In advance of the 2022 elections, we tracked important transportation-related votes of our Councilmembers, asked our candidates for Mayor and City Council questions about issues and positions important to our members, and then hosted virtual forums, where we asked follow-up questions. Recordings and answers are below.
Here’s the Mayoral Candidates’ Forum video:
Here’s the Council Candidates’ Forum video:
Questions
1. This summer Alameda awarded a county-funded contract to develop a Project Initiation Document for the West End Bicycle and Pedestrian Bridge. This is a regional project, and the study is being funded regionally, specifically by the Alameda County Transportation Commission. Do you support using additional regional, state, and federal funds to develop this bridge? If so, what will you do to help move it along? If not, what is your plan for additional egress for the West End of Alameda, where the majority of Alameda’s new housing is being built, and how do you envision your solution being funded?
MAYORAL CANDIDATES
Marilyn Ezzy Ashcraft. Not only do I support using additional regional, state, and federal funds to build a bicycle-pedestrian bridge between Alameda and Oakland, I am actively advocating to do so. The bridge proposal has been favorably received in meetings this year with federal DOT officials, the U.S. Coast Guard, and Caltrans. The Bipartisan Infrastructure Bill includes grant funds for bridge construction. Now is the perfect time to embark on this ambitious regional project.
Trish Herrera Spencer. I joined other councilmembers in supporting this agenda item (July 12, 2022 City Council Agenda, Item 5-B https://alameda.legistar.com/View.ashx?M=A&ID=919172&GUID=949014E4-DB28-464F-868E-8011CAB0B6BC). Here’s the video link: City Council on 2022-07-12 7:00 PM – ZOOM (granicus.com).
In response to my questions, staff shared that:
- The Senior Transportation Coordinator responded the model is based on assumptions in the travel demand model developed by the region pre-pandemic.
- Councilmember Herrera Spencer inquired whether there has been no correction and review since the pandemic, to which the Senior Transportation Coordinator responded the consultant will go back and update the numbers during this phase; stated the scenario of the Oakland A’s stadium being approved will also be reviewed.
- Councilmember Herrera Spencer inquired whether the bridge will accommodate motorized bicycles and scooters used by disabled persons, to which the Planning, Building and Transportation Director responded in the affirmative.
- In response to Councilmember Herrera Spencer’s inquiries regarding vehicles and emergencies, the Planning, Building and Transportation Director stated the bridge is expected to accommodate emergency vehicles and will be used in emergency response in the event of a major earthquake; in an emergency, the bridge could be used for supplies and emergency vehicles, but not cars.
- Councilmember Herrera Spencer stated City money is not being used, only regional money; inquired whether the effort will take a year and a half.
- The Planning, Building and Transportation Director responded it is an 18 month effort; stated four to five different locations for the bridge will be reviewed; noted regional organizations helped pick the consultants, which are the best consultants available.
- Councilmember Herrera Spencer stated that she plans to support this step; it is important to figure out options; driving through the Tube is very hard; she is fine with looking at the Oakland stadium, but the bigger issue is the impact of people working remotely.
- Councilmember Herrera Spencer inquired whether golf carts would be allowed, to which the Senior Transportation Coordinator responded it depends on the structure and how much weight can be supported; supporting more weight makes the project more expensive and less feasible.
See, July 12, 2022 City Council Minutes, pages 3-5. https://alameda.legistar.com/View.ashx?M=M&ID=919172&GUID=949014E4-DB28-464F-868E-8011CAB0B6BC
COUNCIL CANDIDATES
Paul Beusterien. I support the pedestrian bridge linking Alameda and Oakland. With the ongoing and projected growth on the west end of Alameda, we need additional travel options between the two cities. The bridge provides an option for cyclists and walkers, as well as easing the congestion on the tube for drivers. I will encourage staff to continue to apply for Measure BB and other funding sources to continue the project. In addition, I support the proposed BART stop in Alameda.
Tony Daysog. No, I do not support seeking or using additional funds to develop this $200 million bridge. Let’s implement a water shuttle program instead, which we are on the cusps of implementing and that I’ve voted for (https://bit.ly/3f5mjVm). With respect to funding, the June 21, 2022 staff report regarding the water shuttle program said it all: “Staff proposes to apply to the Alameda CTC’s 2024 Comprehensive Investment Plan (CIP) grant program for a grant to cover 25% of the program costs, the maximum allowed. Staff is working with private and non-profit partners to raise the remaining 75% of the operating funds. The current projected operating costs for the five day service described above is estimated to be between $1.4 million to $1.9 million annually. At this time, after many discussions, City staff and the City’s private and non-profit partners believe there is a very real opportunity to raise the funds and implement a two-year free water shuttle pilot program, if: (1) Alameda CTC approves the grant to cover 25% of the operating costs; and, (2) The City contributes $75,000 each year for a total of $150,000 over the two years.”
Hannah Groce. I support using additional regional, state, and federal funds to develop a West End Bicycle and Pedestrian Bridge and would move it along by continuing the collaboration between jurisdictions that would benefit from its completion. I would also ensure we are doing comprehensive public engagement with groups that have not been included in the process thus far, because I think far too often we are not engaging the voices of those who might not feel empowered to participate in the process, and therefore their needs are not being fully considered. To ensure we have community buy-in throughout Alameda and Oakland and that people are actually using the Bicycle and Pedestrian Bridge, I want to make sure we’re listening to the voices of all constituents and also able to explain to them how this project will serve the region and improve quality of life here by increasing our connection to surrounding areas and decreasing our reliance on cars. I would continue to foster conversations with leaders in the region to move the project forward as well.
Tracy Jensen. Bike Walk Alameda worked hard to get the Measure B/BB funding for the West End Bicycle and Pedestrian Bridge blueprint. If I am elected to the City Council I will take the lead to solicit and obtain regional, state and federal funds to complete the project. I will work with MTC to obtain additional Measure B/BB funds for this project, and for Alameda Street improvements – especially to address access/egress from Alameda’s West End. As with the historic racism of Alameda’s Measure A, the inattention to all transit options for the West End of Alameda is an historic bias that must be addressed.
Jim Oddie. It’s been exciting to see the progress made on this project in the last two years, including obtaining concurrence from the Coast Guard on the completed study last year. As the question notes, and council debate has been clear, this is a regional project that will not be funding by the City, but by other sources – which I support. As noted in the following paragraph, I have a strong record of helping move this project along and would continue to do more if elected. I have excellent relationships with our state and federal elected officials and would advocate for funding with them. Moreover, as a policy body, the council should continue request that our federal and state lobbyists prioritize funding for this project, and work collaboratively with our regional partners in these efforts.
In contrast to two long-serving elected officials also in this race (one who has opposed, the other who has been silent), this has been a project I have been proud to support since its inception. When I worked for Assemblymember Bonta, I set up a meeting with advocates of the project with the Assemblymember to generate momentum for this project. I voted to approve the Transportation Choices Plan in 2018 that included this item as a transportation priority project. I voted to approve the CARP in 2019, which specifically identified the bike/ped bridge as a key project in moving toward the CARP goal of moving toward net zero GHG emissions. I voted to approve the tentative map for the last phase of Alameda Landing in 2019 – the approved master plan for this project required the developer to provide access for the landing of the proposed bike/ped bridge. This is an area where I am proud to have led, with actual results.
2. The final version of the Active Transportation Plan is currently being developed and will be presented to Council in December. The draft plan includes “low stress” options for our high-injury commercial districts, specifically Park Street and Webster Street. Of the reconfiguration options presented in the Draft Active Transportation, which would you support and why? How do you see the current parklets fitting into the mix?
MAYORAL CANDIDATES
Marilyn Ezzy Ashcraft. Since I will vote on the ATP when it comes to Council in December it would be inappropriate for me to support one option over another before the item comes to us in a public meeting, when we hear from City staff and the public, ask questions, and deliberate. However, it is essential to make walking and biking safer in our commercial districts, and all over the city, to incentivize people to choose these options over driving. Parklets provided increased dining options, especially during the height of the pandemic, and they continue to be popular. The City is working to assure safe design and construction for all parklets.
Trish Herrera Spencer. I look forward to reviewing the document, staff’s comments, hearing from the public, and Council deliberation. I pledge to carefully weigh all comments and considerations before making my decision. As a sitting Councilmember, I believe it’s appropriate to wait until the matter comes before Council to make my decisions.
COUNCIL CANDIDATES
Paul Beusterien. I would choose Option A over Option B. Given that both Webster and Park often have many pedestrians and they are historically high-injury areas, going with the safer Option A seems clear. However, for that reason I’m not sure we should be investing in either option. We might want to prioritize safe bicycle, and maybe car routes, on Oak and 5th or 6th for those traveling north/south whose destination isn’t Park or Webster.
I’m supportive of the parklets. With Alameda’s generally pleasant weather, outdoor eating areas are great for Alameda restaurants and their patrons.
Tony Daysog. I support the current configuration of one-lane Webster Steet (from Central to Pacific Avenue), including parklets, as well as the current configuration of Park Street (from San Jose Avenue to Santa Clara Avenue, including parklets. I really like how the parklets have activated especially Webster Street — it is so nice to see people enjoying themselves, say, in front of the Fireside. I really like how the one-lane configuration has slowed vehicular traffic down Webster and Park. With respect to parklets, I will encourage the city to work with business districts so as to establish higher standards with respect to aesthetically-pleasing and wee-bit more elegant design.
Hannah Groce. It’s challenging for me to envision exactly how the parklets would fit in with the options presented, but I imagine it would be similar to how San Francisco has reimagined Valencia Street’s redesign in light of the addition of parklets to make allowances for their continued existence. Parklets have offered a lifeline for businesses on Park and Webster during the pandemic and I would like any future design for improved street safety to incorporate the parklets. Protected bike lanes can exist with parklets, and one way to do this and evaluate it seems to be with quick-builds that would allow us to make reversible alterations to the street and adjust as necessary based on data from real-world application. I think this would be a good way to address both Park and Webster because the future of parklets is uncertain, but in the near-term they are here to stay and are an asset to the community. Option B (standard bike lanes) for both Park and Webster seems easier to adjust to include the parklets than option A.
Option B seems more likely to have adequate space for the parklets to remain and for mass transit and bicycles to still make it through the street safely. Until I see the final version with allowances made for parklets, it is hard for me to say definitively which one seems most feasible, safest, and most likely to reduce injuries on Park Street and Webster Street. If the parklets did not exist, I would support option A for both streets.
Tracy Jensen. I support Option A for Park Street, in order to protect bicyclists and allow for continued bus operation. However, I would actually like to see an option to remove all parking and buses from Park Street. This would improve pedestrian and bicyclist safety, and encourage additional parklets. Alameda should move towards a automobile free Main Street concept for Park Street.
Webster Street has fewer options to move buses to nearby streets and I would support Option A because I think that separated bike lanes are more ideal, and more safe, than a painted buffer.
Jim Oddie. I’ve supported Option A (separated bike lanes) for Park Street and Option A (separated bike lanes) for Webster Street as well, as these are the safest, most inviting, and logistically sensible options. On the council I was a leader in supporting lane closures on both commercial main streets during COVID-19 as well as encouraging the city and business associations to temporarily/occasionally closing these streets during the COVID pandemic to activate these areas for bicycles and pedestrians. I co-authored the referral to direct grant funding for the construction of the safe parklets, which have further activated parts of the street once used for automobiles. I believe the City should be more supportive of businesses who desire parklets so they can become a permanent part of these two commercial areas.
3. Personal transportation is the largest single source of carbon emissions in California and the Bay Area. The largest share of transportation emissions come from single-occupancy vehicles. What do you see as the quickest and most cost-effective way to achieve a substantial reduction in transportation-related GHG emissions? And if elected, what actions would you prioritize to bring about a substantial reduction in transportation emissions?
MAYORAL CANDIDATES
Marilyn Ezzy Ashcraft. I would provide viable alternatives to single-occupancy gas-powered vehicles by supporting public transit. We opened a third ferry terminal in 2021 and a free (to ferry riders) feeder bus between the Fruitvale BART Station and the new Seaplane Lagoon Ferry Terminal. I also continually encourage residents to walk and ride bikes whenever possible. We must also continue to add bicycle and pedestrian infrastructure throughout the City.
Trish Herrera Spencer. For me, the relevant questions are what are the most realistic and reasonable ways to work towards reducing transportation-related GHG emissions. And, these questions must include considerations of safety for users. As many of you know, I was in a terrible bicycle accident almost four years ago. As a result thereof, I regularly ride the bus and BART to Oakland and San Francisco, including throughout Covid when many did not do so over Covid concerns. Unfortunately, I have encountered threats of physical assaults on both BART and the bus. I have also been stranded on BART indefinitely while they have had to abruptly stop to address police activity. There have also been numerous times of shorter delays. So, as much I’d like to encourage walking, bicycling and taking public transportation rather than single occupancy vehicles, I recognize that we must work towards providing multiple means of transportation to accommodate individual’s preferences and abilities, which are serious for many users. Improving safety on public transportation is critical; users should not have to endanger their lives to take public transportation, which is in fact what I’ve seen and been subjected to.
Additionally, I supported the continuation of Alameda’s free Loop Shuttle that provided service from Alameda’s senior assisted living communities to local shopping centers and Mastick Senior Center. Many seniors and their family members expressed concerns with the elimination of the Loop Shuttle and opposed the switch to AC Transit bus passes, requiring them to walk farther distances to catch the bus, switch buses (transfer) rather than stay on the Loop Shuttle, wait at bus stops alone and ride AC Transit which is not as safe as the Shuttle, thus limiting their ability to remain independent as long as possible. The Loop Shuttle provided: “All routes stop at these common destinations: Alameda Hospital, Alameda Main Library, Alameda Theater, Kaiser Permanente, Mastick Senior Center, South Shore Center at Trader Joe’s / Safeway. The service is open to all, and provides preferential seating for seniors and people with disabilities. Riders are encouraged to board the shuttles at the designated shuttle stops and to explore Alameda. Shuttle drivers can assist riders with boarding and exiting the shuttle, securing wheelchairs and carrying up to five bags of groceries or a folding shopping cart.” That critical service was carefully planned to encourage seniors and people with disabilities to remain independent as long as possible and began while I was Mayor of Alameda, in 2017. New Shuttles Doing Loops | Alameda Sun I support revisiting this issue.
COUNCIL CANDIDATES
Paul Beusterien. We need to make single occupancy vehicles create less emissions and provide good alternatives to single-use occupancy vehicles. We also need to continue to reduce electricity generation from carbon.
● Work with AMP to incentivize EV use
● Charging station requirements for new multi-unit housing
● Incentivize battery use to mitigate the 4-9 pm peak usage challenge
● Solar and electricity-only requirements for new construction
● Continue to improve bus, ferry, bike, and pedestrian transportation alternatives
● Support nuclear, at least until electricity can be fully created without carbon emissions
As we add housing, we need to find ways to keep goods and services in close proximity. This planning will help to reduce automotive transportation for these essential trips.
Tony Daysog. Let’s use public assets such as a few parking spaces along streets next to local neighborhood parks and place electric vehicle charging stations there. BTW, let’s also take out the reference in the CARP to the toll on outbound vehicular traffic via the Posey Tube.
Hannah Groce. Since the state is already planning to stop the sale of new gas vehicles after 2035 in favor of lower electric vehicles, which should make a difference in the level of greenhouse gas emissions statewide. Locally and in the near term would be to install more bike racks throughout the island in high traffic areas, so that people are less inclined to get in single occupancy vehicles when they could cycle. Additionally, I would push to increase the number of electric car charging stations (powered by clean energy) in high traffic areas, so that people are more apt to purchase and/or use electric vehicles to travel when they cannot travel via public transportation or active transport. In addition to that, I would push to increase the use of clean fuel sources for our public transportation to reduce GHG emissions further.
Tracy Jensen. Perhaps not the quickest or most cost-effective way to achieve substantial reductions in vehicle emissions would be to ensure that the Link21 transbay BART project includes an Alameda station. I think that making AC Transit buses more reliable and working with riders to improve service is the most immediate and efficient way to reduce vehicle emissions. If I am elected I will ensure that Alameda receives the benefit of Measure B/BB funds to develop projects like the West End Bicycle and Pedestrian Bridge. I will also look to federal, state and local sources of funds to develop options to make the Webster and Posey tubes safer.
Jim Oddie. This is another area where I have led while a councilmember. To prepare and mitigate the threat of climate change, while on council, we adopted our CARP, which included an integrated approach we called the “Climate Safe Plan,” which emphasizes reducing GHGs to achieve net zero carbon emissions as soon as possible.
The council during my term, approved a transportation choices plan, with aggressive goals for reducing single occupancy vehicle trips in and within Alameda, which will reduce traffic and reduce CO2 emissions. The plan had 2 overarching goals:
- Goal 1: Estuary crossings/decrease drive alone trips at estuary crossings, especially during peak periods
- Expand transit, bicycling and walking to/from Oakland and BART
- Expand transit and carpools to/from SF
- Goal 2: Alameda trips/increase the share of walking, bicycling, transit, and carpooling trips within Alameda
- Expand transit and achieve a low-cost or “free” rider experience within Alameda
- Improve bicycle and pedestrian safety within Alameda
- Improve mobility for all modes within Alameda
I am supportive of the projects identified in the plan, but wanted to highlight a few that I supported:
- Alameda Shuttle (now replaced by free AC Transit bus passes)
- Bicycle Master Plan – Central Ave. bikeway (was a leader in advocated for Bike Walk Alameda’s preferred option)
- I submitted the original Bike Share referral – but we’ve had nothing since 2019 when Lime Bikes abandoned Alameda
- Vision Zero safety plan
- Ferry access, parking improvements, and service expansion
- Water shuttles
- Alameda Point BRT and bus frequency increases (19 line brought back during my time on council, with AC Transit service to the west end ferry stations a top expansion priority)
- Long term: Bike/pedestrian bridge (see above), BART to Alameda
Also, while not related to transportation emissions, rather than let the CARP sit on the shelf, I coauthored a council referral with then-Vice Mayor John Knox White to declare a climate emergency in Alameda, which was passed unanimously. The emergency declaration, among other things, added an analysis item to every staff report to identify how each agenda item impacted GHG emission reduction. Another policy we passed was requiring all new residential development to be all-electric. One development project, approved prior to this policy change, implemented the change as part of a modification to their agreement with the City. Additionally, a recent Cal-Berkeley study showed that broad use of electric vehicles would reduce the major GHG responsible for climate change/global warming – vehicle emissions. I’ve been a leader here with the Climate Emergency Declaration. But our CARP recognized that EVs aren’t the only solution – we still need to reduce trips and VMT.
4. What specifically will you do to improve street safety in Alameda? Who will you rely on for guidance, and how are your decisions informed by data?
MAYORAL CANDIDATES
Marilyn Ezzy Ashcraft. We have excellent City transportation staff and I rely on data they collect to make informed decisions about street safety improvements. I am also informed by advocacy groups like Bike Walk Alameda and, as Alameda’s representative on the Alameda County Transportation Commission, I learn what other cities in our county are doing to increase walking and biking in their communities.
Trish Herrera Spencer. I have suggested the use of speed bumps, lumps, physical modifications to help slow traffic. However, I have concerns with the implementation of “road diets” in Alameda. For example, on Otis, between Bay Farm and South Shore Shopping Center the addition of the right turn only lane at Broadway when heading east on Otis, has resulted in traffic regularly being backed up past Versailles, and even Mound, resulting in cars idling as they wait in traffic and dangerous driving situations to merge onto Otis from cross-streets. I first go to staff’s recommendations and analysis in the staff report and oftentimes ask staff clarifying questions prior to the Council meeting. I review all emails received from the public before Council meetings. I research data available online and sources referred to by staff and community members. Finally, during Council meetings, I listen to staff’s presentation and responses, public comments, and Council deliberation before making my decisions.
COUNCIL CANDIDATES
Paul Beusterien. The Vision Zero Action Plan is a comprehensive framework for improving street safety. I’m especially interested in focusing on safe school routes, so that children and their parents are comfortable and safe walking and biking to school. This has the multiplicative effect of getting many cars off the road at times when roads are most congested.
Data-driven decision making is core to who I’ve been as a software engineering and community leader. One good thing about street safety is that there are plenty of examples across the country about the viability of different options that can help us make informed decisions about what to do in Alameda.
Tony Daysog. (1) Let’s increase the number of police staffing in the Traffic Division. Not too long ago, we averaged 5 to 6 sworn police officers in the Traffic Division; I believe today we’re down to 2 to 3. It goes without saying that with 5 to 6 officers, APD data shows that the amount of speeding violation enforcement actions is double that of enforcement action occurring with 3 officers. That’s obvious — but what that means is that today too many speeding violations go uncaught resulting in a culture of “speeding is ok.” (2) As part of Vision Zero, we’ve included (although have not implemented) limiting traffic speed to 20 miles per hour speed limits in certain areas such as around schools: let’s implement that given the connection between the direct relationship between injury\death and speed of a moving vehicle, with higher levels of injury and death beginning with collisions occurring involving cars traveling 25 MPH.
Hannah Groce. I would push for both permanent and short-term (e.g. Slow Streets) traffic calming measures throughout the island that slow drivers down in residential neighborhoods and in our business districts. In order to inform where changes should be and what they should be, I would rely on the experts in the city and region for guidance on how to improve street safety. Those experts include MTC, Alameda’s Transportation Planning department and Transportation Commission, and other local and regional jurisdictions’ leaders. In addition to that I would use conversations with constituents using the streets to inform the decisions I make on proposed changes to infrastructure and ensure that we are using data to inform decisions about what is safest, while also fully considering feedback received from constituents. We have a fair amount of data about which corridors are high injury zones for each mode of transportation and this data can inform the improvements we need to make to each area to address its highest challenge. West of Webster we have high injury zones for car transportation, and Grand and Park Street are high injury corridors for bicycles–this is the kind of data that informs what kinds of changes need to be made to specifically address the challenges of an area.
I have noticed over the years that many people seem unsure of what the laws of the road are for cyclists, pedestrians, and vehicles, which leads to unsafe roads. While I recognize that education campaigns are not particularly helpful in terms of changing behavior, I do think if we were all working from an understanding of the rules it would be safer to travel in Alameda. It could be valuable to have organizations like Bike Walk Alameda work with the city to inform residents on safer usage of the streets and collaborate on programs that inform all users of the road how to do so safely could be an additional piece of the puzzle to ensure our streets are safer.
Tracy Jensen. I will advocate for street calming measures, including retention of some Slow Streets, placement of barriers at some intersections and more speed bumps in residential neighborhoods. The NHTSA and the CA Office of Traffic Safety are good resources to learn about barriers, options and best practices. In Alameda, the most immediate and persuasive guidance comes from organizations like Bike Walk Alameda and from residents who walk and bike through Alameda streets. The Alameda Transportation Commission is an effective resource for vetting of ideas and informing Council of transportations barriers. Data is always the best way to illustrate a problem; unfortunately this data comes from traffic collisions.
Jim Oddie. When we discussed the pedestrian/automobile accidents during my last year on council, we focused on the “4 E’s” – enforcement, engineering, education, and enactment. I favor traffic safety enforcement, especially around schools, pulling over people over for tinted windows, broken taillights, expired registrations, etc. Educating our residents is important and the work of people like Heather Little and Alameda Peeps has helped raise awareness of bike/pedestrian safety. We also need more work on infrastructure/engineering. The fourth “E,” enactment, means we need the Legislature to enact laws that give us more control over our ability to improve road safety.
As noted in the subsequent question, as a policy-making body, the council needs to fund the projects and staffing levels required to implement Vision Zero. We must also back up our values with our votes and support the various projects that come before us, such as the Grand Street cycle track. As a policymaker, the council needs to rely on experts such as our transportation planners, transportation commission, commission on disability issues, traffic safety experts, community groups like Bike Walk Alameda and SPUR, and regional transit agency (ACTC, MTC) staff. My record on the city council demonstrates that I lead using data, rather than anecdotes, or “personal knowledge.”
5. Our Vision Zero Action Plan and Active Transportation Plans list many actions that will greatly improve safety and mobility for everyone in Alameda. However, we have very limited staff, and even the existing workload is often too much, resulting in delays. How will you, as a council member, address this bandwidth issue to ensure this important work gets done by the timelines proposed?
MAYORAL CANDIDATES
Marilyn Ezzy Ashcraft. We may need to add additional staff to complete this important work.
Trish Herrera Spencer. Currently, the City does not have a City Manager and is on its second Interim City Manager while going through the City Manager hiring process, which may or may not be completed before the November, 2022 election. I will do my utmost to hire a competent City Manager. It is then the City Manager’s job per their job description in the City Charter to hire and allocate City Staff as they deem appropriate. It is not appropriate under the City Charter for Councilmembers to interfere with the City Manager’s hiring of staff in the City’s Transportation Department. I will respect that demarcation and carefully review and consider requests, if any, by the City Manager for additional employees.
COUNCIL CANDIDATES
Paul Beusterien. The Vision Zero Action Plan groups priorities as short-term, medium-term, and long-term. The council should work with the Transportation Board on a finer-tuned prioritization to determine where to make progress. Since Vision Zero is one of many initiatives for the city to drive, we’ll need to balance with other priorities to see if we can increase the bandwidth.
Tony Daysog. Focus attention on implementing programs where the incidences of traffic violations occur frequently, including revolving the programs around different areas exhibiting similar rates of traffic violations such as speeding. For example, for two months, we might locate increased number of Traffic Division police officers on Fernside Boulevard between High and Versailles; then, move the program to another place such as Fernside between High and Central; then, two months later move yet again to another area such as Lincoln Avenue between Willow and Grand, etc., etc. PS: I voted for the Vision Zero Action Plan.
Hannah Groce. If elected, I would ensure that I was apprised of the entire Vision Zero Action Plan and deadlines and that I was not asking staff for information that was already contained in their reports. I think it is essential to be as informed as I can possibly be, so that I am only asking staff things that are not readily available elsewhere. Where possible, I would review existing data and also ensure we are hiring and retaining the staff necessary to do this important work without interruption.
Tracy Jensen. I will focus on Vision Zero as a council member, and I will make sure that there is an ongoing City commitment to the Vision Zero objectives. I will establish and monitor a City-wide task force and require regular assessment of progress. Measurable outcomes will include the establishment of specific safety improvements and reduced traffic collisions. I will work with the City Manager to identify barriers to Vision Zero implementation, including the options for restructuring the Planning, Building and Transportation Department. Vision Zero will not happen without City Council leadership, and mandated participation of Department managers, and the funding to make change.
Jim Oddie. The Vision Zero Action Plan, like other plans approved by the city, means nothing if it is placed on the shelf and ignored. Goal 2 specifically calls out the need for institutional commitment to Vision Zero throughout city government, and includes ongoing, dedicated funding and support in the budget for staffing. As the policy body, this is where city council can have the most impact.
6. Which forms of transit and active transportation (bicycling, walking, scooters, wheelchair) do you use on a regular basis and for what types of trips?
MAYORAL CANDIDATES
Marilyn Ezzy Ashcraft. I love riding my bike! I grew up in Alameda and rode my bike everywhere. Then I went off to college at UC Davis, a total bicycle campus where almost everyone rode a bike. Now I ride my bike to City Hall some days, to run errands around town, and just for fun.
This year I rode a snazzy (and fast!) electric bike in the 4th of July parade, but my lovely Bianchi gets me everywhere I need to go.
I also enjoy taking walks; it’s a great way to see different neighborhoods, say hello to other walkers, and pet dogs.
Keep walking and biking, Alameda!
Trish Herrera Spencer. As a result of a bicycle accident (Bike for the Parks) almost four years ago, I no longer am able to ride a bicycle or walk for errands, as I’m limited in what I can carry. Additionally, I was physically assaulted in the daytime near Shoreline and Grand in November, 2021 and limit my transportation choices to those which I feel most safe. Thus, I mostly drive or carpool within town and take BART, buses and the ferry for appointments to Oakland and San Francisco, as it’s difficult for me to drive longer distances.
COUNCIL CANDIDATES
Paul Beusterien. I commute to work by bicycle and ferry. I usually walk to Safeway for grocery shopping. I do about three hour-long walks a week for exercise. Other trips are a mix of bicycle and primarily solar-powered EV driving.
Tony Daysog. I regularly walk to shop at Grocery Outlet and stores and eating places and coffee. shops on Webster Street. I walk to the Washington Park Tennis Courts and I walk along Shoreline. I drive from my home near Webster Street to visit my girlfriend who lives on Broadway near Otis Drive.
Hanah Groce. I use a combination of AC transit, BART, ferry, and Muni walking to get to work. When I’m traveling within my neighborhood or in town I try to walk or use my bike as much as possible to do things like go to the farmers market, go to the post office, or go to local restaurants and coffee shops. One thing I have often wished for over the years is that Alameda had its own BART station and that the ferries ran more frequently and for longer hours–and while I know both of those things would be costly to implement–I think these modes of transit being more accessible would increase the number of people using public transport versus traveling in single occupancy vehicles, especially when commuting.
Tracy Jensen. I work at home, and I benefit from Alameda’s walkability and bikeability. I regularly use my bicycle for short trips in Alameda. From my home to Southshore or Harbor Bay is a 10 minutes bike ride. My dog Ready often joins me on these trips. Walking is another pleasant way for me to get out to visit friends, or Lincoln Park, or Nob Hill and Encinal markets.
Jim Oddie. In early 2019, I accepted a job where I work remotely (even before COVID), so my commute is now from the front bedroom to the back bedroom/office. My spouse was a regular user of AC Transit (line 19) and BART pre-COVID, but now is also a permanent remote employee. We walk where we can.