have to be carefully studied, with environmental impact reports completed and many levels of city processes conducted first, all of which are time-consuming.

Despite those differences, he said, "none of the partners stormed out (of the discussion). Everybody is still talking."

Joint Ventures Silicon Valley is going to spend the summer doing research and analysis, and will come back to the group in September with alternatives and recommendations for funding and governance structures that might work.

While the effort initially was intended to address the "first and last mile problem," characterized as the challenge of connecting people with transit options near where they live and work, the effort now incorporates goals to encourage commuters who travel five to 10 miles to work to use alternatives to driving solo.

Hancock said that the eight tech companies taking part in the talks run some 1,600 buses in total that bring people from all over the Bay Area to their workplaces. Those employees alone equal in number 11% of all Caltrain daily riders, and they have a combined 3,000 bikes on their campuses, Hancock said.

Despite efforts by those companies, five out of six city officials expressed in a survey ambivalence toward the transportation demand management programs they'd required of development projects in their cities.

How to make those tech bus and shuttle trips more efficient — whether by encouraging private sector companies to partner with each other or with the public sector — and whether these companies should take on greater efforts to provide bus services to the contract workers they employ are elements that will be evaluated in Joint Ventures' research.

The group is also looking at the possibility of forming a subregional transportation management association, or at least linking the existing transportation associations to achieve better outcomes and economies of scale. Many, but not all, of the existing associations operate within the boundaries of single cities and provide transportation routes that don't necessarily capture the needs of people who work and live in different cities, Hancock said.

The Joint Ventures study also is expected to analyze three key components of what makes Peninsula traffic so painful: getting on and off U.S. 101, traveling east to west, and the needs of communities that have significant cut-through traffic.

Conversations about how to fund whatever is recommended in the study, Hancock added, will begin in the fall.


2 people like this
Posted by Court Skinner
a resident of another community
on Jul 7, 2019 at 3:27 pm

I'm surprised that there have been no comments on this article. This is a first to my knowledge for the corporations and city officials to talk about how to solve this problem rather than just blaming one another. It's a good start to a problem that we really have no choice but to grapple with. The third member of the group, at some point, needs to be the mass transit representatives. BART, VTA, Sam Trans, CalTrain, and more I'm not yet aware of need to at some point be invited to the table. Recent articles in the San Jose Mercury News re a report delivered by the grand jury on the failure of the region to come to grips with moving people and its potential impact on the housing issue as well provide some enlightenment re the problems if not solutions. This is not a problem we can continue to ignore and it's good that discussions have begun. Local imaginations need to weigh in.

Like this comment
Posted by Ann Hackett
a resident of another community
on Jul 25, 2019 at 5:17 pm

How can we transform our current car centric addiction while significantly reducing VMTs?

A behavioral change can reduce the convenience of the personal car while increasing the accessibility of multi-passenger shared taxis and shared TNCs. This approach uses many carrots and one stick with the following features:
1. No on-street parking (the stick). This frees up on-street parking for contiguous bike lanes.
2. One-Way streets (optional…decreases the number of left hand turns)
3. Bicycle lanes interconnected throughout the city on one side of the street, side A with an optional thin curb to protect the bicycle lanes.
4. On side B, buses and taxis have loading zones. Side B also allows permitted parking for service and delivery vehicles.
5. Shared taxi-mandate by cities require that ALL taxis and TNCs accept passengers up to maximum capacity and are constantly dropping off and picking up passengers.
6. Taxis / TNCs mainly serve first and last mile and connect to public transit.
7. Public transit converts to forms of Bus Rapid Transit and / or Express service.
8. Fares are served through integrated cards such as the S.F. Bay Area’s Clipper card.
9. Taxis and TNCs convert to electric vehicles and increase the number of convenient bike carriers.
10. Some car garages convert to bike garages or housing. Once fully adopted, parking lots could convert to housing.
11. Reduced speeds.
12. Just transition for all.

One powerful advantage of taxis / TNCs is that they don’t need parking, rather they need access to loading (pick-up and drop-off) and storage (with electric charging stations) when not in operation. Shared taxis rely on directionality to enhance their efficiency, that is, they accept passengers if they are going in the same general direction. They are completely flexible and can respond to needs as they arise. Generally, they’re not door-to-door service but drop passengers close enough (within easy walking distance) to their destinations.

The supply and demand of shared taxis / TNCs needs to be carefully calibrated to ensure their reliability and convenience.

Other important advantages are the facts that conversion to this system is relatively “shovel ready” and capable of providing jobs which are critical for a stable society.

Imagine if shared taxis / TNCs could transport more than 10 times the number of passengers that they currently serve. If the public adapted to this transportation alternative then it would be possible to see a radical reduction in VMT, increase in alternative electric transportation, and increased connectivity. You could get where you wanted to go, when you wanted to go, without the need to find parking.

Car Free Days have demonstrated that it is possible to reduce personal car use without reducing mobility and access. They could be used as a learning / training exercise for cities to adopt changes necessary for survival.

There are plans for shared, electric, autonomous vehicles but there is a significant delay with autonomous adaptation. Shared and electric are possible now.

Thank you,

Ann Hackett

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