Podcasts about Complete streets

Cities across the US are rethinking streets, going beyond sidewalks and bike lanes to welcome nonmotorists to share the roadway. David L. Prytherch, author of Reclaiming the Road: Mobility Justice beyond Complete Streets, traces the historical evolution of America's streets and explores contemporary movements to retake them from cars for diverse forms of mobility and community life. Can we design more just streets? Here, Prytherch is joined in conversation with Mimi Sheller and Peter Norton.David Prytherch is professor of geography at Miami University in Oxford, Ohio. He is author of Reclaiming the Road: Mobility Justice beyond Complete Streets; Law, Engineering, and the American Right-of-Way: Imagining a More Just Street; and coeditor of Transport, Mobility, and the Production of Urban Space. Mimi Sheller is Dean of The Global School at Worcester Polytechnic Institute. Sheller is founding co-editor of the journal Mobilities, founding co-director of the Centre for Mobilities at Lancaster University, England, and past president of the International Association for the History of Transport, Traffic and Mobility. Sheller is author of Mobility Justice: The Politics of Movement in an Age of Extremes.Peter Norton is associate professor of history in the Department of Engineering and Society at the University of Virginia. He is author of Fighting Traffic: The Dawn of the Motor Age in the American City and Autonorama: The Illustory Promise of High-Tech Driving.REFERENCES:John UrryThe Death and Life of Great American Cities / Jane JacobsPeople for Mobility JusticeRobert MosesComplete StreetsThe UntokeningKimberlé CrenshawPraise for the book:"Reporting from the front lines of recent post-pandemic physical and cultural transformations of public space in nine major American cities, David L. Prytherch raises profound questions about what streets are for and how they might be equitably shared. The result is a fresh, hopeful vision for intersectional mobility justice and public placemaking."—Mimi Sheller, author of Mobility Justice: The Politics of Movement in an Age of Extremes"David L. Prytherch gives a crisp, clear, and accessible narrative of the movement to reclaim public streets after one hundred years of domination by private automobile interests. Steering us through the politics of streets during the Covid-19 pandemic and recovery, this is a refreshingly innovative and optimistic book for anyone concerned about our urban mobility future."—Jason Henderson, coauthor of Street Fights in Copenhagen: Bicycle and Car Politics in a Green Mobility CityReclaiming the Road: Mobility Justice beyond Complete Streets by David L. Prytherch is available from University of Minnesota Press.

Plus: Virginia's future in RGGI, bacterial meningitis at UVA and other stories.

Learn about the debate surrounding Vancouver's Complete Streets project and the grassroots efforts to challenge the city council's decision. Visit https://www.clarkcountytoday.com/news/save-vancouver-streets-vows-to-continue-fight-after-city-takes-no-action-on-its-initiative www.ClarkCountyToday.com for the full story. #Vancouver #ClarkCounty #LocalNews #SaveVancouverStreets #CompleteStreets

Clark County Today discusses whether voters should decide on vehicle lane removals for initiatives like Complete Streets. https://www.clarkcountytoday.com/opinion/weekly-poll-should-voters-decide-on-lane-removal-projects #weeklypoll #laneremoval #CompleteStreets #ClarkCountyWa #localnews

Frustrations rise in Vancouver as a new road design at SE 34th Street and 164th Avenue causes traffic headaches. The city's Complete Streets changes have left drivers struggling with new lane assignments and illegal left turns. Read the full story at https://www.clarkcountytoday.com/news/traffic-frustrations-rise-at-new-design-at-34th-street-and-164th-ave on www.ClarkCountyToday.com. #TrafficFrustration #CompleteStreets #VancouverWa #ClarkCountyWa #LocalNews

My guest this week is Lawyer Lisa Miron. We discuss some of the elements of global control being introduced through municipal bylaws and federal legislation: Complete Streets, the Global Covenant of Mayors and Bill C-293. Lisa explains how all these so-called environmental initiatives are tied together and leading us step-by-step into a world of mandatory densification, food shortages and restricted movement.Check out Lawyer Lisa's Substack at: https://lawyerlisa.substack.comComplete Streets for Canada: https://completestreetsforcanada.caGlobal Covenant of Mayors: https://www.globalcovenantofmayors.orgC40Cities:https://c40.my.salesforce.com/sfc/p/#36000001Enhz/a/1Q000000MdxA/V3QLW6RLSz3O1N7QGaBkJC_ezIfKteg_zgIe5o57GFI

The city's budget deficit, homelessness, progress on the interstate bridge, and the city's plans for what it describes as Complete Streets brought out passionate responses from those who attended a community forum Monday night at Firstenburg Community Center. https://www.clarkcountytoday.com/news/vancouver-mayor-city-council-members-hold-community-forum-on-a-number-of-topics/ #CityOfVancouver #MayorAnneMcEnernyOgle #CityCouncilMembers #CommunityForum #Issues #Budget #Homelessness #InterstateBridgeReplacement #CompleteStreets #CitizenInput #FirstenburgCommunityCenter #VancouverWa #ClarkCountyWa #ClarkCountyNews #ClarkCountyToday

On this episode of In Clear Terms with AARP California, host Dr. Thyonne Gordon sits down with Tim Morstad, a Government Affairs Director for AARP's Livable Communities national team. Tim joins Dr. Gordon to  discuss how complete streets benefit people of all ages, models for complete streets that communities can follow, and how both residents and local governments can create safer streets. Listen in for another important episode of In Clear Terms, brought to you by AARP California. Follow UsTwitter @AARPCAFacebook @aarpcaliforniaInstagram @aarpcaPresented by AARP Californiawww.AARP.org/CA

In this episode, I review the third year of my 4-year term, elected May 10, 2021. My term ends in May 2025. Please know that I am one of five (5) Council members, and differentiate our accomplishments as a Town Council, versus my activities.  References:La Plata Bikeway Adequate Public Facilities Ordinance (APFO)Development Capacity AnalysisWhat is Complete Streets and Why?! Fiscal Year (FY) 2025 Budget ProcessThis concludes this latest La Plata Town Council Ward 4 Update. I hope you find this podcast informative and useful. Let me know what you think. I look forward to your questions and comments. My email address is djenkins@townoflaplata.org Talk to you soon!

May is National Bike Month, and we're dedicating Wednesday's show to the topic of bike infrastructure in Southern Louisiana.  Baton Rouge and New Orleans have been rated as some of the most dangerous places for cyclists in the country. An analysis of data from the National Highway Traffic Safety Administration ranks East Baton Rouge Parish the fourth-most dangerous place to cycle in the United States. New Orleans is the sixth-most.  We'll talk with two people advocating for bicycle riding and bicyclists in Baton Rouge and in New Orleans. We'll talk with a former city planner in Lafayette. And we'll also hear about how the decisions surrounding how we build our cities affect how easy it is to walk and bike. We're joined by Mark Martin, chair of the Complete Streets advisory committee of the City-Parish of East Baton Rouge; Allene La Spina, executive director of Bike Easy in New Orleans; and Carlee Alm-LaBar, chief of staff based in Lafayette for Strong Towns, a national organization that addresses urban development and city planning practices. _____ Today's episode of Louisiana Considered was hosted by Adam Vos. Our managing producer is Alana Schreiber; our contributing producers are Matt Bloom and Adam Vos; we receive production and technical support from Garrett Pittman and our assistant producer, Aubry Procell. You can listen to Louisiana Considered Monday through Friday at 12:00 and 7:00 pm. It's available on Spotify, Google Play, and wherever you get your podcasts.  Louisiana Considered wants to hear from you! Please fill out our pitch line to let us know what kinds of story ideas you have for our show. And while you're at it, fill out our listener survey! We want to keep bringing you the kinds of conversations you'd like to listen to. Louisiana Considered is made possible with support from our listeners. Thank you!See omnystudio.com/listener for privacy information.

Vancouver's “Complete Streets” project has angered neighbors who say they had little or no input into proposed changes to 34th Street and McGillivray Blvd., and they have started Save Vancouver Streets and hope an initiative will stop some of the changes. https://tinyurl.com/3u84vdu6 #SaveStreets #CompleteStreets #McGillivrayBlvd #traffic #safety #neighborhood #SE34thStreet #McGillivrayBoulevardSafetyandMobilityProjects #CityofVancouver #VancouverWa #localgovernment #initiativeprocess #ClarkCountyWa #ClarkCountyNews #ClarkCountyToday

On this week's edition of the Talking Michigan Transportation podcast, a conversation about revisiting the state's Complete Streets policy, adopted by the State Transportation Commission in 2012.Amy Matisoff, whose duties include strategic alignment and outreach for the Michigan Department of Transportation (MDOT), explains why she's spearheading a survey of Michigan residents to get feedback on the existing policy and what they'd like to see revised or updated.Later, she talks about another of her roles as the department's tribal liaison and her work in that area.Some related links: How the U.S. Department of Transportation (USDOT) tracks policies across the countryhttps://www.transportation.gov/mission/health/complete-streets-policies  Smart Growth America's overview of Complete Streetshttps://smartgrowthamerica.org/what-are-complete-streets/ A WXYZ-TV story on the surveyhttps://www.wxyz.com/news/mdot-launches-survey-to-help-improve-roads-for-pedestrians-and-vehicles

Some of today's top storiesIt's an ongoing concern in Kern County... pedestrian safety.    And now two pedestrians are dead this morning... following seperate crashes in the same day.One of them happened last night in southeast Bakersfield at the intersection of Cottonwood and East Pacheco Roads.    You can see several emergency vehicles responding to the crash.     Police say a woman was hit by a pickup truck.    She died at the scene. Earlier yesterday, another person hit and killed in Delano.    CHP says a 55-year-old man was killed after walking into the path of an oncoming car.    By our count, these were the 11-th and 12-th pedestrian deaths in Kern County so far this year. You can let your voice be heard about how pedestrians, bicyclists and drivers share Bakersfield roadways this Monday. Blue Zones Project is hosting the "Complete Streets Leadership Seminar."     It all starts at 9 A-M at Lino's Venue in downtown Bakersfield.    Otganizers say Monday's seminar will explore the "Complete Streets" policy that advocates for safe and enjoyable roads for everyone.    Register at Bakersfield dot Blue Zones Project dot Com 

Top headlines for Feb. 20, 2023: Second reading of Folly Beach short-term rental ordinance lead to new changes Jimmy Carter's one year in hospice sparks conversation about hospice care mythsCentury Aluminum to present economic impact study of aluminum industry TuesdayTraffic stop leads to arrest, drug seizure in Berkeley Co.Dorchester Co. shares survey results for ‘Complete Streets' initiativeCARTA moves to next phase of public transportation study‘I get kind of disoriented': Blind Charleston man's public housing unit not ADA-compliant ‘One of those transformational investments': $15M brings quantum computing to SCChange in proposed development still not satisfying James Island residentsBerkeley Co. Coroner's Office to release first annual report

Alejandra Roldán nos habla sobre el concepto urbano de “Complete Streets'' y el derecho a transitar del ser humano.

In this episode, Mark Fenton, Dr. Haley Cash, John Orr, and Cari Molin are in conversation about walkability in the U.S. Virgin Islands. They remind us that changes to the environment and cultural norms can facilitate changes in behavior, particularly when using a Complete Streets approach. By collecting baseline data, they were able to advocate for change and show the effectiveness of the crosswalk installation. This episode references the article titled “Program Infrastructure the Key to Success: A Pilot Crosswalk Installation to Promote Walkability, Pedestrian Safety, and Physical Activity in the U.S. Virgin Islands” by Desiree Terese Ross, BS, Haley L. Cash, PhD, MPH, John Orr, BS, and Mark Fenton, MS.

Some U.S. Cities are taking back streets from exclusive use by motor vehicles to protect and prioritize vulnerable road users – pedestrians and bicyclists – and to enhance neighborhood livability. This process is advanced under the banner of Complete Streets, streets designed and operated for all users. Atlanta, Georgia's variation is called Tactical Urbanism, a low-cost, quick-build approach designed to change the overall use and feel of streets and public spaces. To learn how Atlanta uses tactical urbanism, we talk with Betty Smoot-Madison, Deputy Commissioner of Planning for the Atlanta Department of Transportation.

Jeanie Ward-Waller is not a household name in California, but until recently she may have had the most important job in the state as far as Streetsblog readers are concerned. Ward-Waller served as the Deputy Director of Planning and Multimodal Programs at Caltrans, where she not only oversaw many of the great programs that we regularly highlighted at Streetsblog; but also served as the internal whistleblower to make certain the agency was working to meet its own climate and equity goals.   While we were all surprised when Politico announced earlier this fall that she was fired/demoted, in retrospect maybe the surprise was that she lasted as long and accomplished as much as she did.   Below you can find the audio of a twenty minute chat we had last week, and then a stack of links about her time at Caltrans and Calbike before that and then a lightly edited transcript of the podcast.   Jeanie Ward-Waller Streetsblog Highlights, going from most recent backwards:   Analysis of her reassignment I Lost My Job at Caltrans for Speaking Out Against Highway Widening 2021 Interview About Her Work at CaltransOn a panel about speeding up busesOn the challenges of incorporating equity: JWW created new Walk and Bike Technical Advisory Committee at Caltrans, with wider representationHired at CaltransAt CalBike advocating to get Caltrans to adopt a Complete Streets policy:SBCA gave out very few "Streetsies" and this was the best oneStanding up to California Transportation Commission   Interview Transcript:   Damien Newton So as mentioned in the intro, I'm here with Jeanne Ward-Waller, who recently was the Deputy Director of Planning and Multimodal Programs at Caltrans. We're talking today about some of the changes that have happened at Caltrans recently, including that she is no longer the Deputy Director of Planning and Multimodal Programs at Caltrans.    For those of you that don't know, Jeanne has been a frequent guest on Streetsblog, California, or I shouldn't say guest frequent source person quoted in stories. Not just with Caltrans...but before that she was with Calbike. When she was first put in this position, we were all very excited. And I'll actually put some links to some of our old Streetsblog California stories in the text that accompanies this podcast if people are interested. But having said all that, welcome to our podcast, Jeannie.   Jeanie Ward-Waller Thank you. Thank you, man. That's great to see you. Great to be with you.   Damien Newton Thank you. So I did mention that you have a much longer history than just working at Caltrans recently. So why don't we do a little bit of your biography to give some people that might not be as familiar with you an idea as to why there were so many people across the state really excited when you were originally tapped for this position to Caltrans.   Jeanie Ward-Waller Thank you. Yeah. I appreciate all those nice things. I am originally I don't know how far back you want me to go. But I'm a trained engineer. I did start my career as an engineer working in Boston. I transitioned into advocacy via a bike trip across the country, which was where I kind of cut my teeth on advocacy and fundraised for the Safe Routes to School National Partnership. And just like very serendipitously, at the end of that trip, I met the founder of that organization, Deb Hubsmith, who hired me to move to California and start working in advocacy here in Sacramento.    I consider myself so lucky, because I just absolutely...it was the career shift that I needed. I loved being in advocacy so much, and certainly have found my passion in the world of sustainable transportation. But I spent a couple of years working for Safe Routes to School, as you said, I then moved to the California Bicycle Coalition as a policy director there. And then found my way to Caltrans, about six years ago. I started at Caltrans as the Sustainability Program Manager, helping to build that program, which was really pretty new at the time, and had grown out of that Caltrans reform effort from about 10 years ago.    And so I was really excited...I felt like if I was ever going to try to make change inside of government, that that was the place to do it. And that program was new, growing and really came out of the idea of how do we change. The Department of Transportation and make it more modern, more oriented towards schools of climate inequity and community quality of life, the things that we want to see in our transportation system today. After a few years in that program, I was  appreciated and recognized for my brand of change.    I was promoted into the Deputy Director role over the planning and modal program, which is a pretty large portion of Caltrans, kind of the part of Caltrans is responsible for looking into the future and deciding how the policies and the work of the department need to shift. And that was my job. I took it very seriously because both as an advocate, and then as a civil servant, public servant, I felt like that work is really, really important.   Damien Newton When people describe what these positions were, the shorthand is, "It's Jeanie's job to make sure that Caltrans is actually trying to meet the climate goals that the governor and the legislature have put out." But sometimes shorthand is inaccurate. Sometimes it doesn't go far enough. Sometimes it glosses over. Is that  accurate? Were you the internal person who was trying to make sure that Caltrans was helping them meet climate goals?   Jeanie Ward-Waller It is accurate, but I wasn't the only one. There is also a deputy director of sustainability, who is a governor appointee. That person's job is also oriented around our climate goals. But because I oversaw the planning program, and also the modal programs, multimodal programs, which included our rail and transit programs; I was more on the implementation side of how we get future projects to be better aligned with our climate goals. And thus reach the goals that we have set out in our statewide plans like the California Transportation Plan, which the  legislature requires  that document show the path to our 2050 Climate goal; which is an 80% reduction in GHG, which is massive. So that's a very ambitious plan.  And somehow what we do today, and the projects that we're initiating, that are coming in the future; need to kind of put us on the path to those goals. So that was the work of the Planning Program, which was in my purview.   Damien Newton What are some of the things that you were able to work on at Caltrans that were exciting to you, or particularly things that you can point out and be," Wow, the six years that we've spent there up to now we're really worthwhile looking at these great things."   Jeanie Ward-Waller Oh, my gosh...so many things. And I'm incredibly proud of the time that I spent in Caltrans.    And I also want to say, it's not just me. I don't want to take credit for all of the great things that were happening. I was in a leadership position, which is important to help set the course. But there are just so many good people at Caltrans, so many people that I worked with that were on my team. Some work in different parts of the department that are really responsible for making change happen. And so, it was really fun work, a lot of things that I'm really proud of.    We were working on something called CSIS or the Caltrans System Investment Strategy. And that is a set of metrics that help us determine whether the projects that we're doing in the future are aligned with the goals that we have, not just climate, equity, safety; but multiple different policy priorities. And that, I think, is really fundamental to trying to make good decisions in the future. That's something that's still ongoing. It's not complete, it will be something that iterates over many years and gets better with time. But we've spent a huge amount of time on that.    Now, the thing I take a lot of pride in is helping to really create the equity program. I founded a Caltrans office of race and equity and brought people together from different parts of the department that were working on Native American liaison issues and  community engagement issues, and we created a kind of cohesive unit in headquarters that was responsible for leading that work. And there have been policy policies that have grown out of that work, also something that we call the equity index, which is also telling us about where and what are the characteristics of communities where we're doing projects? And how do we make them better, from an equity perspective, reduce harm, improve benefits.    So those are a couple of things.    There were other things that were actively underway, like we were working on transit priority policies and projects, which I think Caltrans has a huge amount of opportunity to improve how transit flows, especially, not just on the state highway system that Caltrans owns, but also across the system, often on local streets. That's also still underway. It's to be seen, what comes of some of those efforts. Without me there, I think all those things need a really strong champion to to really be implemented and live up to the goals that we have.   Damien Newton A lot of the headlines have used the word "fired," that you were fired, or let go from your position. But you were really internally reassigned, but the reassignment was done in such a way that it's just basically the same thing. Because you haven't left Caltrans, you're still there, but you're currently on family leave. Let's just untangle all of that at first so people can understand exactly what's going on.    Jeanie Ward-Waller Because I was in an executive role, it's a little bit of a unique state government position, where you can be terminated in an executive role. Because as I mentioned, before, I had come into Caltrans in a civil service classification as the sustainability program manager, I had return rights...legal rights to return to that classification. And based on the longevity I have at Caltrans actually one level above that level. The details are not that important, but functionally it is kind of a demotion, if I accept my rights of return, which I have I've done and at this point. I've been on family leave for the last month and a half, but I am still an employee of Caltrans.    But I will not return to Caltrans in the role I was in before and it's not clear what my role will be when I return   Damien Newton In the meantime your old position still exists. And hopefully, it's still working on some of these issues. It's been reported in a lot of the press, including Melanie and Streetsblog, California that the impetus for them making a change was really the opposition you were giving internally to a freeway project in the Sacramento region. I think a lot of us were sort of caught off guard when all this happened. I remember when we all read the Politico story,  at Streetsblog we're like, "wait, what's happening? Really? That doesn't make sense." Can you sort of explain what you think happened as best you can, without tripping on the legal case that you have against Caltrans? I mean, was this a surprise, or was it something you saw coming as you were expressing opposition to some programs, or some projects, that Caltrans was pushing that really weren't living up to the goals that the agency was publicly expressing?   Jeanie Ward-Waller Short answer is that it was a total surprise to me.    And I'll tell you, the reason that I was surprised by the change by the termination is that the questions that I was asking about this specific project in Sacramento are the kinds of questions I asked every day in my job at Caltrans: is this project aligned with our goals? Are we living up to the public benefits that we're claiming we will get from these projects? Those were the kinds of questions I asked every day as an employee of Caltrans.    And frankly, I felt like that was my job. I was put in a job where I'm a change agent. It's part of my job description, to sort of look into the future and figure out how the department needs to change. And so it would be me not living up to my duties in that job, if I wasn't asking questions, like I was asking. Frankly, as a public servant, I take really seriously that we need to be telling the truth to the public, and we need to create the required opportunities to have public engagement and public input to our work. So that requires being transparent, and also requires being honest in our analysis. And I was concerned that wasn't happening on those two projects that are the exact same location.    So it kind of functionally seemed like one project, but this location on I-80. I was very surprised by the termination. And the timing of it was right on the heels of me saying I was concerned about accountability. And not really seeing any response to those questions prompted me to say, "I really think this warrants an external audit, this is the kind of thing whistleblower opportunities exist for when you're asking questions, and they're not being answered, and nobody's taking it seriously. I just felt like I had an obligation to appeal to other forms of accountability and government. So again, none of that was different from what I had always done in my time at Caltrans. And so it was a big surprise. when the next thing to happen was that I was terminated in my role.   Damien Newton I'm  down here in Greater Los Angeles. Caltrans has been getting beat up a lot recently in the past week...I mean by Streetsblog, always...but in the past week in the mainstream press because of what went on with the I-10 fire in East LA. When we were doing our pre interview you were talking about how the role of Caltrans keeps changing and expanding. And to be fair to people working at the agency, it's really hard to keep up with all of the "extra things." 20 years ago, it was "build the freeways" and maybe be a landlord for some random houses along the 710 corridor.    But now there's all these different things they have to take into account. So I guess what I'm trying to ask is, how fair is it to just level  some of these larger accusations at the agency? How difficult is it to sort of be at Caltrans these day. You're someone who is got a few things to say about the agency, but you also bring a different perspective than I think your average person that just exists in California or even your Streetsblog editor.   Jeanie Ward-Waller I think it's incredibly hard, especially at the leadership level trying to make decisions about priorities. I think the job of Caltrans today is so much more complicated than it was, as you said, even 20 years ago. The crises of the past that Caltrans has dealt with and responded  incredibly well to are things like earthquakes and  damage to the system...mudslides. We see a lot of these emergencies, crises, where the system gets impacted severely, and Caltrans can respond in an incredible fashion, and usually does and I think will to this fire and the damage that was done to the 10 freeway. That is really the bread and butter and what Caltrans does really well.    And building and maintaining the highway system is what this agency was established to do and has done through its whole history. The "new stuff" is complete streets, and how do we deal with these other users that aren't in a car that maybe want to be in a bus or train or have options, or, maybe don't want to travel want to have like, options to not have to travel as much or as far. Those are like way more complicated problems that interact with air quality land use, community opinions, and all of this other complicated stuff.    Certainly being landlords of folks who are unhoused in particular is just such an intractable difficult issue and to think about engineers who are trying to build highways, suddenly having to figure out how to, like, take care of people. It's just...it's not what people came to Caltrans thinking that they would be doing. And so I do think that the agency's job has become incredibly complicated, and I'm very sympathetic to that. I think we need to appreciate what Caltrans does well, and keeping the roads open and keeping them working pretty well  is impressive. The other things are very hard. And there, it's gonna take a lot of time and a really strong push.    You need people like me, right? You need people to push for change to actually change an organization like that. And sometimes it takes a generation. You need to bring in all new people with all new ideas, trying to think about problems differently, before you really get true change in an agency.   Damien Newton All right, well, we are hitting our artificially created time limit of 20 minutes, but you know, it's the internet. So it's not like it's a hard and fast rule. I always like to close with the assumption that maybe there's something I missed or a question I didn't ask. So if there's a question I didn't ask that you really want to answer; feel free to ask it now. If not, I think maybe just take a short look into the future and tell us what should advocates who are interested in working on issues with Caltrans...what should we be looking for in 2024 and beyond. You can just answer your own question or mine or do both in either order.   Jeanie Ward-Waller That's a really good question. Maybe I'll at least partly answer it, because I don't have a magic looking glass. So I don't know exactly what's going to come in the future. But I do think that there's so much more work to do with Caltrans and with all of Caltrans partners. Down in your neck of the woods, obviously, LA Metro is working hand in glove with Caltrans. So there's a lot of kind of accountability and influence and engagement to do with all of the folks that are making these decisions. But it's so important...I would just say there's more money in transportation now than there ever has been.    Caltrans' budget is bigger than it's ever been. And that's because there's both more state money as well as more federal money flowing into transportation right now. And so the decisions that get made in the next five to 10 years are going to create the system and the communities of the future. And so I just think  it's such an important time to be engaged and to be doing this work, and to be paying close attention to asking the hard questions for what Caltrans and other agencies are doing. So I really appreciate the work of advocates. I talk to advocates all the time. A lot of them are my good friends.    I think it's important that we all be honest with each other both about what we're doing well, and what we need to improve. So I just want to leave with maybe some appreciation.    Damien Newton All right, well, hey, thank you so much for your time. Again, there's some links and some of Jeanie's story that go back to... I don't know if we have  one's back to your Safe Routes days. I'm sure if I look hard enough, we can find some quotes or two.I often say the the people that do open streets and the people that do Safe Routes to School don't know how lucky they have it, because the opposition to taking kids to school safely or to doing an open street event is so much less than the opposition to so many of the other issues we work on.    Jeanie Ward-Waller It's like mom and apple pie! And biking across the country....that was part of why I picked it as an organization to focus on biking across the country. We were biking through the south and all across the country everybody cares about their communities being safe for kids to be able to walk and bike to school. So I agree with you. It's an issue that goes to my heart, and always will be.   Damien Newton Thank you so much for your time today. And again, there's some links to some old Jeanie Ward-Waller stories on Streetsblog, California that are included with the text that accompanies this podcast and we will keep in touch and keep an eye on what's going on.   Jeanie Ward-Waller Thank you so much, Damien. This is fun.      

The legislative season has come to a close, so let's take a look at what was done! Specifically, how will the new raft of laws affect some of the biggest environmental issues we've been tracking — including affordable housing, urban design, greenhouse gas emissions and more? We talk about it!  Street Story: A Simple Way to Contribute to the Fight for Safe Streets Have you experienced a near-miss, a crash, or know of an hazardous street or intersection? In just a few minutes, you can give CRTP and local government agencies better information about the need for safety improvements.Support the show

In this episode, I reconnect with Mike Packard, a traffic engineer with the firm SSFM, based in Honolulu, Hawai'i, for a conversation about some encouraging signs of improvement in the construction of safe and inviting bicycle and pedestrian facilities across the Hawaiian Islands. Although none of the islands have a working high-comfort active mobility network yet, each has a handful of facilities to build upon. We also compare and contrast the facilities he recently experienced in Osaka, Japan. Thank you so much for tuning in! If you enjoyed this episode, please share it with a friend and subscribe to the Podcast on your preferred listening platform, and don't forget to check out the Active Towns Channel for more contentHelpful Links (note that some may include affiliate links to help me support the channel):- SSFM website- City and County of Honolulu's Complete Streets page (Complete Streets Home (honolulu.gov))- County of Hawaii's Transportation Planning page (Transportation Planning Initiatives | Hawaii County, HI Planning)If you are a fan of the Active Towns Podcast, please consider supporting the effort as an Active Towns Ambassador in the following ways:1. Join our Patreon community. Contributions start at just $1 per month(Note: Patron benefits include early, ad-free access to content and a 15% discount in the Active Towns Merch Store)2. If you enjoyed this episode, you can also "leave a tip" through "Buy Me a Coffee"3. Pick up some Active Towns #StreetsAreForPeople Merch at my storeCredits:- Video and audio production by John Simmerman- Music via Epidemic SoundResources used during the production of this video:- My recording platform is Ecamm Live- Editing software Adobe Creative Cloud Suite- Equipment: Contact me for a complete listFor more information about the Active Towns effort or to follow along, please visit our links below:- Active Towns Website- Active Towns on Twitter- Periodic e-NewsletterBackground:Hi Everyone! My name is John Simmerman, and I'm a health promotion and public health professional with over 30 years of experience. Over the years, my area of concentration has evolved into a specialization in how the built environment influences human behavior related to active living and especially active mobility.Since 2010,  I've been exploring, documenting, and profiling established, emerging, and aspiring Active Towns wherever they might be while striving to produce high-quality multimedia content to help inspire the creation of more safe and inviting, environments that promote a "Culture of Activity" for "All Ages & Abilities."The Active Towns Channel features my original video content and reflections, including a selection of podcast episodes and short films profiling the positive and inspiring efforts happening around the world as I am able to experience and document them. Thanks once again for tuning in! I hope you find this content helpful and insightful.Creative Commons License: Attributions, Non-Commercial, No Derivatives, 2023 ★ Support this podcast on Patreon ★

Asheville city leaders have had a “Complete Streets” policy in place for more than a decade—that is, a commitment to make streets as friendly to cyclists and pedestrians as they are to cars and trucks.We've seen that policy take shape in the form of so-called road diets along Charlotte Street and North Merrimon Avenue and the Riverside Drive Greenway. It's also the reason College Street and Patton Avenue are about to each lose a lane of automotive traffic to make room for bike lanes.And predictably, city officials are hearing a chorus of protests from people who envision apocalyptic traffic.Jessica Morris is the assistant director of the city's transportation department. She talks with us today about the coming changes downtown and how they're tied to the city's master plan. We get into how the city prioritizes and funds these projects. Jessica also does her best to make sense of projects that, to many, don't seem to make sense at all.Get five news headlines from around Asheville in your morning inbox. No ads, no spam—simple as that. Subscribe for free to the First Look newsletter from The Overlook. Support The Overlook by joining our Patreon campaign!Advertise your event on The Overlook.Instagram: AVLoverlook | Facebook: AVLoverlook | Twitter: AVLoverlookListen and Subscribe: All episodes of The OverlookThe Overlook theme song, "Maker's Song," comes courtesy of the Asheville band The Resonant Rogues.Podcast Asheville © 2023

This butterfly is excited to be speaking with Elias Cattan. Elias is an architect and urban planner from Mexico City, working on bringing nature back into our built environment. Through his architectural designs, urban master planning, workshops, and data visualization in graphics and installations.  He is the Founder and Director of Taller13 Arquitectura Regenerativa, dedicated to understanding living systems within nature and cities. He designs furniture, interiors, buildings, and urban planning to scale, integrating the patterns of community life and the systems in which they operate. In this episode, you will hear about his work, the  Urban Regeneration Games, what are complete streets, and more. Some notes... More about 1treellion, Taller13 & Urban Regeneration Games. To support planting all over the world, please check out this link. The great music is credited to Pixabay.

This week's SGV Connect podcast is a special episode where the Streetsblog San Gabriel Valley team, Chris Greenspon, Joe Linton and Damien Newton, sit down and discuss the great success that was ArroyoFest 2023. All three were at the event but experienced it differently with Linton and his family biking the route, Newton completing the "Run the 110" 10k race and Greenspon walking along the 110 later in the morning. Of course, this is Streetsblog so we also discuss what the success of the event could mean for future open streets and open freeway events in the region and Newton even dreams of permanent freeway closures and replacements. A lightly edited transcript of the podcast appears after audio links. There's also one correction that's noted in the transcript but not the audio. At one point Newton states there were 1,700 people that completed the race. The number is actually over 4,000. SGV Connect is supported by Foothill Transit, offering car-free travel throughout the San Gabriel Valley with connections to the new Gold Line Stations across the Foothills and Commuter Express lines traveling into the heart of downtown L.A. To plan your trip, visit Foothill Transit. “Foothill Transit. Going Good Places.” Catch past episodes of SGV Connect and #DamienTalks on LibSyn, iTunes, Google Play, or Overcast. Transcript: (Note: Text in italics is audio that was taken during ArroyoFest itself.) Chris Greenspon  0:09   Hi, it's Chris Greenspon You're listening to SGV Connect #120, our ArroyoFest after special. We're going to take you through our experience. We all did a different mode of transportation there. And we all recorded some on site narration of the things we were experiencing, seeing and hearing. You're gonna hear that kind of audio laced into the episode throughout. So anyway, Damian hit us with that ad copy. Damien Newton  0:34   Oh, right. Well, this and every episode of SGV Connect is sponsored by Foothill Transit. Offering car free travel throughout the San Gabriel Valley with connections to go Gold Line Stations across the Foothill and the Silver Streak into downtown Los Angeles. To plan your trip, visit Foothill Transit at Foothill transit.org Foothill Transit! Going good places. Joe Linton  0:53   This is Streetsblog editor Joe Linton, reporting from the off ramp to the Avenue 60. On the 110 freeway on the morning of ArroyoFest. My daughter and I are here got up at the crack of dawn. It's colder than I thought it'd be but it's warming up, I can see the sun arriving. And it's not quite crowded yet with cyclists but there are definitely 10s...probably hundreds of cyclists. Damien Newton  1:26   Alright, so I am near the starting line now. And there are 1000s of people in front of me and we are 18 minutes away from the start. So this is going to be a pretty pretty big race, maybe the biggest 10k I've done attendance wise. I do look forward to seeing the final numbers for this, this is going to be a big, well attended race. Chris Greenspon  1:53   I'm walking towards the 110 on Orange Grove Avenue just past the cover band and a row of porta potties. Both are always an encouraging sight and sound at these open streets events. We're about to get on the 110. And now let's talk about what we and so many other people have glowingly said about ArroyoFest, Joe. Joe Linton  2:19   Yeah, I think I mean, this is some people have been saying this online, but I think it really had some of the energy of the of the very first open streets event in Southern California. I mean, actually ArroyoFest 2003 is sometimes as good as that. But CicLAvia itself started in 2010. And people didn't know what to expect. And just you know, 10s of 1000s of people, more than 50,000 people showed up and it was downright crowded. With bicycles, the walk side, you guys can probably speak to that but wasn't wasn't quite as crowded early on. It wasn't quite as crowded. But it really got to a point on the freeway, you know, where three lanes of three car lanes wasn't enough to hold lots of cyclist wishing by so there was a lot of slowing down and, y navigating space with other human beings, the things people do in cities around the world every day. Chris Greenspon  3:16   Yeah, it's almost like it should have been widened. Damien, what did you make of the vibe out there? And that was in jest, SGV Connect devotees? Please, Damien, and take over. Damien Newton  3:27   Yeah, thank you. Thank you, Chris, almost giving me a heart attack before you put the microphone out. Maybe if we had extended it instead of widening it. Anyway, usually when I do these types of events, I'm doing that with my family who is completely bored of hearing me drone on and on about the benefits for open streets events, or I'm doing them with other activists. So this was new for me, because I'm doing it with running groups, not just like my friends that run but like surrounded by people, and it was a different discussion. No one was talking about the broader impacts it was more "oh, it's gonna be cool, we get to run on the freeway." It was pretty much a vibe. But then when we were actually out there running there were "Oh, this is cool." There were people way more people stopping to take selfies, and I was...depending how you view it...I was either at the back of the fast group or the front of the middle group timewise. And so I was around people that were serious runners, and they were stopping and taking pictures. They were talking about how cool it was they were they were doing this race. This is not normal conversation for a race unless you're in like a themed race like a Disney Race or a Rose Bowl Race or something like that, where you're in a unique environment. And that's what it was. It was a unique environment. And if you're not a runner, most five and 10 k's are on streets that are closed. That's just that's how they do them. You're in downtown or you're in the west side or your wherever it is a lot of it's on the road...but on the freeway had a very different feel for people and you saw I see way more pictures from other runners than I'm used to for these types of events. Usually pictures are at the start of the end with your friends. They're not in the middle of the race. Joe Linton  4:55   Damien, can you can you talk about a little bit about like so what was the route? Also, I think something that's unusual on runs to is that they gave people tap cards right and forced you guys onto the train. So talk about like, where it started and where it ended and how it basically worked. Damien Newton  5:13   Well, it started. I'm about 200 yards away from the South Pasadena station and we ran onto the freeway. We actually ran north for a little bit just so that we could I guess, be at exactly 10k..runners don't want a 9.8k medal. So then we turned around and ran basically south to the end. And it ended at the activity center at the south end of the route. Joe Linton  5:32   Yeah, which is in the Lincoln Heights right? Cypress Park, close to Dodger Stadium. Damien Newton  5:38   It was. One of the theories that I had as to why...there was a lot of discussion online that we'll get into is...why are we doing this only until 11. I was like, well, when they were planning this, they didn't know if the Dodgers were going to be in the World Series. And that was probably part of it. I mean, it'd be really hard to have a Dodgers World Series game and have a chunk of the 110 close until just a couple hours before the game starts. I was thinking that that might have played into that decision making but yeah, it was right there. And a lot of runners got on the Gold Line to get there because between the heavily heavily heavily advertised lack of parking...I probably got an email from the Ron the 110 every day in the week before telling me not to bother to drive and park. Between that and the free tap cards not just free. tab cards unique tab cards, all I can show mine off to the people in the room with me. I would guess almost everybody that ran took Metro to get there. Joe Linton  6:29   And what was the run? Like? Was it quiet? Was it loud? Was it fast? What's what was what was actually being out there running on a freeway? What was your experience? Chris Greenspon  6:39   And downhill at that? Damien Newton  6:40   Well, I was gonna mention the downhill because I've well stated on this podcast and elsewhere, I was in a Halloween costume. And I was not expecting to have my strongest race day. But I did really well in large part because it was downhill. Also, I ran into one of my run partners who's in a lot better shape than me and she dragged me along with her. So that helps too. But yeah, it was a lot of it was downhill. There was more talking than usual on the race. But I mean, other than that, it was quiet. And I think the talking was people going "oh, wow, this is cool." Which I actually said a few times out loud to the people I was running with. My friend Juanna who I was out with, we talked about how this was like a really cool race. And she's the type of person that does like 40 mile races and stuff like that, like, you know, my marathons are wimpy. And she was like, "No, this race is fantastic. This is one I'm gonna remember." Joe Linton  7:31   The freeway is so crowded. Lots and lots, hundreds 1000s of bikes, people on bikes, escapes, wheelchairs, scooters, more people arriving by the minute. Chris Greenspon  7:46   Now this is a sight, we're finally coming down into the much more green area of the 110 just got under a bridge then of course, down straight away in the distance. You see Mount Washington, people waving Joe Linton  8:03   People getting lost people find each other. And it's it's I think it's one of the most crowded open streets events I've ever seen. And the walk side is just as crowded as the bike side. Damien Newton  8:14   Okay, so I am done the race. I have done the festival I have seen there were 1741 people registered for the 10k. (Note, this is wrong, there were 1741 people that had finnished the race when I checked my times on the app. There were actually over 4,000 people that ran the race). Of course, we saw plenty of people running along the route that were not signed up, which is great. You know, I wanted my fancy medal but not everybody does. And it was a it was a great time. It really was a unique experience. Got a lot of great pictures. A lot of fond memories. Hope I get to do this again before I'm 65. Now I'm gonna go back out and walk the route a little bit. Chris Greenspon  8:48   Okay, so now do you want to go into the wrinkles? of the show of the whole event? Joe Linton  8:54   Yeah, just some of the buzz online. A concern raised by some cyclist was...advocates...on you're not some cyclists called it a shitshow some some called the dangerous. There were a lot of crashes of cyclists here and there. I mean, and when I say a lot, it's probably, you know, 50,000 cyclists and you know, two dozen of them maybe fell or something. I should say 50,000 participants probably. That's a guess. But certainly 10s of 1000s of folks participating in any event and I'd say more than half of those. probably more than two thirds of those, would be bicyclists. So probably 30-40-50,000 bicyclists. I think that we we don't share space that well in Southern California and that's drivers, bicyclists, pedestrians, people taking transit. We're not used to these spaces where there's lots of people, and everyone's moving, and we need to really look out for each other. I talked to my daughter, "You need to know who's behind you and who's in front of you." You know? Every day on Southern California freeway's one or more people die. The freeway was safer than you know, every day in Southern California. But  I think there were a lot of small scale crashes and probably a few broken bones. And anybody else want to touch on that? Chris Greenspon  10:35   I would say? One thing that maybe should have been a hard rule would have been none of the three wheeled scooters with the two in front. maybe I'm misunderstanding physics here, but it seems like those were easier to tip forward. I saw at least three or four kids fall straight forward onto the freeway. With those again, the the really flimsy three wheeled scooters, as opposed to like some of the more modern razors that look like they're set up pretty stable. What about you, Damien, did you observe any precociousness or precariousness? Speaker 2  11:10   Well, again, I was in a really different situation, almost a controlled environment as you're gonna get in that sort of event where you know, everybody was running. So there wasn't a lot.. I mean, we did see a person trip. But like, that's not unusual. I will say when, in the early morning when you're running, even if you're running fast on the southbound side, you're watching the bicyclists zip pass on the northbound side, some of them pretty fast. It wasn't very crowded yet. We were very happy for that separation. And I know some of the people that ran back the other way that I talked to afterwards said the same thing like that separation was great. As far as the people on two feet instead of two wheels were concerned...you two wheeled menaces you. So it was great. As far as we thought on foot. We didn't have the "Oh no, we're too crowded." It was like up there they are over there going much faster than we are. Chris Greenspon  12:01   Towards the end, I did see a few bikes on the walking side. Joe Linton  12:05   Yeah, I wondered that too:the speed differential. And so you had, four year olds on bikes with training wheels, and what they call MAMILS, middle aged men in lycra, fancy road bikes trying to get their miles in. And I think that there probably could have been some notice to...I hate to second guess the organizers did an awesome job...and this is sort of reaching for criticism, but  it's sort of slow cyclists on one side. If you're going less than eight miles an hour or something, you're welcome to be on the walk side. If you're willing to be really chill. It's kind of like bicycling on a sidewalk in LA. It's often a good choice, if you're willing to slow down. And if, if you want to go fast, it doesn't really make sense. Anyway, I hate to dwell on the small number of crashes with the so many people and so many smiles and people what was fun as event got going. So there's a concrete barrier that's maybe three, two or three feet wide at the top. And a lot of people were climbing up on the barrier and shooting selfies and getting the pictures of the freeway signs, Downtown to your right or whatever. It was really was a great vibe. It was it was fun to be in that space. And it's something where I think, "every CicLAvia is fun for me." And it's sort of like church. I had my great Sunday's whatever. And yet, there was a feeling at ArroyoFest, sort of like the first CicLAvia, that this was something big and new, and actually media wise, that has borne out. Open streets now under especially funded under Metro, there's maybe a dozen a year. Not quite one a month, but they rarely make the news. And this one, we got front page coverage in the LA Times lots of gorgeous photos. And TV news covered it. And how was your feed? Every other thing on my Instagram and Facebook was people's people's photos at this event. So it felt like it felt like a real happening and a real newsworthy thing. And not just another sequel?. Chris Greenspon  14:36   I think considering that. It was the first time that probably almost anybody...the majority of the people who participated ever got to do a thing like that go hang out on the freeway. The turnout scale was bound to be legendary. And with that considered, I think safety wise, it actually went pretty well. And honestly It was kind of nice that despite the like you said, the proliferation of media coverage, it was nice to go do something like this. And I didn't see a single TV camera the whole time. And I guess it feels like you can be more yourself. Maybe that was what I liked most about it. The sense of isolation, even though obviously, there was 10s of 1000s of people. It felt like being in another place in another world at times. Joe Linton  15:28   Yeah, it does. I mean, the quiet in the middle of the city in a space like that, it did feel kind of uncanny in some way. So let's talk about the future. I'm going to preface this with in 2009, everybody was like "CicLAvia will never work in Los Angeles" In 2010, we did it! I was one of the people who was working on the first one, although there were a lot of people doing it. I'm not the author. But I'm one of the one of the folks. And I think there was a sense after CicLAvia that, "This changes everything. We've demonstrated that if you build it, they will come." And yet, here we are, you know, a decade later. And I think less has changed than I would have hoped for at the time. So what's the implications for the future for this event? Chris Greenspon  16:18   So I think this, without a doubt has to raise Active SGV's credibility with the entire San Gabriel Valley Council of Governments Consortium. I mean, they're already very well regarded. But in the towns where they haven't really done much yet. I think this gives them if not a blank check, a very, very, very strong resume point. I mean, being having a successful event on the cover of the LA Times makes me wonder whether we might see an event on on Temple, in La Puente,, in Baldwin Park over to Walnut. That's something I would enjoy personally. But I can't imagine that we will not be seeing more Active SGV open streets events, especially along the L line as those continued to complete in the coming years. Joe Linton  17:06   So I do think that yes, it will make Active SGV, who did a phenomenal job, getting all the permits and organizing them in and bringing it all together. I think it'll make them more in demand for doing 66 Golden Streets. Communities can see this, the success and the happiness of stuff like this and ask for more open streets. But I also wonder, going beyond events to permanent treatments of public space. I think that car free space is at such a premium in Los Angeles. And people go to malls and the beach and stuff like that. And they have this experience of sharing space. And I think we need to look at our downtowns, Los Angeles, of course, but Pasadena and all the you know, these A Line stations. You guys call it the L Line, I call it the A Line or the Gold Line. I think we do need to look at instead of, you know, widening streets and building massive parking structures around our transit stations, to look at where can we do Paseos and bike facilities and shared space that we keep cars out of that people can come together in? That's what I hope grows out of it.  I think we've accepted, "we" being Southern California, we've accepted that we can come together for CicLAvia you know, for 626 Golden Streets, for ArroyoFest, once a month, twice a month, but I think we do need to look to can we do this, if not 24/7, even weekends.  Why don't we close a few blocks of a street in historic downtown area in Arcadia for example. But why don't we do that, you know, every weekend for two months during the summer or something like that. So why don't we make this space proliferate? And if it's too hard to close the street permanently? Can we do it all weekend? Can we do it for a season? Can we do it for four Sundays in a month or something like that? So I think there's kind of so I'm talking about there's kind of two ends of the open street spectrum: one is massive event like Heart of LA orArroyoFest, you know, close and iconic area, bring lots and lots of people. But I think the other end is important too. It's a little bit more like a farmers market. Can we take an area and actually I mean, the folks you've written about...the Complete Streets plan in El Monte... and looking at revitalizing some of the downtown areas that are having trouble drawing in customers. Activate that space by keeping cars out of it, and bringing music and vendors and people into it. And I don't know I say all this and I'm not, I don't want to be naive that that's an easy task. That's against the grain of what of what we do in Southern California. But these carfree spaces are really are important, are precious, and are perhaps the future of bringing people together.  Chris Greenspon  20:37   What I want to go out on is...nonstop we were hearing leading up to this, you know, in our previous interview with Marcus and Robert, about the history of ArroyoFest and people were saying, you know, just regular everyday people were saying, "Oh, who knows this isn't going to happen again, for 20 years." That joke certainly got beaten to death. But I'm wondering in your seasoned opinions. Do you think that within a more reasonable timeframe, we can do an open freeway event again, maybe not on the 110? And if so, where would you suggest but do you think it's within grasp? Joe Linton  21:16   Yeah, I mean, I think the wild rousing success of ArroyoFest says there's an appetite for this, that this is a fun thing, and that Angelenos will show up. I think you need to pick a freeway that's close to transit. A lot of freeways are really boring spaces that I think the Arroyo Seco Parkway, the 110 Freeway between downtown and Pasadena is probably head and shoulders, the most picturesque freeway on the west coast...maybe not the west coast, but certainly in Southern California. But I think you have to pick it well. I think you can't just say, "Hey, we're gonna close the, the 405 in Westwood, everybody show up." There's folks thinking about this at Active SGV at CicLAvia that could probably figure out where, where it makes sense to do it. But it is very difficult to work with Caltrans to repurpose Caltrans space for anything other than lots and lots of cars all the time. And I think there there are glimmers of change at that. But when you do a bike path project, and it takes three inches of Caltrans space away, it takes decades to get that project approved. And I think some of that's changing, but I mean, hopefully the success of a royal fast helps pull Caltrans into a more multimodal acceptance of this sorts of shared space. But I've perhaps been in the trenches too long to expect that we'll see ArroyoFest three anytime soon, and that we'll see other open streets events on freeways soon, but I hope I'm wrong. Damien Newton  23:03   Well, and there's the holy grail to have a freeway closure. I mean, on the west side, we had the 90 freeway debate briefly. We talked about possibly doing a study and the local advocacy group Streets for All was his was trying to get a federal grant to do a study and everyone seemed on board with it. And then a couple of neighborhood councils found out about it and flipped out because that's the role of our neighborhood council system to flip out and stop good things from happening. And they were successful. The mayor was, I believe one person said it might have been Ted Rogers, that she was "for it before she was against it." And she came out against it. And these freeway closures, though that I mean...that's after CicLAvia for a couple of years, we had pretty good momentum and building bike infrastructure. And as far as I mean, some of it was Sharrows. But 2010 We were happy just to get Sharrows some places. You know, Villaraigosa had, Mayor Villaraigosa the mayor of LA, had a goal for 200 miles of bike infrastructure year, including those dastardly sharrows. But still, it was happening and there was momentum and for whatever reason, maybe it's Villaraigosa got rid of the low hanging fruit. Maybe it's because Garcetti was too tactical, but that momentum really stalled and fizzled during the Garcetti years. So is the momentum here to do another ArroyoFest? Or is the momentum to go that big next step and look at the freeways that aren't seeing huge volumes of traffic, aren't seeing a regular influx of cars and say, "do we need this or can we do something else with this land?" The 90 may be off the table now, thanks to some crazy angry people. But they've been entirely... Joe Linton  24:36   ...It does look like it lost a lot of momentum. But I don't think it's a shut book just yet.  Speaker 2  24:42   That's exciting for me. But, you know, the battle over the 710 extension was was decades and I think that ArroyoFest shows that maybe we don't need those freeways, especially the ones that aren't your commuter freeways. And that's a lot of land to do something else with. They always say, "we're not growing more land or making more land," but we kind of can if we repurpose land that's not being utilized to the best extent that it is. Chris Greenspon  25:06   Well, that's a fabulous note to go out on. Joe Linton  25:09   Well, actually one one more closing note.  I heard at least a few folks showed up at a row fest that was their first open streets event. So there are regular open streets events, and the next one coming up is in South LA on Martin Luther King Boulevard, the date is December. Damien Newton  25:30   I think it's the 3rd but I'm looking at I think it's December 3, but I'm just double checking it, but it's definitely the first Sunday in December. Joe Linton  25:36   Yes, the first time in December. We think it's December 3 on Martin Luther King Boulevard in South LA. So check them out there. They're always a treat. And I think they do give you a sense of what NLA that's less totally festooned with cars might look like. Chris Greenspon  25:54   All right, well, that wraps us up for SGV Connect 120. In the meantime, listen to these sounds of ArroyoFest. Transcribed by https://otter.ai

On this Tuesday topical show, Crystal chats with ChrisTiana ObeySumner about their campaign for Seattle City Council District 5. Listen and learn more about ChrisTiana and their thoughts on: [01:06] - Why they are running [04:49] - Lightning round! [12:20] - What is an accomplishment of theirs that impacts District 5 [16:09] - City budget shortfall: Raise revenue or cut services? [21:48] - Public Safety: Alternative response [26:58] - Victim support [35:53] - Housing and homelessness: Frontline worker wages [39:25] - Climate change [43:28] - Transit reliability [46:58] - Small business support [52:48] - Childcare: Affordability and accessibility [56:33] - Difference between them and opponent As always, a full text transcript of the show is available below and at officialhacksandwonks.com. Follow us on Twitter at @HacksWonks. Find the host, Crystal Fincher, on Twitter at @finchfrii and find ChrisTiana ObeySumner at @votechristiana.   ChrisTiana ObeySumner ChrisTiana ObeySumner is a Black, queer, non-binary, and multiply disabled person, community organizer and activist. They are CEO and principal consultant of Epiphanies of Equity LLC -- A social equity consulting firm that particularly specializes in social change, intersectionality, antiracism, and disability justice. For two decades, they've dedicated their life and career to amplifying the importance of social equity – defined as the lifelong work of deconstructing inequitable sociological impacts and products such as policies, institutions, cultures, biases, and constructs; and facilitating strategic and embodied pathways towards the construction of equitable processes, accountability structures, and outcomes.    Resources Campaign Website - ChrisTiana ObeySumner   Transcript [00:00:00] Crystal Fincher: Welcome to Hacks & Wonks. I'm Crystal Fincher, and I'm a political consultant and your host. On this show, we talk with policy wonks and political hacks to gather insight into local politics and policy in Washington state through the lens of those doing the work with behind-the-scenes perspectives on what's happening, why it's happening, and what you can do about it. Be sure to subscribe to the podcast to get the full versions of our Friday week-in-review show and our Tuesday topical show delivered to your podcast feed. If you like us, the most helpful thing you can do is leave a review wherever you listen to Hacks & Wonks. Full transcripts and resources referenced in the show are always available at officialhacksandwonks.com and in our episode notes. Today, I am excited to be welcoming to the program candidate for Seattle City Council District 5, ChrisTiana ObeySumner. Welcome! [00:01:02] ChrisTiana ObeySumner: Thank you so much for having me - I'm so excited. [00:01:04] Crystal Fincher: Well, I'm excited to have you. And just starting off, I'm wondering what made you decide to run? [00:01:11] ChrisTiana ObeySumner: I get asked this question a lot - you know, it's, the best way I can put it is this. I have been engaged in some sort of civic, politics, social equity since I was a small child. My grandmom was a Black Panther, my family was always very opened and talked a lot about what it meant to be - you know, if not you, who, if not now, when - sort of things. And especially growing up in a family who was chronically unhoused or homeless - a lot of folks who were disabled, a lot of folks who under-resourced - most of my family is in Camden, New Jersey, in Philadelphia area. And so, and for me being autistic as an 80s child, so the ADA did not really help as much. There was always sort of a need and a early exposure to what it meant to advocate, to speak up for yourself, to speak up for others, to really call out inequity when you see it, to get into good trouble. And that has really been the through line of my life and my life's work - I have done that as a youth leader, I've done that for Mad Pride - especially in Louisville, Kentucky. I've done that in terms of homeless and housing unstable youth, especially in colleges - I came here to Seattle in 2010 to go to Seattle University, where I became Commuter Student rep and Non-Traditional Student representative for those reasons. I've worked in direct social services at DESC, Compass Housing Alliance. I did my AmeriCorps at Full Life Care for Harborview. My first work-study job here was in the Office of City Clerk where I learned how to read policy. I started my business, Epiphanies of Equity, in 2018, right after the running for the transparency seat in 2017, where I came second to Kirsten Harris-Talley. And since then has worked with over 250 businesses, governments and organizations across the country - obviously concentrated here - where we have specifically been working for social equity, for policy advocacy, for disability justice. Essentially when humans are human-ing with other humans, we know that certain human things happen - how can we work towards a society where humans are working towards equity? And through all of this work - additional to the co-chair Disability Commission and Renters' Commission - I'm putting all of this resume out here to say, I have approached a lot of the work, especially since being here in Seattle, from a lot of different angles. And especially in the last few years, has really heightened where I've worked with a lot of folks in the city and beyond - this is the next natural step towards that work. And so when the incumbent or the previous councilmember, Councilmember Debora Juarez, announced that she was not going to run, I must've gotten - between Gluttonous Eating Holiday and the 1st of the year - got somewhere between a dozen and a half calls from folks who were just like - So, you heard, right? Open seat, you gonna run? And I really thought about it for a while 'cause I'm a wonk - of the Hacks & Wonks, I'm the wonk part of that - and I just really wanted to go to the policy piece and I decided, you know what, let's give it a shot. So here I am. [00:04:47] Crystal Fincher: And here you are. Well, at this point, we're gonna switch up this interview a little bit and add an additional element that we haven't added before - a lightning round. Just quick answer, yes or no, or quick answer questions to level set a little bit. And then we'll get back to our regularly scheduled full-length answers where we can wonk out about everything. So starting off - This year, did you vote yes on the King County Crisis Care Centers levy? [00:05:17] ChrisTiana ObeySumner: Yes. [00:05:18] Crystal Fincher: This year, did you vote yes on the Veterans, Seniors and Human Services levy? [00:05:22] ChrisTiana ObeySumner: Yes. [00:05:23] Crystal Fincher: Did you vote in favor of Seattle's Social Housing Initiative 135? [00:05:28] ChrisTiana ObeySumner: Yes. And Epiphanies of Equity was one of the folks who also tried to endorse it, as well as the JumpStart Tax. [00:05:37] Crystal Fincher: Excellent. In 2021, did you vote for Bruce Harrell or Lorena González for Mayor? [00:05:44] ChrisTiana ObeySumner: Lorena González. [00:05:45] Crystal Fincher: In 2021, did you vote for Nicole Thomas Kennedy or Ann Davison for Seattle City Attorney? [00:05:51] ChrisTiana ObeySumner: NTK. [00:05:53] Crystal Fincher: In 2022, did you vote for Leesa Manion or Jim Ferrell for King County Prosecutor? [00:06:03] ChrisTiana ObeySumner: I don't remember. I don't recall. [00:06:14] Crystal Fincher: Okay. [00:06:14] ChrisTiana ObeySumner: Sorry. [00:06:15] Crystal Fincher: Did you, in 2022 - no, that's totally fine. In 2022, did you vote for Patty Murray or Tiffany Smiley for US Senate? [00:06:23] ChrisTiana ObeySumner: Patty Murray. [00:06:25] Crystal Fincher: Do you rent or own your residence? [00:06:27] ChrisTiana ObeySumner: I rent. [00:06:29] Crystal Fincher: Are you a landlord? [00:06:30] ChrisTiana ObeySumner: No. [00:06:32] Crystal Fincher: Would you vote to require landlords to report metrics, including how much rent they're charging, to help better plan housing and development needs in the district? [00:06:41] ChrisTiana ObeySumner: Yes, it's actually part of my platform. [00:06:44] Crystal Fincher: Are there any instances where you would support sweeps of homeless encampments? [00:06:49] ChrisTiana ObeySumner: No - not at all, in any form. [00:06:52] Crystal Fincher: Will you vote to provide additional funding for Seattle's Social Housing Public Development Authority? [00:06:57] ChrisTiana ObeySumner: Yes. [00:06:58] Crystal Fincher: Do you agree with King County Executive Constantine's statement that the King County Jail should be closed? [00:07:05] ChrisTiana ObeySumner: I do believe, yes - I'm abolitionist, so I think all the jails should be closed. [00:07:09] Crystal Fincher: Should parking enforcement be housed within SPD? [00:07:14] ChrisTiana ObeySumner: No. [00:07:15] Crystal Fincher: Would you vote to allow police in schools? [00:07:18] ChrisTiana ObeySumner: No. [00:07:19] Crystal Fincher: Do you support allocation in the City budget for a civilian-led mental health crisis response? [00:07:26] ChrisTiana ObeySumner: Yes, if it's civilian-led and it's not further padding SPD budget. [00:07:31] Crystal Fincher: Do you support allocation in the City budget to increase the pay of human service workers? [00:07:36] ChrisTiana ObeySumner: Absolutely. [00:07:37] Crystal Fincher: Do you support removing funds in the City budget for forced encampment removals and instead allocating funds towards a Housing First approach? [00:07:46] ChrisTiana ObeySumner: Yes. [00:07:47] Crystal Fincher: Do you support abrogating or removing the funds from unfilled SPD positions and putting them toward meaningful public safety measures? [00:07:57] ChrisTiana ObeySumner: Yes, if they're unfilled. [00:07:59] Crystal Fincher: Do you support allocating money in the City budget for supervised consumption sites? [00:08:04] ChrisTiana ObeySumner: Yes. [00:08:05] Crystal Fincher: Do you support increasing funding in the City budget for violence intervention programs? [00:08:11] ChrisTiana ObeySumner: Yes. As a violence intervention program - I was, I think in my head I was getting, I have them mixed up the two different things - which, when you're talking about them, which one are you talking- [00:08:24] Crystal Fincher: Like community-led violence or organizational-led violence intervention programs. [00:08:28] ChrisTiana ObeySumner: Oh! Yes, yes, yes. [00:08:30] Crystal Fincher: Gotcha. [00:08:31] ChrisTiana ObeySumner: Yes. [00:08:31] Crystal Fincher: Do you oppose a SPOG contract, a Seattle Police Officers Guild contract, that doesn't give the Office of Police Accountability and the Office of Inspector General subpoena power? [00:08:46] ChrisTiana ObeySumner: Yes. [00:08:46] Crystal Fincher: Do you oppose a SPOG contract that doesn't remove limitations as to how many of OPA's investigators must be sworn versus civilian, or police versus non-police? [00:09:04] ChrisTiana ObeySumner: Can you ask the question one more time? [00:09:05] Crystal Fincher: Do you oppose a SPOG contract that doesn't remove limitations as to how many of OPA's investigators must be sworn versus civilian? Should there be a cap on civilians? [00:09:19] ChrisTiana ObeySumner: No. [00:09:21] Crystal Fincher: Do you oppose - yes. These are confusingly led - we're not - these are not intended to be gotcha questions, so I want to totally make sure you understand. And that one's a little kludgy. [00:09:34] ChrisTiana ObeySumner: There should not be a limit on civilians. So yes, I would oppose something that would have a limit. Yes, okay. [00:09:39] Crystal Fincher: Do you oppose a SPOG contract that impedes the ability of the City to move funding to police safety alternatives? [00:09:48] ChrisTiana ObeySumner: Yes. [00:09:49] Crystal Fincher: Do you support eliminating in-uniform off-duty work by SPD officers? [00:09:56] ChrisTiana ObeySumner: Support eliminating in-uniform work by off-duty? [00:09:59] Crystal Fincher: In-uniform off-duty work, like if they were to work in a security capacity elsewhere. Would you support eliminating them doing that in-uniform? [00:10:08] ChrisTiana ObeySumner: Yes. [00:10:09] Crystal Fincher: Will you vote to ensure that trans and non-binary students are allowed to play on the sports teams that fit with their gender identities? [00:10:17] ChrisTiana ObeySumner: Yes. [00:10:17] Crystal Fincher: Will you vote to ensure that trans people can use bathrooms and public facilities that match their gender? [00:10:23] ChrisTiana ObeySumner: Yes. [00:10:24] Crystal Fincher: Do you agree with the Seattle City Council's decision to implement the JumpStart Tax? [00:10:29] ChrisTiana ObeySumner: Yes. [00:10:30] Crystal Fincher: Will you vote to reduce or divert the JumpStart Tax in any way? [00:10:35] ChrisTiana ObeySumner: No. [00:10:36] Crystal Fincher: Are you happy with Seattle's newly built waterfront? [00:10:41] ChrisTiana ObeySumner: It's all right. [00:10:42] Crystal Fincher: Do you believe return to work mandates, like the one issued by Amazon, are necessary to boost Seattle's economy? [00:10:49] ChrisTiana ObeySumner: Absolutely not. [00:10:50] Crystal Fincher: Have you taken transit in the past week? [00:10:53] ChrisTiana ObeySumner: Yes. [00:10:54] Crystal Fincher: Have you ridden a bike in the past week? [00:10:58] ChrisTiana ObeySumner: I have a disability that doesn't allow me to ride a two-wheeled bike, but I do have a tricycle that I ride sometimes. [00:11:03] Crystal Fincher: Should Pike Place Market allow non-commercial car traffic? [00:11:09] ChrisTiana ObeySumner: No. [00:11:10] Crystal Fincher: Should significant investments be made to speed up the opening of scheduled Sound Transit light rail lines? [00:11:17] ChrisTiana ObeySumner: Yes. [00:11:18] Crystal Fincher: Should we accelerate the elimination of the ability to turn right on red lights to improve pedestrian safety? [00:11:26] ChrisTiana ObeySumner: Yeah. [00:11:27] Crystal Fincher: Have you ever been a member of a union? [00:11:29] ChrisTiana ObeySumner: Yes, SEIU 1199 Northwest. [00:11:31] Crystal Fincher: Will you vote to increase funding and staffing for investigations into labor violations like wage theft and illegal union busting? [00:11:40] ChrisTiana ObeySumner: Yes. [00:11:41] Crystal Fincher: Have you ever walked on a picket line? [00:11:43] ChrisTiana ObeySumner: I have. [00:11:44] Crystal Fincher: Have you ever crossed a picket line? [00:11:46] ChrisTiana ObeySumner: Absolutely not. [00:11:48] Crystal Fincher: Unlike Drew Barrymore, evidently. Is your campaign unionized? Is your campaign staff unionized? [00:11:56] ChrisTiana ObeySumner: I have pushed for that because I use a organization that is in the process of unionizing. [00:12:04] Crystal Fincher: Okay, and so assuming they're unionizing, will you voluntarily recognize their efforts? [00:12:10] ChrisTiana ObeySumner: Yes, yeah, yes. And my business is a co-op as well. [00:12:16] Crystal Fincher: Awesome. Well, that concludes the lightning round - hopefully pretty painless. Now, back to regular questions. So lots of people look to work that you've done to get a feel for what you prioritize and how qualified you are to lead. Can you describe something you've accomplished or changed in your district, and what impact that has had on your district's residents? [00:12:40] ChrisTiana ObeySumner: Yeah, so I've lived in District 5 the entire 13 years that I've been here. One of the things that people don't understand about District 5 is it's a lot more diverse than folks believe it is. I think the people who are the loudest seem to be seen as the demographic here - as primarily white, wealthy, middle-class, upper-class, homeowner types, right? But there's a lot of folks here who are people of the global majority, people who are disabled, people who are renters, people who are students. And one of the things that was really great to be able to advocate for was when I was co-chair of the Renters' Commission - at the time with Jessica Westgren, who was my co-chair - the Renters' Commission really advocated and wrote a letter of advocacy to City Council and to other pertinent entities, put out a press release in the news about some different rent stabilization and renter protection pieces that we'd like to see. What was able to come out of that was Councilmember Sawant's office passed the six-month advance notice for any rent increases, which was really significant for me. When I moved here in 2010 as a student, one of our first apartments that me and my mom lived in did have a pretty significant rent increase. I remember it was around the holidays and we only had maybe 30 or 60 days to get out or pay. My mom was on SSDI, I was on SSDI going to school - we did not have that. We were lucky to find another place to live, which eventually did end up getting sold. But there had been several times, either living with my mom or after I got married living with my partner, where if we didn't have that six-month advance notice, that we wouldn't also have had the opportunity to either save money if we could, get assistance if we could. I don't think people understand how quickly and how swiftly being housing unstable or becoming unhoused can really be. It really just takes being in a situation where you are responsible for an extra $200 a month - which means food, which means co-pay, which means transportation. In these cases, I don't know if you call the universe, luck, the ancestors, Buddha, whatever you call it - that was able to help us to find another opportunity for housing, but especially working in direct social services, I knew firsthand that that's not the case all the time. And so, especially as there's increased renters in the city, I think that's really helpful for that. There's other things that come to mind, but I feel like that's one that folks have heard me talk a lot about. [00:16:07] Crystal Fincher: And that is helpful. I wanna talk about the City budget. The City of Seattle is projected to have a revenue shortfall of $224 million, beginning in 2025. Because the City is mandated by the state to pass a balanced budget, the options to address this coming deficit are either to raise revenue, or cut services, or some combination of both. How will you approach the issue of how the City collects and spends money on behalf of its residents? [00:16:35] ChrisTiana ObeySumner: One of the things people hear me say a lot on this campaign trail, which I think I can get into a little bit with this question, is - I say a lot, either getting to the taproot of the issue or finding upstream solutions for effective collective and downstream results, which sounds - I understand it sounds very schmaltzy but let me explain what I mean with this question. There's this both-and situation that's happening with the budget that is really a interconnected effect to some upstream issues. And so there are certain areas of the way that the City gets revenue that are longer-term solutions that we really need to address. For example, we have the most regressive tax structure in the state. Washington State has the most regressive tax structure in the country. When we talk about some of the suggestions from the task force that just put out - the opportunities for progressive revenue task force - there are really promising things in there, like say having an income tax - which I know in Seattle, I'm learning, is a dirty word. This is the seventh state I've lived in, this is the first state I've lived in that did not have an income tax. Now I will say living in Louisville, Kentucky, it went a little bit too far, to be honest - I mean, they had a state tax, a city tax, a borough tax, it felt like a tax tax, they had all kinds of taxes - I'm not saying that. But we don't have an income tax at all in the most regressive tax structure in the country that also has one of the widest income disparities - the top 20% of income earners in the city makes 22 times more than the bottom 20% of income earners - there's a difference between $400,000 and about $18,000. So if we have a state constitutional law that says we can only have equality-based taxes and not equity-based taxes, or flat tax, that's not really gonna help have a progressive tax structure now, is it? So there's long-term pieces that folks have asked me before - Well, what, are you just gonna go off to the state and try to advocate to change the constitution? Yes, I will, if it's causing these issues. Now, in the short-term - we can increase the JumpStart Tax to bring in more funding. We can look at, especially parts of the budget that is going towards criminalization and punishment. And I think to explain a little bit about when I talk about reallocation of funds, community and SPD have both said that there are certain things that they're doing that they feel is outside of their purview and what they actually feel is necessary for them to do. We're in agreement there. And a lot of those sort of lightning questions you had around domestic violence, around violence intervention, around social services, even around parking or events - District 5 has a 7-minute response time in SPD. And a lot of it is because they are going all over the place. I listen to the police scanner - I think it's something I got into after the 2020 protest comms, things I used to do - and there's so many, I would say like one in every four calls, that seemed like it was either like someone's in the elevator or someone's screaming down the street, something like that. If we were to take those services that the community feels like SPD is out of their purview, SPD feels like it's out of SPD's purview - and we reallocate those services to community-based services, not necessarily that they would also have SPD come along. First of all, that'd be against the point in a lot of ways. But we have them go to alternative community services - true alternative community services, preferably nonprofits and organizations that are already doing this work on the ground. You see the average cost that it took for SPD to do those services that we would be reallocating, and we reallocate that part of the budget to those new services, especially if there are upstream pieces that could help - like housing. It would be in our best interest - whether it's for our community, for the folks who are impacted, or for taxpayers - to have money that's going towards, say, sweeps, go towards permanent housing. And so I would really, if elected, love to continue to work on how do we implement those seven or nine suggestions from the Progressive Revenue Task Force, and also continue to look at innovative solutions towards balancing this budget in ways that we can take the burden off of just increasing taxes - on the real estate taxes - in a way that's regressive. I think that we want to do, say, like a capital gains tax - I definitely think we need to do that. We want to do vacancy tax, we want to do land value or land banking taxes - I think that's important. I also feel, I feel really strongly - again, I know this is state - but I feel really strongly that as a city councilperson, it's my - any city councilperson's responsibility to advocate for issues that are impacting their community. And having flat rate taxation and regressive taxation is having a devastating impact on the community. [00:21:48] Crystal Fincher: I also want to talk about public safety and particularly alternative response, because we do - as you said before - need a more comprehensive approach to public safety, and that goes beyond policing. While the council and mayor have definitely taken action to increase the police budget, give retention bonuses, and other incentives to retain and hire more police, we're lagging behind other jurisdictions around the country - and even in our own region and county - with alternative response programs to better support those having behavioral health crises and other issues. Seattle has stalled in implementing what is a very widely-supported idea. So where do you stand on non-police solutions to public safety issues? And what are your thoughts on civilian-led versus co-response models? [00:22:40] ChrisTiana ObeySumner: Major part of my platform - I guess now, because folks ask about it a lot - is that I firmly, firmly believe that we need to transition from hyper-relying on the police and having alternative solutions that is 100% civilian-led. I mean, let's look at it this way, like with the example I gave, right? If SPD is saying they're working out of their purview, it's impacting their response times. It's impacting how much their workforce burden is. It is forcing them to redeploy folks out of places like investigations, causing these huge backlogs in the lab, to street patrol. Why then would we require them to be a co-lead with the alternative solutions? We are trying to remove that hyper-reliance and burden off of them completely - like if it's out of their purview, it's out of their purview, and that's all that on that. Now, like I said, a lot of my family lives in Camden, New Jersey, and they had a huge reduction in their crime right before 2020 George Floyd racial reckoning by completely overhauling to community interventions and alternatives. They have some situations where there is a co-lead model, but those are for situations where there's active threats of harm with weapons involved, right? But if it's more so things, like I said - like intimate partner violence, domestic violence, someone needs social services, mental health services - things that wouldn't require police to be there, which is gonna be very few things. It has led to such a significant change in a place where it used to be considered one of the more dangerous cities in the country. So I think what's really important here is I think when folks hear me talk about this, their first thought is like - Ah, this is a Defund the Police, BLM person. I think that that has definitely been something, looking the way that I do and sort of wanting to talk to what's really gonna get to the taproot of the issue, has been part of what folks have considered in terms of my viability, or like how am I going to be when I'm in office - one of those things, right? But the reason why I went through that whole resume in the beginning was not to toot my own horn, so to speak, it was because it shows that I have successfully and continue to successfully sit in spaces where folks are in conflict, folks are scared, folks are confused, folks do not have a lower risk tolerance that is needed for true transformative social change. And I am able to support and move along progress towards goals, especially goals at the organizational level and even the policy and governmental level. It's not as well known because I'm sort of - I am working with the folks who then go off and do the press conference, as opposed to one doing myself, right? But that is what I bring, that is the toolkit that I have built. And that toolkit has worked time and time and time and time again. In terms of SPD and public safety in a lot of ways, like I said - I look at it like if you go into an organization, you have a team or a department that is working outside of their scope, outside of their purview, they're overburdened, their work is suffering - you're sort of in a space of like, do we give them more money to give them more team to do all the things we're asking of them? Or do we do something else? And what I would always say in this case, if it was in the scenario is - you take all of the tasks that is not core and central and imperative to that team or department, and you reallocate it and create a new team or department. And you reallocate the budget that averages what that team and department does for those services - and then you continue to watch for progress. And I am very confident that if we actually diversify what we do to address all of the different multiple pathways towards this shared goal of community safety, we would be in a way better spot than continuing to throw money at a bunch of overworked, overburdened people working out of scope. [00:26:57] Crystal Fincher: Gotcha. I also wanna talk about victims. So many times we're talking about stats and responses and all that, and sometimes we don't focus on people who've been harmed or victimized. And a lot of people speak for victims, but we don't do a good job of listening to people who have been harmed themselves. And usually what they say is that - one, they wanna make sure that what happened to them doesn't happen to them or anyone else again. And they want better support. And that support - not just talking about within the system currently - they call police, there's a response. But even if police respond and come and take a report and do their thing, that person is still left - if it's a property crime, without property, with damage, without money, sometimes having to take off work - and it really does impact lives. How do you propose to better support victims or people who have been harmed? [00:27:55] ChrisTiana ObeySumner: I think one of the biggest upstream solutions we really have to address is - if we are to have services and supports that help folks help victims, we need to make sure that they are resourced to be able to do so, and right now they are not. And when we say resourced - not just a budget for the projects, right, or the services, or the interventions, housing, funding, whatever that is, but the people who would actually work in those positions. We know, like for example, in emergency services or shelter services, folks are so woefully underpaid it's a national crisis. But also the resources to be able to have folks in those positions who are being amplified in their voices and leadership because they are part of those most intersectionally impacted. One of the reasons why - I guess another reason why I'm running for office is, you know - if we want to talk about the knowledge of the policy process, how to put bills forward, things like that - I definitely have that. But there is an additional piece of that - the wisdom of lived experience - that can help to understand how these things happen in the actual reality on the ground, beyond a theoretical philosophical perspective. As a social service worker, as also someone who is not just a survivor - I guess we could say survivor of domestic violence - but continue to live it, especially running for office 'cause everything's public, right? There's a lot of different requirements, structures, pathways in place that it just leaves you to wonder that if there were folks who, whether it was directly making those decisions or through advisory councils, that was able to keep to-date the ways that our policies, our systems, and our structures are gummed up on the ground, in the lived experience, in the actual reality - if we could move some of those things so that they could be more helpful. That has been the biggest barrier I've seen for folks being able to get care, or to get resources, to get supports after they've been harmed - whether it's for their property, whether it's for their life, whether it's for their wellbeing, whether it's for their safety - the money isn't there. The staff is overworked and underpaid, and the attrition rate is so high that it's hard to move through the system at all. And then when you do go through the system, some of the requirements that you have to meet or some of the standards put in place in the framework doesn't get to the core root of what you need. A quick example - I guess I can say it for myself 'cause that's a safe thing, right - is when I first moved here to Seattle, there was a person who came here with me, who I had been involved with. When they came here, they were abusive in very many ways - emotionally, physically, psychologically. It was the physical abuse that finally was able to remove them, to get a no contact order - however, they violated it. They finally left the Seattle area around 2013. But especially running for office, we have found him on the website, on the socials, sort of finding me again after all this time. It's interesting because first of all, there really isn't protection order resources or domestic violence resources across state lines. There really aren't spaces to go where - you can't point to someone states away and say that this person is causing harm because it's on the internet. There was a event that the campaign was gonna go to where there was information that led us to believe that there was a credible threat to my safety. And so the campaign went, but I did not go. And I think when you do something like run for office, there are some folks who are like - Well, you signed up for that - but you don't really, right? And I guess I'm sharing my own story because it's the safest. However, I share this story because the dynamics of it is replicated every day, all day. Sometimes it's not because someone is in different state. Sometimes it's because folks have a different cultural background where they're not able to get like services - say, get emergency shelter, emergency motel, or income. You have to make a written statement that's signed that you are experiencing these things. And if it's family, if there's other sort of cultural pieces people may not feel comfortable doing that. So how do we have folks who have that experience be able to support having a framework in place that's going to be centered in intersectionality and inclusiveness? There's some folks who - this is impacting them financially in ways that are not documented because they're having to take more sick days, or because it is making them more sick, it's increasing their chronic health issues, or their productivity goes down at work. So how do we have supports in place where folks can understand those dynamics so folks are not getting verbal warnings from their boss, folks are not having less hours put on their schedule, folks are not having to then take time off of work to go to the hospital because they're having increased health issues. There are some folks who they do have property damage - when the physical altercation that led to this person finally being removed from my space at that time, they used my laptop in the event. And I was going to school - I didn't have money to buy another laptop. The only recourse would be to try to get this person to pay for it through a legal process - I didn't have money to go through that legal process, that person didn't have money to pay for a new laptop. There really wasn't any resources available to help me get another laptop, even though it was part of this event. A lot of that required other qualifications for me to have that I just didn't have at the time, and a lot of which - because this person wasn't physically living in my home, which definitely doesn't stop these sort of things from happening. So when you do have property damage or property loss, and the only option is to go through a legal process - and you may not have money for that, you may not be able to take time off for that, you might not be able to get child or dependent care for that - what do you do? And so these are the sort of pieces where running for city council, running for office, doing this work is coming at this not just because I want to be on the dais or - yes, there's a policy pieces that's really important - it's because there's this lived experience here, either individually or in my community or in the work that I've done, where I really would love to see a governance system where we are bringing in that actual reality, that grounded reality of how intersectionally we experience the outcomes or the bottlenecks or the gaps in our policy, in our investments, and in our understanding and framing of the issues. [00:35:53] Crystal Fincher: So you alluded to it a little bit before, but I wanna talk about housing and homelessness. And one thing called out by experts as a barrier to the homelessness response is frontline worker wages that don't cover the cost of living. Do you believe our local nonprofits have a responsibility to pay living wages for our area? And how can we make that more likely with how the City bids and contracts for services? [00:36:17] ChrisTiana ObeySumner: You know, I think the really sad thing is that our nonprofits - nonprofits are operating in large part through funding from a larger entity, whether it is the City, whether it's usually the federal government - nonprofits need to be able to pay their staff, not just a living wage or a thriving wage, but a Seattle wage, right? The average person working in emergency or directs housing and social services right now is making between $50,000 and $55,000 a year. But a median one-bedroom apartment - if you were gonna have it as be three times your rent, it's about $1,651 a month. And the National Alliance to End Homelessness just put out a report where they suggested that the staffing component of the Homeless Assistance Grant is increased. But they said that it's a national issue and that in order for across the country, even just direct social service workers and homeless emergency shelter workers to be brought up to being able to pay for the average one-bedroom apartment, it would take 4.8 billion, with the B, dollars to do so. And so by nature of being a nonprofit, where is that gonna come from for a nonprofit? I mean, definitely going back to the task force for progressive revenue, we can look at the wage and equity taxes and see where that is. But really for a nonprofit, that's not gonna be really the case. What we really need is to redistribute - when we talk about reallocating funds, we also need to reallocate the funds in a city with such a high wealth disparity. And so I believe that part of the progressive revenue - we really wanna address, say, ensuring that we have even housing and services for folks so that we can end the crisis of who we could physically see outside, we also have to address what's happening in housing instability, economic injustice, labor injustice of folks who are only one paycheck - if that - away from also physically being outside. And as someone who worked in direct social and housing services, I know that I worked with folks and also experienced situations where folks already were outside - they could not afford their rent and are receiving the same services. My quick story for that that I've been saying is that I remember having to get a conflict of interest waiver 'cause I had to take my client to DSHS. But when I looked at their letter, their DSHS caseworker was the same as mine. And so when we're looking at - oh, where's all the money going? If we only have these like, at minimum, 14,000 people outside, why are we using all this money? Well, because it's not just these 14,000 people who are needing these services, it's even the people who are providing the services that need the services. And so we really need to, as a city, actually not just talk about, but actually put to action economic and labor justice for this and other industries. But we also need to make sure that they are unionized and that they're able to collectively bargain for what they need for the future as well. [00:39:25] Crystal Fincher: Now on almost every measure, we're behind on our 2030 climate goals, while we're experiencing devastating impacts from extreme heat and cold, wildfires, smoke, floods, you name it - it's here. What are your highest priority plans to get us on track to meet those 2030 goals? [00:39:46] ChrisTiana ObeySumner: You know, when people ask this question, I always start off with saying - across living in seven states, that I believe I've experienced every type of natural disaster except for a tsunami, a sinkhole, and a typhoon. And yes, it does also include volcano eruptions, hurricanes, earthquakes, mudslides - all of those different sort of things - I have been through it. I always said I was just unlucky. As I got older, I realized it's because of climate disaster. We know that the climate disaster is human-made. It's based on consumption. We also know that the human-made climate disaster can be concentrated to a very select few people, who are in an owning class of organizations or businesses, or sort of other sort of production means that is contributing to this - whether it's shipping, whether it's fossil fuels, whether it's even folks who rely on that. The airline industry, I saw that Washington State did just pass a law to start to move towards green aviation fuel for planes, so we're not using all the gas, but even then - really in this Green New Deal, there's a couple of things. Number one, we need to really look at the building efficiency and energy performance pieces. We need to make sure that we are having Green buildings, that we're retrofitting for Green buildings - going back to those resources questions, we need to make sure we have the resources to help folks move towards having more Green buildings because we know that not everyone is going to be a multimillionaire or have a corporation where they can fund that on their own. The second piece is that we really do need to divest - in all ways, in all spaces - from fossil fuels. And not just the fossil fuel organizations themselves, but those who are hyper-reliant on fossil fuels. If there is an organization that is resistant to divesting from fossil fuels, then it is in our best interest to consider alternatives to using those services or patroning them. We also - I would really love to see how we address the deforestation of our urban forest, that is the city that we lived in. We have lost so much of our tree canopy that it is causing not only these sort of high heat zones that are really harming folks, but we also see them happening along the lines of segregation and redlining. There is increased impacts of environmental racism and injustices leading to folks, especially during the wildfire season, having to go to the hospital because of exacerbations of their asthma - that is leading to other chronic health issues, that is only going to lead to public health crises down the line. And there's so much more even from there, right - reducing our reliance on individual transit, which means that we have to really invest in our public transit infrastructure so it's reliable, so that the workers and operators are able to get everything they're asking for in their current collective bargaining and they're able to be paid a Seattle wage, and that we are able to make sure it's accessible to all people. And that's just the tip of the iceberg. There's a lot - we didn't just get to climate disaster in the last couple years, really - this has started since the industrialization period. We know it's really picked up since the 1970s, but that means that we're going to have to really work double time to make sure that we are able to have a sustainable future for life. And that's not being - I mean that literally - like so that we can actually continue to live as humans on the planet, 'cause that's where we're at. [00:43:26] Crystal Fincher: That is where we're at. Now you talked about transit - right now, we are in a world of hurt when it comes to transit, particularly reliability. Some of that is because of shortages of operators or mechanics, but people are having a harder time finding buses that arrive on time or sometimes arrive at all. Understanding that Sound Transit is a regional organization and King County Metro is a county organization, what can the City do? And in your role as a city councilmember, if you're elected, what can you do to stabilize transit reliability? [00:44:03] ChrisTiana ObeySumner: Yeah, it goes back to what I was saying earlier - you know, if elected a city councilperson, it's not just my job to do what I can and legislate within my purview. It is also my job to advocate and amplify what is happening in my district and in my city. And so that is the biggest piece of how we can have the multiple pathways towards shared goals in this case. If it's outside of my purview, that doesn't mean like - Oh well, I guess I can't do anything - but no, I'm supposed to go and advocate and say - Yo, what's going on with the 40 bus because it is taking, is like 20 minutes behind, or what's going on with, you know, the light rail and being able to get there, or what's going on with the E line. And I would continue to do that. I mean, advocating to King County Metro in terms of its accessibility and its affordability and its reliability is something I've already done in multiple ways - and it's on record of what I've done. But I definitely think what's really important here is going a little bit back to the climate justice conversation is - if we really truly want to reduce our reliance on vehicles, especially vehicles that are using gas, and we want folks to use more public transit, that's gonna, first of all, require like Complete Streets and making sure we have a pedestrian focus, if not pedestrians and public transit centered streets. But we also have to make sure the public transit is going to be a competitive option to having a car. And as someone who can't have a car because of my disability, I can only have public transit unless my partner drives me - and he works four tens a week, so most of the time I'm taking transit. You know, there has been situations, especially going east to west in District 5, where if I were to be able to drive a car, get an Uber, I can get there in 15 minutes. If I was to take the bus, I have to take two different transfers and get there in 45 minutes - if that. And so if we're in a situation - it's multifaceted with the infrastructure, where it's going, the operators - how much they're getting paid, their labor standards, are they getting breaks? Are they - do they feel safe? Are they getting medical for sitting all day? And is it affordable? You know, I talk a lot about first mile, last mile as a disabled person - can I get to a bus stop within a mile from my house, if I can walk a mile? Can I get to my destination within a mile from my bus stop, if I can walk that mile? What is the multimodal transportation going to look like? We really need to look at all of these different factors and the city councilmember's job is to advocate and amplify that to whatever level is needed and work together to get those solutions for your community as much as possible. [00:46:58] Crystal Fincher: Now I want to talk about the economy. The City of Seattle has a vibrant business community - some of the largest corporations in the world are headquartered here and nearby, but also just a ton of small businesses - lots of entrepreneurs, micro businesses, especially in the district. What can you do to better support small business in District 5? [00:47:22] ChrisTiana ObeySumner: Well, I can tell you as a small business owner, too - it's really hard out here, right? Because there's so many different factors looking at, even just from the perspective that I have, with having staff where I have to make sure I have payroll every month and everything like that, right? The first thing I'll say is we know from the state and the city that we have a significant equity issue with public procurement. I am a business that relies on public procurement in a lot of ways. We need to make sure that we are actually putting the actions in place for public procurement and other equity for business owners. We have the Washington Women and Minority Business Enterprise certification that continues to need funding - to provide the grant funding, the infrastructure and supports needed for those businesses and others - that we can advocate to work for at the city and at the state level. Another thing I think is really important for businesses that have brick and mortar is I absolutely 100% believe in density, increasing housing density, increasing the amount of affordable housing that we have - 'cause we don't wanna just be putting housing in for housing sake and then be charging like $3,000 a month and people can't live there. But making sure we have affordable, accessible housing. One of the things that I've seen and folks have been really concerned about is you have these sort of small businesses that their commercial lease is maybe in the $1,000 a month area. Then they say - Hey, we're gonna build a development, but don't worry, we're gonna have retail space for you once the development is done. And if they can survive however long it takes to build this building - because they have to continue to be in operation - but then when the commercial leases or the retail spaces come online, they're in the $3,000 or $4,000 a month - three to four times increase of how much they're able to pay. And so they can't pay that and so those businesses just go away forever. And this is why folks get upset when they go from having a small coffee shop or a small diner or a small bookstore or a small grocery store in their neighborhood, and then the building goes up and now they have a Trader Joe's or they have a non-unionized Starbucks or they have something like that that shows up - someone who can afford those $3,000 to $4,000 rents. And so we need to also have a right-to-return put in place. We need to make sure that businesses, especially the smaller businesses, are able to have the supports they need if they are displaced, similar to like with renters - if there's a displacement where they will not be able to operate their businesses anymore, that they will be able to help. And I wanna be very clear. When - I think a lot of times in the city, and what's really important about this question for me, is when we talk about businesses in Seattle, I think folks are thinking about the big businesses. They're thinking about the Amazons - heck, they're thinking about the restaurants that have multiple chains, right, and they sell different sort of things - that they're not gonna be as impacted, right? They're impacted, sure - 'cause the pandemic is pandemicking and that's impacting everyone. Especially when we're talking about JumpStart Taxes, right - we're talking about businesses that are making $8 million or more a year. And I'm talking about businesses like myself and other folks in District 5 - I'm talking about like $500,000 a year or less, right? Like I'm not talking about the same people. Even if you're thinking about - if you have staff, if you have a commercial lease, stuff like that - even a million dollars a year, which would be - I think I would just feel like I was sort of like, like the "In the Money" song would start playing if I ever hit a million dollars a year gross sales. But that's not common. When I talk about what is needed for small businesses in this district, I'm talking about those folks, right? I'm talking about the people who might be living in, around, above their business, who is - just like you can live paycheck to paycheck for your rent, living paycheck to paycheck for their business to make payroll, that have services or goods that they provide that the pandemic created this huge gap where they were not able to do that anymore, especially if they're a performer and needing stages to perform or something like that, or gallery space. Especially folks who are at the intersection of being, you know, what they call economically disadvantaged businesses, so they don't make a lot of money. Folks who are non-binary, trans, femme of center folks, folks who are a part of the LGBTQIA+ community, folks who are disabled, folks who are veterans - especially if they do not have the sort of veterans supports and services that you could get otherwise, especially if they, how service connected they are or what length of service they've had, 'cause that can vary. There's a lot of folks who really need help and that's where really understanding what's happening on the ground can come into play when we're making these investments in these policies to make sure that we are centering folks who are the most intersectionally impacted, and that we are not continuing to center folks who are, you know, in a completely different space and continuing that regressiveness in even the investments that we make. [00:52:48] Crystal Fincher: I also wanna talk about a related issue of childcare. It doesn't just affect parents - it affects businesses, it affects everyone in our community because it impacts people's ability to participate in the economy and just make their bills. We recently got reporting and research that shows that now childcare is more expensive than college on an annual basis. It's many people's number one or number two expense who have families. What can you do to lighten the burden of childcare costs and availability for residents in District 5? [00:53:24] ChrisTiana ObeySumner: What we've seen across the country is that when it's subsidized, either through local governance, state governance, federal governance, or through the employer - and really preferably a mixture of both - it can have an astounding effect on affordability. Really, it's one of those multifaceted issues, right - where we also need folks to be able to do, like to work the childcare. They're another industry that's woefully underpaid, as well as our teachers in our education systems. We need to make sure that we have childcare that's multilingual, multicultural, that is going to have disability justice and universal accessibility standards, that we have dependent care that can also support folks who have dependents who are not children - which is not always considered, whether it's elders or whether those are folks who are adults who may or may not be children, but they still require dependent care - that can make it really hard to go to work if you are unsure how they will be able to move throughout their day without some sort of support, without putting them in somewhere like a group home. Especially for adults, I would love to see what it would look like to have clubhouse-style day programs that are moving towards having that disability justice approach, if it's for disability. Or having it be something cool, like maybe free education and learning about trades, so that we can increase the pipeline of folks going into the trades or just certain things like that. But really when it comes down to affordability and second, it comes down to employer cooperation. We need to make sure that if, say, someone does get sick and you need to take care of your family - really, I know it's a federal law, but FMLA is just not very helpful. Again, one of those actual reality experiences, right - the policy, great intention, impact not so much. And so we can't really rely on things like FMLA or even the Paid Sick and Safe Time - which you can go through very, very quickly, depending on what's happening - to help if there's an emergency, if you can't get childcare that day. Childcare in the United States is going for anywhere between $700 if it's subsidized to about $2,500 a month. That's rent. People can barely afford their rent now, let alone a whole other rent. And so we really need to find ways to subsidize this down to as free as possible, so that is just one area that's not concerning for employees. But again, just like I said with housing, we don't just wanna be building housing for housing sake - we wanna make sure it's actually going towards the taproot of the issue. We don't wanna just be having childcare, independent care for the sake of it. We wanna make sure that the people who are in there is going to be able to have the economic and labor justice, and that's gonna actually meet the intersectional, multilingual, multi-ability, multicultural reality of our district and our neighborhoods. And that's what I would be fighting for. [00:56:33] Crystal Fincher: Now, as we close today with this final question, there are a lot of people trying to consider who they should vote for - between you and your opponent. When you talk to voters who are trying to make that decision, what do you tell them? [00:56:48] ChrisTiana ObeySumner: If you look at my opponent, Cathy - Cathy, again, has one of those resumes that's very out in front and I think it leads a lot of folks to wonder like - Why you? Right they're, you know, they're a former circuit court judge, been sort of in that space for a while. But there's also a piece of that where I ask folks to really consider the archetypes of things - you know, what is really the archetype of what makes a good candidate or a viable candidate? A lot of folks are like - Well, are you knocking the doors? You know, are you a homeowner? Do you have the money? Look, here's the point - I'm a renter, I've had to work 40 hours a week doing this because I don't have money to just take off of work. I come from what they call network impoverishment. Folks have been like - Can you ask your family for support? I'm like - I'm the person they come to that gives support, I don't have that. If I don't work, there is no one's house for me to go couch surf at. I'm a transit rider, I am a multiply disabled person, I understand what it means to have to fight for your Medicare, to have to have $200 copays. A lot of those both-and pieces - yes, I rent a single-family house in Greenwood, but the reason why it's affordable is because it's sinking into this ravine in the backyard - and as I look up in the ceilings, there's cracks in the foundation. You know, there's a lot of these different sort of pieces where if we want to talk policy, right - and I go back to helping, being a part of passing the six-months advance notice on rent increases, co-organizing and passing one of the nation's first bans on sub-minimum wage, working with legislators on fighting for lifting the cap on special education, fighting to make sure that youth continue to use the bus for free, finding out what's a taproot issues, fighting for making sure that we have disability justice implemented throughout our cities, that we are actually holding - not just saying a thing, but doing a thing if we really truly care about race and social justice. We want to talk about policy process, how to move that forward, how to work with people, how to make sure you find multiple pathways towards shared goals, the policy theory and the process - I got that. And me and Cathy can go - you know, we can really match that up. What I bring that's different is that wisdom of lived experience - not just for myself, but in all of the folks I've worked with as a consultant, as a commissioner, as a direct social service worker, as a youth leader across seven different states throughout the nearly 40 years of my life. And I truly believe and have seen success in the toolkits that I bring, that when you bring both the knowledge and the wisdom together - where you are both taking into account how the lived experiences of those most intersectionally impacted can be amplified in voices in leadership, into policy, into solutions, into leadership, into investments, to true equity - you will see progress. And if you focus on that, you don't get caught up by the minutiae, you can move forward. I have seen and worked with a lot of different folks, processes, organizations, piece - in this city - where we get caught up in the minutiae. I've been successful before in being able to move things forward in a smaller way, but you make the white paper and you give the recommendations and you look at it and they put it to the side. This being the next natural step of being able to have that voice, that conduit for my community on the dais is one that I really truly hope to bring to this community in a way I haven't before. And I'm always happy to chat with folks, get coffee, have a Zoom meeting and talk about some of the other things that I've done because as you can tell, there's so many stories and so little time. [01:00:27] Crystal Fincher: There are. Well, thank you so much, ChrisTiana ObeySumner, for taking the time to speak with us today about your candidacy for Seattle City Council District 5. Thank you so much. [01:00:39] ChrisTiana ObeySumner: Thank you. [01:00:40] Crystal Fincher: Thank you for listening to Hacks & Wonks, which is produced by Shannon Cheng. You can follow Hacks & Wonks on Twitter @HacksWonks. You can catch Hacks & Wonks on every podcast service and app - just type "Hacks and Wonks" into the search bar. Be sure to subscribe to get the full versions of our Friday week-in-review shows and our Tuesday topical show delivered to your podcast feed. If you like us, leave a review wherever you listen. You can also get a full transcript of this episode and links to the resources referenced in the show at officialhacksandwonks.com and in the podcast episode notes. Thanks for tuning in - talk to you next time.

In this episode of the "Cycling Over Sixty" podcast, listeners join host Tom Butler as he delves into what seems like a major challenge faced by cyclists of all ages. This week, Tom welcomes a guest from the great Northeast to talk about cycling in the fall colors. Christina Erickson is the Executive Director of Local Motion, a dynamic organization based in Burlington, Vermont. Local Motion is dedicated to enhancing opportunities for people to embrace cycling and walking as part of their everyday lives. Their commitment to fostering sustainable transportation options even extends to the operation of a unique bike ferry!Christina sheds light on the impactful work of Local Motion and the numerous ways in which the organization positively influences the Vermont cycling community. Then they explore the incredible opportunities to experience the beauty of Vermont while cycling. So, if you are someone looking to discover the joys of pedaling through picturesque landscapes, this episode promises to inspire and inform. LinksLocal Motion: localmotion.org92 year old local cycling legend Lindy Millington https://www.wcax.com/2023/09/14/super-senior-lindy-millington/TailLink page for Island Line Rail Trail: https://www.traillink.com/trail/island-line-rail-trail/ Complete Streets: https://smartgrowthamerica.org/program/national-complete-streets-coalition/The Bike Ferry: https://youtu.be/Vrw7AMgeDUA?si=5spHXhfo4NoELNc2Thanks for Joining Me! Follow and comment on Cycling Over Sixty on Instagram: https://www.instagram.com/cyclingoversixty/Please send comments, questions and especially content suggestions to me at tom.butler@teleiomedia.comShow music is "Come On Out" by Dan Lebowitz. Find him here : lebomusic.com

On this Wednesday topical show, Crystal chats with Ron Davis about his campaign for Seattle City Council District 4. Listen and learn more about Ron and his thoughts on: [01:04] - Why he is running [02:42] - Lightning round! [08:50] - What is an accomplishment of his that impacts District 4 [10:36] - Climate change [12:51] - Public Safety: Alternative response [14:31] - Victim support [16:18] - Housing and homelessness: Frontline worker wages [17:21] - Housing and homelessness: Highest priority plans [20:34] - Bike and pedestrian safety [22:20] - Transit reliability [24:10] - Childcare: Affordability and accessibility [26:10] - Small business support [27:59] - City budget shortfall: Raise revenue or cut services? [30:38] - Difference between him and opponent As always, a full text transcript of the show is available below and at officialhacksandwonks.com. Follow us on Twitter at @HacksWonks. Find the host, Crystal Fincher, on Twitter at @finchfrii and find Ron Davis at @seattle4ron.   Ron Davis Ron Davis is a public school dad, law school grad, and tech entrepreneur that has worked for most of his professional life on improving the lives of seniors, workers and patients. He's an active member of the 46th Dems and the Transit Riders Union, where he serves on the progressive revenue committee. He also serves on the boards of Futurewise, Seattle Subway, the University YMCA and the Roosevelt Neighborhood Association, working on housing and climate legislation, transit policy, and on delivering social services to kids and their families, and to young adults.   Resources Campaign Website - Ron Davis   Transcript [00:00:00] Crystal Fincher: Welcome to Hacks & Wonks. I'm Crystal Fincher, and I'm a political consultant and your host. On this show, we talk with policy wonks and political hacks to gather insight into local politics and policy in Washington state through the lens of those doing the work with behind-the-scenes perspectives on what's happening, why it's happening, and what you can do about it. Be sure to subscribe to the podcast to get the full versions of our Friday week-in-review show and our Tuesday topical show delivered to your podcast feed. If you like us, the most helpful thing you can do is leave a review wherever you listen to Hacks & Wonks. Full transcripts and resources referenced in the show are always available at officialhacksandwonks.com and in our episode notes. Well, I am very pleased to be welcoming Seattle City Council District 4 candidate, Ron Davis, to the program. Welcome, Ron. [00:01:01] Ron Davis: Thank you so much for having me, Crystal. [00:01:04] Crystal Fincher: Well, I just am first wondering - why are you running? [00:01:08] Ron Davis: Yeah, that's a great question. So I've been working hard in my community to make it affordable and safe for a long time, and I've reached a point of frustration where I don't feel that the people representing me are doing a good enough job. So sort of backing up into sort of the deeper story - my parents were teenagers when they got pregnant with me - I grew up in the Portland area. And I got very lucky along the way, but some of that was because housing was more affordable then. So while my parents both worked at a diner, my dad was able then to get a job at a factory - minimum wage - but he worked 60, 70, 80 hours a week. It was brutal. And my parents were able to get a toehold in the middle class 'cause they could afford housing and they were actually able to afford to buy a house a few years in. And that became this platform that allowed my sister and I to rise - we both got bachelor's degrees, I got really lucky and ended up at Harvard Law School. And I've landed in this beautiful, comfortable place in Northeast Seattle - where I live in the comforts of the professional class - and I recognize like that was a lot, lot, lot of luck. And it would have been impossible without affordable housing, it would have been impossible without community support. And you just cannot have a journey like mine in Seattle. And that is frustrating to me - Seattle should be a place where people can start a career, raise a family, age in place - and not have to be filthy rich to do it. And so I am fighting to make Seattle a place where people can do those things. And where if people do happen to be unlucky, we come together and we put a floor on how far they fall because it could happen to any of us. [00:02:41] Crystal Fincher: Absolutely could. Now we're gonna switch up the program from what we normally hear, or frequently heard in our previous past candidate interviews, and we're doing a bit of a lightning round- [00:02:52] Ron Davis: Oh, dear. [00:02:52] Crystal Fincher: -here. So just a brief - mostly yes or no, or short answer questions. But just to help the listeners get a better view of who you are on a wide range of topics before we dive into the detail. So starting off - This year, did you vote yes on the King County Crisis Care Centers levy? [00:03:11] Ron Davis: Yes. [00:03:12] Crystal Fincher: Did you vote yes on the Veteran, Seniors, and Human Services levy? [00:03:15] Ron Davis: I did, yes. [00:03:16] Crystal Fincher: Did you vote in favor of Seattle's Social Housing Initiative 135? [00:03:21] Ron Davis: I did. [00:03:22] Crystal Fincher: In 2021, did you vote for Bruce Harrell or Lorena González for Mayor? [00:03:27] Ron Davis: In the general, I voted for Lorena González. [00:03:29] Crystal Fincher: In 2021, in the general, did you vote for Ann Davison or Nicole Thomas Kennedy for City Attorney? [00:03:35] Ron Davis: Nicole Thomas Kennedy. [00:03:36] Crystal Fincher: In 2022, did you vote for Leesa Manion or Jim Ferrell for King County Prosecutor? [00:03:43] Ron Davis: Leesa Manion. [00:03:43] Crystal Fincher: Did you vote for Patty Murray or Tiffany Smiley? [00:03:47] Ron Davis: Patty Murray. [00:03:48] Crystal Fincher: Do you rent or own your residence? [00:03:51] Ron Davis: Currently own - for seven years - rent all before that. [00:03:54] Crystal Fincher: Are you a landlord? [00:03:56] Ron Davis: No. [00:03:56] Crystal Fincher: Would you vote to require landlords to report metrics, including how much rent they're charging, to help better plan housing and development needs in the district? [00:04:04] Ron Davis: Yes. [00:04:05] Crystal Fincher: Are there any instances where you would support sweeps of homeless encampments? [00:04:11] Ron Davis: As I understand the definition of sweep, it is where you're clearing a homeless encampment and there's nowhere for people to go - like no actual housing. So no, unless there was some imminent public health risk, like during - there were moments in COVID - but as a general rule, no. [00:04:24] Crystal Fincher: Would you vote to provide additional funding for Seattle's Social Housing Public Development Authority? [00:04:30] Ron Davis: Absolutely, and I did some campaigning for I-135 as well. [00:04:33] Crystal Fincher: Do you agree with King County Executive Constantine's statement that the King County Jail should be closed? [00:04:38] Ron Davis: Yeah. [00:04:39] Crystal Fincher: Should parking enforcement be housed within SPD? [00:04:43] Ron Davis: No. [00:04:44] Crystal Fincher: Would you vote to allow police in schools? [00:04:48] Ron Davis: I think the schools should decide that, but my instinct is no. I think the students have been pretty clear that's what they don't want - they don't want that. [00:04:55] Crystal Fincher: Would you vote to allow it? [00:04:58] Ron Davis: Ah, I see. No, not currently - I don't have any reason to think I would. [00:05:02] Crystal Fincher: Do you support allocation in the City budget for a civilian-led mental health crisis response? [00:05:09] Ron Davis: Me and two-thirds of Seattle, yep. [00:05:11] Crystal Fincher: Do you support allocation in the City budget to increase the pay of human service workers? [00:05:15] Ron Davis: Yes, it's egregious how much they're underpaid. [00:05:18] Crystal Fincher: Okay. Do you support removing funds in the City budget for forced encampment removals and instead allocating funds towards a Housing First approach? [00:05:26] Ron Davis: Yep. [00:05:27] Crystal Fincher: Do you support abrogating or removing the funds from unfilled SPD positions and putting them towards meaningful public safety measures? [00:05:36] Ron Davis: Yes. I do want to clarify - so when we say unfilled, we think the ones that are unfilled or unfillable in this budget cycle - but then yes. [00:05:43] Crystal Fincher: These are yes or no questions. [00:05:45] Ron Davis: Well, it's yes if it's the ones that are fillable or not. [00:05:49] Crystal Fincher: Perfect. So let's do yes or no - we have plenty of time to get into the nitty gritty and detail of all the other stuff. [00:05:55] Ron Davis: Got it. [00:05:55] Crystal Fincher: Do you support allocating money in the City budget for supervised consumption sites? [00:06:01] Ron Davis: I do. [00:06:02] Crystal Fincher: Do you support increasing funding in the City budget for violence intervention programs? [00:06:06] Ron Davis: Yes, I do. [00:06:07] Crystal Fincher: Do you oppose a SPOG contract that doesn't give the Office of Police Accountability and the Office of Inspector General subpoena power? [00:06:16] Ron Davis: I would oppose such a contract, yes. [00:06:18] Crystal Fincher: Do you oppose a SPOG contract that doesn't remove limitations as to how many of OPA's investigators must be sworn versus civilian? [00:06:29] Ron Davis: Oppose that doesn't remove - sorry, I'm trying to make sure I got the question right. [00:06:33] Crystal Fincher: If they don't remove limitations about how many of OPA's investigators must be sworn versus civilian- [00:06:39] Ron Davis: Yeah, I would have a problem with that. They've gotta be civilian. [00:06:42] Crystal Fincher: Do you oppose a SPOG contract that impedes the ability of the City to move police funding to public safety alternatives? [00:06:51] Ron Davis: Yeah. [00:06:52] Crystal Fincher: Do you support eliminating in-uniform off duty work by SPD officers? [00:06:59] Ron Davis: I don't know. I don't know what you're talking about, specifically. I'm sorry. [00:07:03] Crystal Fincher: Okay. Will you vote to ensure that trans and non-binary students are allowed to play on the sports teams that fit with their gender identities? [00:07:12] Ron Davis: Yeah. [00:07:13] Crystal Fincher: Will you vote to ensure that trans people can use bathrooms or public facilities that match their gender? [00:07:19] Ron Davis: Yep. [00:07:19] Crystal Fincher: Do you agree with the Seattle City Council's decision to implement the JumpStart Tax? [00:07:24] Ron Davis: Yes. [00:07:25] Crystal Fincher: Would you vote to reduce or divert the JumpStart Tax in any way? [00:07:30] Ron Davis: No. [00:07:30] Crystal Fincher: Are you happy with Seattle's newly built waterfront? [00:07:34] Ron Davis: No. [00:07:34] Crystal Fincher: Do you believe return to work mandates like the one issued by Amazon are necessary to boost Seattle's economy? [00:07:41] Ron Davis: No. [00:07:42] Crystal Fincher: Have you taken transit in the past week? [00:07:44] Ron Davis: Yes. [00:07:45] Crystal Fincher: Have you ridden a bike in the past week? [00:07:48] Ron Davis: No. [00:07:49] Crystal Fincher: Or the past month? [00:07:50] Ron Davis: Yes. [00:07:51] Crystal Fincher: Should Pike Place Market allow non-commercial car traffic? [00:07:55] Ron Davis: No. [00:07:55] Crystal Fincher: Should significant investments be made to speed up the opening of scheduled Sound Transit light rail lines? [00:08:03] Ron Davis: Yes. [00:08:03] Crystal Fincher: Should we accelerate the elimination of the ability to turn right on red lights to improve pedestrian safety? [00:08:10] Ron Davis: Yes. [00:08:11] Crystal Fincher: Have you ever been a member of a union? [00:08:14] Ron Davis: Not unless you count the Transit Riders Union - not an actual worker union - no. [00:08:18] Crystal Fincher: Will you vote to increase funding and staffing for investigations into labor violations like wage theft and illegal union busting? [00:08:26] Ron Davis: Yep. [00:08:27] Crystal Fincher: Have you ever walked on a picket line? [00:08:29] Ron Davis: Yes. [00:08:29] Crystal Fincher: Have you ever crossed a picket line? [00:08:32] Ron Davis: Never. [00:08:32] Crystal Fincher: Is your campaign staff unionized? [00:08:36] Ron Davis: We are not. We've encouraged it, but it hasn't happened. [00:08:38] Crystal Fincher: So if your campaign staff wanted to unionize, would you voluntarily recognize their effort? [00:08:44] Ron Davis: Absolutely. [00:08:45] Crystal Fincher: So that's the end of the lightning round - thank you very much for that. Pretty painless, hopefully. Now, lots of people look to work you've done to get a feel for what you've prioritized and how qualified you are to lead. Can you describe something you've accomplished or changed in your district that's tangible or visible to the people who live there and what impact has it had on them? [00:09:06] Ron Davis: That's a great question. In my district - um, depends on who and who it would be visible to, but I can think of a couple, a couple things that would be significant. One is I'm on the board of the Roosevelt Neighborhood Association and one of the areas I'm working on there is transportation - and specifically, transportation and pedestrian safety. So for instance, we had a situation where a number of people were turning out of driveways the wrong direction on a one-way street and it was creating scary conflicts and some residents raised the issue. We raised the issue to SDOT. We've also raised the issue to - I championed us raising the issue to both SDOT and local businesses - we got better signage implemented. We're getting way, way, way less reports of that. Let's see, something that I specifically get credit for. So also we've done - I'm on the board of the YMCA, so I was our biggest fundraiser last year. And we raised thousands and thousands of dollars to get it - to fund scholarships so that young kids could get afterschool care and summer care that was the same care that fully-paying families were getting. And so that was visible, of course, only to those families - we don't identify which families those are because we don't want those kids to experience any sort of identity segregation around that - but that brought a lot of kids into amazing wraparound care. And we also did some work related to that to bringing food into their families. So there's a couple of things I've worked on recently in the district. [00:10:35] Crystal Fincher: Perfect, thank you. Now on almost every measure, we're behind on our 2030 climate goals, while experiencing devastating impacts from extreme heat and cold, to wildfires, floods. What are your highest priority plans to get us on track to meet our 2030 goals? [00:10:52] Ron Davis: Yeah, so number one is we have to address transportation. So 61% of our emissions come from personal and commercial transport in the city. And so to make progress there, we have to make it so that people don't pay a time and safety and reliability penalty for doing something other than riding a car. So that means everything from a better built-out and disability-accessible sidewalk network - and street crossing network that is safe. Bike lanes that are separate and actually protected, and that form a grid that go from where people are to where they want to be without breaks in them where they're risking their lives. And then of course, frequent, fast, reliable transit. All of those things cost money and they also will cost road space. We are going to actually have to - if we want to make it so that people have a real choice, 'cause right now we're putting a huge thumb on the scale - pushing people into cars. If we want people to have a real choice, we're going to have to make genuine trade-offs in right-of-way. So I think that's the biggest - absolute single best biggest - thing we can do. Obviously we need to electrify everything that remains. To support that, we also need to address our biggest other area of emissions, which is housing and commercial buildings, right? And so denser housing is more climate friendly, has lower emissions. Mass timber construction is much lower climate - I'm sorry - carbon intensive at construction. And that denser housing of course supports the kind of transportation network that I just described, so there's a virtuous circle there. The other piece that goes with that is allowing commercial in all neighborhoods without forcing businesses to build extra parking, right - through mandates. And once you do that, then also a lot more trips can be confined to existing neighborhoods and don't even need to be - the person shouldn't even have to be able to ask, shouldn't even have to ask themselves the question of - Do I need to get on a bus or do I need to get on a car? - when maybe they can go a block away or three blocks away. [00:12:50] Crystal Fincher: Absolutely. Now I wanna talk about public safety, particularly while other jurisdictions around the country and several in our region have rolled out alternative response programs to better support those having behavioral health crises - or with a challenge that isn't quite a legal challenge, but needs some intervention - Seattle is stalled in implementing what is a widely-supported idea. Where do you stand on non-police solutions to public safety issues? And what are your thoughts on civilian-led versus co-response models? [00:13:22] Ron Davis: Okay, great questions. So one is we definitely need non-police response to non-police-appropriate calls. And a huge percentage of those calls could be appropriately handled without a sworn officer present. So I believe SPD did a study of itself and said 12% of calls could be immediately triageable. There was an external body that came in and said it was more like 49%. I have not been close enough to that data to know which one is right, but it's a lot. And it's embarrassing, to be honest, that a city as rich and capable as ours has fallen so far behind in delivering on this - especially when we have this massive behavioral health crisis, when we have a shortage of police officers so their ability to respond to every kind of crisis is diminished. We need to be handing off this workload to people who are better trained for it, because - well, A) because they're better trained for it, B) because a lot of those interactions are where some of our more racially inequitable interactions happen with police, and C) so that we can cut response times - which I think should answer the other part of your question. So I don't think co-response is necessary in most cases. [00:14:30] Crystal Fincher: Gotcha. Now, I wanna talk about victims a little bit. There's a lot of people saying they're speaking on behalf of victims, but really speaking over them. And what we actually hear from victims is - is one, they wanna make sure that what happened to them never happens to them or anyone else again. And two, that they want more support and help to recover after what they've just been through. How can we do a better job supporting victims of crime? [00:14:59] Ron Davis: That's a wonderful question. I have thought about certain parts of that - and I'll tell you which parts - and then I think that you've identified a gap in my own thinking, policy-wise. So the part I've thought about is restorative justice programming, where - and I campaigned for Pooja Vaddadi on this because I was very much interested in, now Judge Vaddadi's, championing restorative justice programming - which ultimately bring, when people come into the justice system, makes part of their restoration program not only focused on rehabilitating them and bringing them back to community. But also trying to make whole or right what they - whatever damage they've done - with care to protect victims from having to relive trauma. So I've thought a lot about it from that standpoint, and I've thought a lot about it in our social safety net. What I haven't thought a lot about is direct victim, direct sort of post-victimization programming. So I don't have a great answer, other than to say that you make a really interesting point - which is we love to talk about victims as sort of in the political chess, but too often we're not actually paying attention to them and their needs. And so I would definitely support spending money to make sure that we are taking care of people who've been victimized, 'cause trauma has lasting effects. [00:16:17] Crystal Fincher: Absolutely does. I wanna talk about housing and homelessness. And one thing called out by experts as a barrier to reducing homelessness is that the frontline workers - their wages don't cover the cost of living, leading to shortages and challenges there. Do you believe our local nonprofits have a responsibility to pay living wages for our area, and how can we make that more likely with how we bid for contracts and services? [00:16:45] Ron Davis: Yeah, I do. I do think they have that responsibility and often they're constrained by funding, but often the funder of last resort is us. And so because our contracts - through things like public development agreements, labor harmony agreements, things we do with other contractors - more often for-profit contractors, we can set the terms on which we engage. I think we need to be setting terms that require higher pay. Now, that being said, we can't get something for nothing. And so we can't just say you have to pay more and then not actually provide the funds in those contracts. So we're gonna have to put our money where our mouth is, or our treasure where our heart is - as the scripture says. [00:17:21] Crystal Fincher: What are your highest priority plans to address homelessness? [00:17:26] Ron Davis: Yeah, so I think the data is pretty clear that what causes homelessness to vary by city is housing related, right? So although there are individual causes that push people into homelessness - like mental health, behavioral health issues, or other tragedies in people's lives - the thing that makes homelessness happen in a city is the lack of affordable housing. And so for me, my big focuses there are a mix of supply, subsidies, and stabilization policies. So on the supply side, that means a broad zoning reform - at least tripling the zoning envelope around the city, making sure that no neighborhood is exempt - and creating sort of livable, walkable communities where there's plenty of space to build. And it also means permitting reform, right? So moving to a single-track permitting process - right now we have this dual-track process that's really Byzantine and takes two to three years and it should be more like six weeks to six months - and potentially actually putting a time limit on that and allowing for a builder's remedy. On the subsidy side - even if we get permitting right and zoning right, we start to bend the curve on housing costs and make it so middle-class families can afford to live here again - it's still gonna be tough because this is America and it's an unequal society. And people wanna live in Seattle, so land is expensive. And so we are not gonna be able to meet the needs of all of the market, which means we also need to pay money in - so this is the subsidy side. So aggressive investments in affordable housing, in social housing which is mixed-income, investing in permanent supportive housing for people with chronic behavioral issues, direct subsidies or vouchers for people that appear that they just need a hand up and can get back into the market - you can generally segment the homeless population this way pretty effectively. And then on the stabilization side, displacement often pushes people into homelessness or further down the economic ladder. And so thinking about everything from - I would like to implement now an anti-rent gouging excise tax. I think it would get tied up in court, but I think it actually would be constitutional. It would be a way of sort of backing into something like a milder form of rent control without maybe running afoul of State constitution. I'm fine with the trigger law as well. I would also be interested in something called right-to-return legislation, which basically says - Hey, this is a high displacement risk neighborhood and so if you build here, people need to be able to return at the same price to the equivalent and be compensated in the meantime - which means some of those projects aren't gonna pencil out and it means more housing will get built in richer, lower displacement risk neighborhoods. That's okay. Or it means if people do have temporary displacement that they're gonna land well. I also think just direct aid to folks who appear to be at risk of homelessness - we found in, during the pandemic, is pretty good at - it's one of those pay a dollar in, save seven dollars later and keep people out of actually being on the street. [00:20:17] Crystal Fincher: Sure. [00:20:18] Ron Davis: Oh, I should say tiny homes - that's my other, I forgot one other thing, sorry - tiny homes. I also think we need, I do think we need to get, it's a - think of it as like kind of a tourniquet, right? It's not a long-term solution, but it can protect people and kind of stop the bleeding for folks who are on the street right now and have nowhere to go. [00:20:33] Crystal Fincher: Gotcha. Now it comes to transit and transportation, we have a long way to go to address our current pedestrian and bicycle safety crisis. We are seeing injuries and deaths at record rates and community demanding change. How would you improve pedestrian and bicycle safety? [00:20:53] Ron Davis: Yeah, great question. So, this is one of those things where my money is where my mouth is - just like on the last one, I didn't say I worked on statewide legislation to pass the missing middle housing bill. Here, you know, I'm on the board of Seattle Subway, I previously was on the citizen oversight panel at Sound Transit, I'm involved with Neighborhood Greenways, and working on Lid I-5. I - to me, the only safe street is a street is - that is engineered to be safe. And to be - a street that is engineered to be safe has some of the following features. One is it doesn't have long open stretches or really clear visual lines - long, clear visual lines. Two, it doesn't have really wide lanes or series of lanes. Three, it doesn't have wide crossings. So, some of it is just starting to actually engineer our streets because - in a way that slow people down, because we know that when people do - when there are conflicts and there are collisions and people are going slow - first, there's less likely to be a collision. And second, it's much less likely to be nearly so harmful. I mean, it's killing 30 people a year and injuring countless more. Other things that have been proven to be effective - bike lanes have been proven to just reduce overall harm on a road while not significantly impairing total vehicle throughput, raised crosswalks, better signalization, no right turn on red, as you mentioned earlier. I think we need to put more imperative language in our Complete Streets ordinance so that every time we're touching a road, we are moving it toward genuine safe - making it genuinely safe and complete. [00:22:20] Crystal Fincher: I'm also wondering - we are dealing with transit reliability challenges now with a lot of routes being missed and seeing ghost buses, whether from lack of staffing or because there's just not the funding to continue in some places. What can the City do - recognizing that Sound Transit is a regional entity, King County Metro is a county entity - but what can you do in your capacity as a city councilmember to stabilize transit reliability? [00:22:51] Ron Davis: There's a few things we can do. So one is we could increase funding - direct supplementary funding - from the general fund, we could increase funding through the transit levy - both. And we do, through the transit levy, buy additional hours from Metro so we have those relationships - we can do that. But I would say - just sort of backing out - there's a few gaps that I think are fundamental. So one is - something I loved about the Crisis Care Center levy is that it also included money for building up a workforce with more living wages, with training, with wraparound services to get people actually into that workforce and retain them. I think we need to be doing that for our transit workers and actually making that a career that's viable for more people. Of course, I also think that has to be paired with more affordable housing around here as well. Second, I think, of course, direct funding to make sure that there's enough buses - again, that we have frequency is high, but you mentioned reliability. I think another big piece of reliability is traffic. Much, much, much of our transit - other than a good chunk of Link - mixes with traffic. And so the cheapest, easiest, fastest way to improve that is red paint. So while Bus Rapid Transit is awesome and I love it, it's expensive - the first thing we can do is take our busiest transit routes and convert them to transit-only lanes and make sure that buses get places fast and reliably. And then you've tackled a huge part of the frequent, fast, reliable trio problem. [00:24:10] Crystal Fincher: Now, another challenge that Seattle residents are dealing with is the extremely high cost and sometimes low availability of childcare. And that has so many impacts on our larger economy - even for people that don't have kids, this affects our community. But for those who do, the average cost of childcare is now greater than the cost of college, which is just eye-popping. [00:24:36] Ron Davis: Unbelievable. [00:24:37] Crystal Fincher: How do you propose to help this problem and to help families with this challenge? [00:24:43] Ron Davis: Yeah, I think there's small things we can do, and then there's kind of one larger thing that we can do. So I think on the small side, just building capacity - we did see some success during the pandemic with funds that were set aside to say, make small remodels in an in-home childcare setting that would get a bathroom on the first floor that would allow doubling of the number of children available - things like that, that went a long way. So I think there's some smart things we could do there. I think there's smart things we could do in retooling some spaces downtown, which I think would actually bring more office workers downtown. And certainly exempting childcare from floor area ratio - basically it's free square footage, right, for audience members who aren't that nerdy, although most of your audience, I'm guessing, is a little bit nerdy and probably does know what that is - and allowing it, legalizing it at every neighborhood. I think the longer term, though - at some point, we're gonna have to more seriously fund a direct stream here that ensures that the workers are paid wages that make it viable - make it a viable career. And that the capacity is there, and that the affordability is there. And so for me, I imagine - I think that if I'm not mistaken, I think that economists say an affordable childcare is like no more than 7% of your gross income, I can't remember the exact number - but whatever that is, I think we should be capping it and subsidizing it accordingly. [00:26:08] Crystal Fincher: A lot of good ideas there. I wanna talk about the broader economy a little bit. Seattle has a very, very diverse business community, as does District 4. We have some of the largest companies in the world here, as well as a really diverse and vibrant small business community. And I wanna talk about small businesses who are facing a lot of challenges - I guess from your perspective, what are the biggest challenges that they are facing, and how can you help? [00:26:35] Ron Davis: Yeah, I think the two biggest are the sort of public safety behavioral health crisis that's happening on their doors - 'cause at least when I think of small business, archetypically I'm thinking of our little retail businesses. Although as a former small business owner, I guess there's multiple types, and that was not what I did. But, and then the other is real estate costs, right? It's very, very expensive to run a shop. So if it's expensive, and you're dealing with behavioral health issues at your door, and there's no civilian response you can call, you're really in a world of hurt. And so obviously everything we talked about earlier with public safety is how I would address the public safety issues, as well as I think we should be investing a lot more just generally in drug treatment and supplementing, even supplementing the Crisis Care Center levy in Seattle. But on the real estate side, Andrew Lewis recently proposed some legislation that is sort of the equivalent of a kind of a soft rent control for small businesses. And I'm interested in that, I like that. I haven't studied it closely enough to know exactly like how much, what do I think, what are the right situations? But especially for some of our like historic districts where a lot of those small minority and immigrant owned businesses tend to get started - like the Ave in Seattle - like I think we absolutely need to not have all of those turn into just open air malls like they have everywhere else. And I also think people need to be able to get started here and be successful. [00:27:58] Crystal Fincher: Thank you. Now, big issue looming over the City of Seattle is the projected revenue shortfall of $224 million - that's what it's currently projected to be starting in 2025. Because the City's mandated by the state to pass a balanced budget, the options to address the deficit are pretty binary - either raise revenue or cut services. How will you approach the issue of how the City collects and spends money on behalf of its constituents? [00:28:28] Ron Davis: Great question. So one is, I wrote an article a while back that said - it was called "Seattle Needs Money" - and it was related to this exact topic. And it was, my argument was - Hey, this is a shortfall. We're losing a lot of revenue because of things like the real estate excise tax slowing down and we're gonna have to gut essential services or we're gonna have to raise money. And so the best choice of those is to raise money. And by the way, our taxes are really regressive - they fall a lot, much more on working class people, middle class people, poor people than they do on wealthy folks. And so our taxes need to be more progressive - as in they need to take more from people who have more - to rebalance our tax code a little bit. How would I do that? Some of my favorite options right now that I'm interested in and would probably just vote yes on now would be A) we could increase JumpStart - we could increase its scope and we could increase its magnitude a little bit. I think it should run from more like 1-4%, not 0.7-2.1% or whatever it is - I think you're still very much in the safe zone where you're not killing the golden goose or anything like that. Alex Pedersen has proposed a 3% top-off to the 7% tax on extreme capital gains - I think that's also a reasonable idea, I wouldn't do his funny switch with water bills, but it could be a significant - that'd be at least another $30 million. Between those two, you'd start to see a substantial difference. I think a vacancy tax is fine - it's not gonna raise a ton of money. I'm also interested in - I have spoken with some constitutional scholars to make sure this would be cool - but I am very interested in a 1% income tax with a $700 rebate, which would be free or actually a check if you make $70,000 or less, and above that would start to bite at 1% of your income. So it would be de facto progressive, but statutorily it would be written in flat. So between those, you could cover the entire gap and you would have money left over for things like fentanyl treatment, and affordable housing, and standing up a behavioral health crisis response, and offering people transportation choices - which in contrast, my opponent says she wants to do all those things, but wants to cut $200 million, right? You can't just do magic. [00:30:33] Crystal Fincher: Absolutely, and I do enjoy hearing concrete ideas - much appreciated for that. Now, as we wrap up today, there are a lot of people trying to make the choice between you and your opponent who you just brought up - trying to determine why they should vote for you versus your opponent. What do you tell voters? [00:30:54] Ron Davis: Yeah, I mean, usually, obviously I'm talking to them and understanding their values and what it is that's important to them, so it kind of depends on the issue. But I would say, like - at a high level, you know, I think we should raise money to deal with our deficit. My opponent Maritza Rivera thinks we should cut $200 million from the general fund, which will impact things like affordable housing, and drug treatment, and civilian responses, and pothole filling, and transit. I think that our city's tax code needs to be more progressive, she does not want to make it more progressive. I'm really focused on housing and homelessness as well as public safety, I think she's kind of only focused on public safety. My public safety plan doesn't ignore what SPD says is possible when it comes to hiring more officers, hers says that we can hire 12 times as much as they say is possible. So I think one of us is much more grounded in reality and aligned with our values, and I think the other is not. One last thing is our histories too are something that are worth looking at, right? I have a history of touching things, and having them go well, and having the people around me say - Hey, this was a really, really good experience. And 26 of 40 of her employees wrote a letter to the mayor not long before she announced that she was running - saying she shouldn't be trusted with City funds and had created a toxic work environment along with her supervisor. So I think the contrast is clear. [00:32:16] Crystal Fincher: Well, thank you so much for your time today and sharing your plans should you be elected to city council with all of the listeners today. Thank you so much. [00:32:25] Ron Davis: Thank you so much, Crystal. It's an honor to be on your show - I'm a diehard listener. [00:32:29] Crystal Fincher: Much appreciated. Thank you. Thank you for listening to Hacks & Wonks, which is produced by Shannon Cheng. You can follow Hacks & Wonks on Twitter @HacksWonks. You can catch Hacks & Wonks on every podcast service and app - just type "Hacks and Wonks" into the search bar. Be sure to subscribe to get the full versions of our Friday week-in-review shows and our Tuesday topical show delivered to your podcast feed. If you like us, leave a review wherever you listen. You can also get a full transcript of this episode and links to the resources referenced in the show at officialhacksandwonks.com and in the podcast episode notes. Thanks for tuning in - talk to you next time.

On this Wednesday topical show, Crystal chats with Alex Hudson about her campaign for Seattle City Council District 3. Listen and learn more about Alex and her thoughts on: [01:08] - Why she is running [01:58] - Lightning round! [08:43] - City budget shortfall: Raise revenue or cut services? [10:53] - What is an accomplishment of hers that impacts District 3 [13:21] - Climate change [15:03] - Transit reliability [17:32] - Bike and pedestrian safety [19:44] - Housing and homelessness: Frontline worker wages [22:16] - Childcare: Affordability and accessibility [24:41] - Public Safety: Alternative response [30:55] - Small business support [34:52] - Difference between her and opponent As always, a full text transcript of the show is available below and at officialhacksandwonks.com. Follow us on Twitter at @HacksWonks. Find the host, Crystal Fincher, on Twitter at @finchfrii and find Alex Hudson at @AlexforSeattle.   Alex Hudson Alex Hudson's journey began in Redmond and flourished on a family farm nestled in Unincorporated East King County. With familial roots spanning over 70 years, Alex's commitment to her community runs deep. Today, Alex resides in First Hill alongside her partner and serves as the legal guardian of a freshman at Grafiel High School. Embracing a car-free lifestyle thanks to the neighborhood's walkability and robust public transit options, Alex and her family thrive in their bustling urban environment. Graduating from Redmond High School in 2002, Alex's determination fueled her journey to becoming a first-generation college graduate. Earning a BA in Political Science from Western Washington University, complemented by minors in Sociology and Economics, Alex's academic endeavors were marked by her active involvement within both the college and Bellingham communities. As an empowered advocate, Alex founded the ACLU-WA student club, directed the Associated Students Drug Information Center, and penned a weekly column for the student newspaper. These accomplishments earned her recognition as the '2008 Associated Student Employee of the Year' and the '2008 ACLU-WA Youth Activist of the Year'. Life threw a curveball with Alex's diagnosis of Hodgkin's Lymphoma, but access to vital government programs, coupled with gratitude for social institutions, enabled her recovery. In 2009, Alex's relocation to First Hill aligned with her role as House Manager at Town Hall Seattle. Infatuated with the neighborhood's historical charm, architectural splendor, and vibrant diversity, she made First Hill her home. After contributing to economic and community development consulting, Alex embarked on a pivotal journey as the inaugural employee of the First Hill Improvement Association (FHIA) in 2014. Over her 4.5-year tenure, Alex spearheaded transformative initiatives, including embedding community priorities within numerous development projects,, reimagining First Hill Park, citing two shelters for homeless people in the neighborhood, and leading negotiations for the 'Community Package Coalition', yielding an extraordinary $63 million investment in affordable housing, parks, and public spaces. Alex's impact reverberated further with the revitalization of the Public Realm Action Plan, the creation of Seattle's first 'pavement-to-parks' project, and the facilitation of over 20 artworks on street signal boxes. Named one of 'Seattle's Most Influential People of 2015' by Seattle Magazine for co-creating Seattlish.com, Alex's prowess extended to Transportation Choices Coalition (TCC) as its Executive Director in 2018. Under her leadership, TCC orchestrated monumental victories, securing over $5billion in funding for better transportation, making transit free for every young person in Washington, reforming fare enforcement policies at Sound Transit, championing wage reform for ride-share drivers, and advocating for mobility justice in a post-COVID world. Balancing her responsibilities, Alex contributes as a board member for Bellwether Housing Group and the Freeway Park Association. With a legacy of empowerment and transformative change, Alex Hudson remains a dedicated advocate, shaping the landscape of Seattle's communities and transportation systems.   Resources Campaign Website - Alex Hudson   Transcript [00:00:00] Crystal Fincher: Welcome to Hacks & Wonks. I'm Crystal Fincher, and I'm a political consultant and your host. On this show, we talk with policy wonks and political hacks to gather insight into local politics and policy in Washington state through the lens of those doing the work with behind-the-scenes perspectives on what's happening, why it's happening, and what you can do about it. Be sure to subscribe to the podcast to get the full versions of our Friday week-in-review show and our Tuesday topical show delivered to your podcast feed. If you like us, the most helpful thing you can do is leave a review wherever you listen to Hacks & Wonks. Full transcripts and resources referenced in the show are always available at officialhacksandwonks.com and in our episode notes. Well, I am very excited to be welcoming Seattle City Council District 3 candidate, Alex Hudson, to the show today. Welcome. [00:01:03] Alex Hudson: It's great to be here - thanks for having me. [00:01:06] Crystal Fincher: Great to have you here. So I guess starting off, just wondering why you decided to run? [00:01:15] Alex Hudson: Yeah, I love the city of Seattle, and I want this to be a great place for the people who live here and people like my kiddo to be able to make a future. I have spent my career working on the issues that affect people in our city the most and pushing towards a city that loves people back. And so I'm excited about the opportunity to take my progressive values, my over a decade of experience taking good ideas and turning those into positive results for people to City Hall, where we can make a really huge impact on the things that matter most to people. [00:01:58] Crystal Fincher: Well, you know, as we were putting together these interviews, we thought, especially for people like you who have just a ton of policy and advocacy experience - how we could have wide-ranging conversations, especially just getting into all the details, we could wonk out forever - but we decided we would try for the first time in interviews, lightning rounds, just to try and help level set a little bit. The eyes got a little wide there, but hopefully this isn't too painful and pretty normal. So we'll do this for a bit and then we'll get back to our regularly scheduled programming of questions, but just to help give a little context beyond the questions that we get to. Wondering - starting out - This year, did you vote yes on the King County Crisis Care Centers levy? [00:02:45] Alex Hudson: Of course. [00:02:46] Crystal Fincher: Did you vote yes on the Veterans, Seniors and Human Services levy? [00:02:49] Alex Hudson: Of course. [00:02:50] Crystal Fincher: Did you vote in favor of Seattle's Social Housing Initiative 135? [00:02:54] Alex Hudson: Absolutely. [00:02:56] Crystal Fincher: Did you vote for Bruce Harrell or Lorena González for Mayor? [00:03:00] Alex Hudson: I voted for Lorena González. [00:03:02] Crystal Fincher: And did you vote for Nicole Thomas Kennedy or Ann Davison for Seattle City Attorney? [00:03:06] Alex Hudson: I voted for Nicole Thomas Kennedy. [00:03:09] Crystal Fincher: And did you vote for Leesa Manion or Jim Ferrell for King County Prosecutor? [00:03:14] Alex Hudson: I voted for Leesa Manion. [00:03:17] Crystal Fincher: Do you rent your residence? [00:03:19] Alex Hudson: I do. Yeah, I'm a lifelong renter. [00:03:21] Crystal Fincher: Okay. Would you vote to require landlords to report metrics, including how much rent they're charging, to help better plan housing and development needs in the district? [00:03:31] Alex Hudson: Yes, absolutely. [00:03:32] Crystal Fincher: Are there any instances where you would support sweeps of homeless encampments? [00:03:39] Alex Hudson: The word sweeps is like always one where I'm like - what does that mean to folks, right? But in general, I think that people deserve to be able to live in a place, to exist peacefully before they are just moved along without any connection to resources or support. So I'm not sure if that's a yes or no, but I definitely support people's basic human right to exist and the City's obligation to take care of people. [00:04:08] Crystal Fincher: Will you vote to provide additional funding for Seattle's Social Housing Public Development Authority? [00:04:13] Alex Hudson: Yes. [00:04:14] Crystal Fincher: Do you agree with King County Executive Constantine's statement that the King County Jail should be closed? [00:04:22] Alex Hudson: Yes. [00:04:23] Crystal Fincher: Should parking enforcement be housed within SPD? [00:04:27] Alex Hudson: No. [00:04:29] Crystal Fincher: Would you vote to allow police in schools? [00:04:35] Alex Hudson: No. [00:04:37] Crystal Fincher: Do you support allocation in the City budget for a civilian-led mental health crisis response? [00:04:44] Alex Hudson: Absolutely, yes. [00:04:45] Crystal Fincher: Do you support allocation in the City budget to increase the pay of human service workers? [00:04:51] Alex Hudson: Definitely, yes. [00:04:53] Crystal Fincher: Do you support removing funds in the City budget for forced encampment removals and instead allocating funds towards a Housing First approach? [00:05:01] Alex Hudson: Definitely, yes. [00:05:03] Crystal Fincher: Do you support abrogating or removing the funds from unfilled SPD positions and putting them towards meaningful public safety measures? [00:05:12] Alex Hudson: Yes. [00:05:12] Crystal Fincher: Do you support allocating money in the budget for supervised consumption sites? [00:05:18] Alex Hudson: 100%, yes. [00:05:19] Crystal Fincher: Do you support increasing funding in the City budget for violence intervention programs? [00:05:24] Alex Hudson: Yes. [00:05:25] Crystal Fincher: Do you oppose a SPOG contract that doesn't give the Office of Police Accountability, OPA, or the Office of Inspector General, OIG, subpoena power? [00:05:38] Alex Hudson: Let me make sure I understand the question 'cause there's a double negative in there. It's - oppose it-- [00:05:44] Crystal Fincher: Would you vote to approve a contract that does not have subpoena power? Would you vote to approve or deny a contract? [00:05:52] Alex Hudson: No. They should have subpoena power. [00:05:56] Crystal Fincher: Gotcha. Do you oppose a SPOG contract that doesn't remove limitations as to how many of OPA's investigators must be sworn versus civilian? [00:06:09] Alex Hudson: There should be no limit - like again, I just wanna make sure I'm understanding the question right - sorry... [00:06:15] Crystal Fincher: Makes - totally fair, totally fair. [00:06:19] Alex Hudson: There should be - the oversight of our police department should not be set by the Police Officers Guild. [00:06:26] Crystal Fincher: Do you oppose a SPOG contract that impedes the ability of the City to move police funding to public safety alternatives? [00:06:34] Alex Hudson: Yes. [00:06:35] Crystal Fincher: Do you support eliminating in-uniform off-duty work by SPD officers? [00:06:40] Alex Hudson: Yes. [00:06:42] Crystal Fincher: Will you vote to ensure that trans and non-binary students are allowed to play on the sports teams that fit with their gender identities? [00:06:49] Alex Hudson: Of course. [00:06:50] Crystal Fincher: Will you vote to ensure that trans people can use bathrooms or public facilities that match their gender? [00:06:55] Alex Hudson: Yes. [00:06:57] Crystal Fincher: Do you agree with the Seattle City Council's decision to implement the JumpStart Tax? [00:07:02] Alex Hudson: Yes. [00:07:03] Crystal Fincher: Will you vote to reduce or divert the JumpStart Tax in any way? [00:07:08] Alex Hudson: No. [00:07:09] Crystal Fincher: Are you happy with Seattle's newly built waterfront? [00:07:12] Alex Hudson: No. [00:07:13] Crystal Fincher: Do you believe return to work mandates like the one issued by Amazon are necessary to boost Seattle's economy? [00:07:25] Alex Hudson: No. [00:07:26] Crystal Fincher: Have you taken transit in the past week? [00:07:28] Alex Hudson: Yes. [00:07:29] Crystal Fincher: Have you ridden a bike in the past week? [00:07:32] Alex Hudson: Yes. [00:07:33] Crystal Fincher: Go ahead, Alex Hudson. Should Pike Place Market allow non-commercial car traffic? [00:07:41] Alex Hudson: No. [00:07:42] Crystal Fincher: Should significant investments be made to speed up the opening of scheduled Sound Transit light rail lines? [00:07:49] Alex Hudson: Oh my God, yes. [00:07:51] Crystal Fincher: Should we accelerate the elimination of the ability to turn right on red lights to improve pedestrian safety? [00:07:57] Alex Hudson: Yes. [00:07:59] Crystal Fincher: Have you ever been a member of a union? [00:08:01] Alex Hudson: No. [00:08:02] Crystal Fincher: Will you vote to increase funding and staffing for investigations into labor violations like wage theft and illegal union busting? [00:08:10] Alex Hudson: Yes. [00:08:11] Crystal Fincher: Have you ever walked on a picket line? [00:08:16] Alex Hudson: Like participated in support of? Or crossed? [00:08:19] Crystal Fincher: Participated in support of a picket. [00:08:21] Alex Hudson: Oh, yes. [00:08:22] Crystal Fincher: Have you ever crossed a picket line? [00:08:24] Alex Hudson: No. [00:08:25] Crystal Fincher: Is your campaign unionized? [00:08:28] Alex Hudson: No. [00:08:29] Crystal Fincher: If your campaign staff wants to unionize, will you voluntarily recognize their efforts? [00:08:34] Alex Hudson: Of course. [00:08:36] Crystal Fincher: Well, thank you for that. That was, I think, a pretty painless lightning round, but pretty illuminating, so appreciate that. Now, the City is projected to have a revenue shortfall of $224 million beginning in 2025. Because the City's mandated by the state to pass a balanced budget, the options to address this upcoming deficit are either raise revenue or cuts. How will you approach the issue of how the City collects and spends money on behalf of its constituents? [00:09:08] Alex Hudson: Yeah, this is super important, right? This is like - the basic function of our city council is to pass legislation, pass a budget, and speak on behalf of the priorities, values, and vision of the people of the City of Seattle. I think, you know, I was an executive director of nonprofit organizations for over a decade, and so I've spent a lot of time making and overseeing budgets - not nearly as large or complicated as the City of Seattle, but the basic tenets are the same, right? And so we gotta do a couple of things. We gotta make sure that the money that we're spending still meets our priorities, and that we may need to shift some stuff around so that we can meet the biggest priorities that are in front of us right now. I think we need to be able to take a look and make sure that our spending is matching the ability to do that. I said, you know, when I ran a nonprofit organization, we opted into having audits every year, and I'm very proud that we had five years of clean audits with no managerial notes - and I think that that should be a pretty common practice because the relationship of taking public dollars and spending them - it's really important to get that right. But the reality is is that we know that we do not have the resources that we need in order to address the urgent issues in front of us, and we are going to need to bring more resources into the City budget to be able to do that. And so that's why I've been a very big proponent of things like the municipal capital gains tax, which is a way to start to begin to move our deeply upside-down tax system and the ability to take from the people who have the most and put it into services for the people who have the least. [00:10:53] Crystal Fincher: Now, a lot of people, as they're trying to make the decision between you and your opponent - especially after trying to get their hands around everyone in the primary - now we're looking in the general and are really honing in on issues. Now, you've been involved in a lot of work - as you have said, you've been the executive director of nonprofit organizations, have a long history of advocacy and policy experience. What would you say that you've accomplished that's tangible in the lives of District 3 residents that helps them understand who you are as a person and a candidate? [00:11:27] Alex Hudson: Yeah, quite a number of things. I've helped to bring hundreds of millions of dollars of resources into the things that matter most to folks. I was the lead negotiator and spokesperson for a 10-organization coalition that fought for a fair public deal from the redevelopment of the Convention Center. And through that work - almost two years of organizing - we brought $63 million of revenue into affordable housing, parks and public open space, and multimodal transportation. So if you are riding, for example, on the bike lanes that connect 8th Avenue to Broadway on Pike and Pine, that's because of community coalition work. If you are experiencing betterment in Freeway Park, that's because of that work. If you are a renter or a formerly homeless person living in The Rise and Blake House, which is the largest affordable housing building ever built in the City of Seattle in the last 60 years, that's because of work that I've done. If your child is riding on public transit for free, that's because of work that I've done. If you are enjoying the beautiful First Hill Park, which was redeveloped at no cost to the public, that's because of work that I did to help create that community-led vision and to bring private dollars into that. There are safer streets, better bike lanes, more and better public transit service, more and better affordable housing that I have helped to bring to bear through my work in running the neighborhood organization or running Transportation Choices Coalition. [00:13:11] Crystal Fincher: Thank you very much for that - really comprehensive and impressive body of work that is visible to people in the district and the city to see what can be built and accomplished there. Now, I wanna talk about climate change because on almost every measure, we're behind on our 2030 climate goals, which is a critical milestone in order to make sure that we do reduce greenhouse gas emissions and mitigate and prevent even worsening climate change - although we already are absolutely feeling the impacts, whether it's extreme heat or cold, wildfires, floods. What are your highest priority plans to get us on track to meet 2030 goals? [00:13:52] Alex Hudson: Yeah, thanks for this question. This is the existential crisis of our time - there is nothing that is possible on a dead planet. And we know that cities are the forefront of this issue because the solution to our accelerating climate crisis is - or one of them is, certainly - is dense, walkable neighborhoods. I talk about, like, you shouldn't need to have a gallon of gas to get a gallon of milk. And the New York Times produced a map recently that talked about average carbon emissions by person and what it shows is that beautiful District 3 - because so much of it is 15-minute walkable neighborhoods - has some of the lowest greenhouse gas emissions anywhere in the country. And so we need to keep making it possible to live a low-carbon life. That means that we need to have more multifamily housing. We need to have a comprehensive plan that puts the things that you need in walking, biking, or transit distance of where you wanna go. We need to have a transit system, frankly, that isn't collapsing around us. And we need to be able to lean very deeply into that clean energy transition. [00:15:03] Crystal Fincher: So, I mean, you mentioned our collapsing transit system. And unfortunately it is, whether it's staff shortages, other challenges that are really just cratering the reliability of the system. Obviously, Metro - King County Metro - is handled by King County, but what role can the City of Seattle play to stabilize transit service in the city? [00:15:24] Alex Hudson: Yeah, folks may know that I have a long history working in transit advocacy. My family lives car-free by choice. And so we rely on public transit to get everywhere we need to go. ATU drivers take my kid to school every day - they make it possible for my whole family to live our lives, and I'm deeply grateful for the people who make that system possible. The City can do a lot to make our transit system possible. One is we need to continue our investment in the Transit Benefit District. I was happy and honored to run that campaign in 2020, November of 2020, and I always like to remind folks that that campaign passed by 82% at a time when - November of 2020, many people were still staying at home. And so that is not only some of the highest that anything has ever been approved in the City of Seattle, that sets an all-time historic national record for the highest approved a transit ballot measure has ever been in this entire country. So when we say that Seattle is a transit town, what we really should be saying that Seattle is the transit town. We need to make buses more reliable - that means we need to get serious about using our very limited public space, our roadway to prioritize the most number of people, which means bus lanes, bus queue jumps. We need to make it so that riding transit is a dignified and wonderful experience. We need to be investing in better bus stops. We need to be investing in the things that make it so that public transit system doesn't have to be a catch-all for social services. And we need to be making it so that fare isn't a barrier to people. So I think that there is a lot to do in terms of like allocating our roadway - that's the piece where the service and the reliability come to bear. We need to continue those investments through STBD [Seattle Transportation Benefit District] and others. And we need to make the experience of riding public transit be irresistibly good. [00:17:32] Crystal Fincher: How would you improve pedestrian and bicycle safety amid the safety crisis that we're experiencing now? [00:17:40] Alex Hudson: Yeah, this is not that complicated. And there are advocates who have been asking for some very basic things for years. We need to have - you talked about this at the top - we need to eliminate right turn on red everywhere in the city of Seattle. We need to signalize a whole lot more places to have left-hand turn lanes so that we're controlling the most dangerous driver movements that we have, which is those turning movements. We need to increase the number of bike lanes all over the place, right? Arterials should have bike lanes on them. I think a lot about 12th Avenue and obviously Eastlake has been much for discussion. We've done a really good job - I'm gonna get wonky, Crystal - we've done a really good job of tying housing density and transit service together in this beautiful virtuous cycle. But what we're missing is that third piece, which is the multimodal transportation. So I would like to see how we can make it - automatic thresholds get crossed in terms of density or transit that then induce and compel the City of Seattle to do these improvements. We have a Complete Streets mandate right now, but mandate's not really the right word - it's checklist. And so how can we make that go from discretionary or I-thought-about-it into like, this-is-what-is-required so that no one has to lose their life in the city of Seattle. We need more curb ramps. We need to make sure, you know, one thing that peeves me is how much of our lighting is for the road and how little of it is for the sidewalk. And so I would like to see more human scale lighting, especially since it's, you know, the big dark is coming and it can be pretty grim here for several months of the year. These are some of the really kind of basic things - we need to be doing a whole lot more narrowing, right - the real way that we have safer streets is through better design. [00:19:44] Crystal Fincher: Now I wanna talk about housing and homelessness. And one thing repeatedly called out by experts as a barrier to the homelessness response is that frontline worker wages don't cover the cost of living and it sets up just a lot of instability - in the work and the workers who are doing the work. Do you believe our local nonprofits have a responsibility to pay living wages for our area? And how can we work with them to make that more likely with how we bid and contract for services? [00:20:17] Alex Hudson: Yeah, I'm on the board of the largest affordable housing provider in King County. And so I have a direct role in helping to make sure that we're living that value with our own workers. So I totally agree that the people who are on the frontlines of this issue should be able to have a comfortable life. I think the City can do a couple of things, right - like we can, in our contracting, like prioritize, we can be investing more deeply in these wages for folks. But I also wanna acknowledge the government's own responsibility in creating the housing affordability crisis in the first place. And so one of the most important ways that we can address this in the mid- and long-term is by bringing down the cost of housing. The City of Minneapolis released some great data a couple of weeks ago that I think should be front page news everywhere, which is by getting rid of exclusionary zoning and investing in affordability - they have created their, they have bucked macroeconomic trends and brought inflation down hugely compared to literally every other city in the country. So long-term, right now we need to pay people so that they can afford their rent today and next month and next year. But what we really need to do is recognize the government's own responsibility in creating this housing and affordability crisis in the first place, and then do everything we can to bring those costs down. It's also true of childcare, right? Like the biggest expenses that people have is their housing, their childcare, and their transportation. There is a lot that we can be doing to be bringing the costs down and making it so that more people can afford to live in the city of Seattle - and that we really think about the role of the government in terms of reducing and eliminating poverty. [00:22:16] Crystal Fincher: Absolutely, and thank you so much for bringing up childcare, because that is - for many people, like you said, the second largest expense behind housing. For some people, it's coming ahead of housing, depending on how many children they have. Recently reported that the cost of childcare is greater than the cost of college here in Washington and in many states. It's just absolutely expensive and a crisis in its own making for people trying to participate in the labor market, so much appreciated with that. What can we do to help address our childcare crisis in the city? [00:22:52] Alex Hudson: We can make it a whole lot easier to place childcare centers. There's a lot of pretty onerous restrictions about where those facilities can go. In 2015, we're gonna renew our Families and Education and Early Learning Promise levy, and we can be thinking about how to be - like that's the investment tool of how we do early learning and childcare. We can be thinking about things like universal pre-K and expanding all of these things beyond, and even investing in the earliest kinds of daycare. We can be thinking about how we can be incentivizing some of the vacant commercial space that exists all over the place, and how we can be subsidizing the childcare there. We can definitely be thinking more about how we do TOD-based, or transit-oriented development-based childcare. I was just talking to somebody recently about how we don't have childcare on top of the Capitol Hill light rail station - and one of the reasons is, is that the childcare providers there really feel like what they need is a vehicle pickup and drop-off zone. I, for one, recognize that vehicles actually put children in danger, but we can figure out creatively how to be partnering with those providers so that they can feel that transit-oriented development is a great place for their childcare to go. I'm really - you know, I think there's a lot of promise in the state capital gains tax, which is meant to be investing very deeply in early learning and creating free opportunities across the state. And so it's really those two things always, right - you got a problem - it's bringing down the cost of whatever that problem is, and investing more deeply in the subsidy for it. [00:24:41] Crystal Fincher: Absolutely. I wanna talk about public safety too, and starting off on the issue of alternative response. And while a lot of other jurisdictions around the country, and especially in our own region - in King County - have rolled out alternative response programs to better support people having behavioral health crises, Seattle is stalled in implementing what is such a widely-supported idea. Poll after poll, one of the things most widely agreed upon - you know, north of 70, 80, in some instances, 90% - has been that of alternative response, having specialized responders for things that don't quite fit the armed police response, or where that has shown to not be as effective. Where do you stand on non-police solutions to public safety issues? And what are your thoughts on civilian-led versus co-response models? [00:25:37] Alex Hudson: Yeah, I agree with the vast and overwhelming majority of Seattleites that we need more and better systems for making a safer Seattle for all of us - and that that includes civilian response, specialized teams, and others. I, like people in Seattle, are frustrated at why we're getting lapped by places like Kirkland, and I think that we can be doing a whole lot better here. I'm encouraged by the reality that we have some good solutions already in the city of Seattle that, frankly, other people have been copying for a very long time - like Health One. Health One is basically exactly what we're talking about, but Health One has barely seen its budget be increased since that program was implemented, you know, five or six years ago. Like, we don't need to sit around - this is such a Seattle thing, right, to like think that what we need to do is like create some brand new idea when it's like we already created the brand new idea. So we need to be investing in things like Health One. We need to be investing in LEAD and CoLEAD - these systems that really work - like We Deliver Care, part of the Third Avenue Project, is a really promising program that is working, that's connecting directly with people who are miserable and in need, and getting them those first and second steps towards the better life that they deserve, and a community that better reflects our desire to care for people. So I think it's pretty clear and obvious that what we need is this alternative response model. We need for that to include the ability for the people who are doing that first response to have a police officer back them up or be part of that if they want to, but not required to do that. And that's that difference between alternative responses and mandated co-responses. But this is really, really, really urgent. You and I were talking at the top of this - I have a 14-year-old and my 14-year-old and her friends wanna be able to go and enjoy the city. I want to be able to send her to the grocery store when I need eggs. I want her and her friends to be able to go hang out in the local parks and do things without a second thought. And the reality is that that's just not really possible right now and that there are far too many people who are not getting the care and support that they need. [00:28:12] Crystal Fincher: What is on the top of your list? And this alternative response may be it - I think it is for several people, certainly is on the minds of Seattleites, especially those responding to polls seeming to implore the City to implement more alternative and co-response, alternative response models. What do you think will make the biggest difference in terms of public safety in the city and in your district? [00:28:40] Alex Hudson: I really think that we can meet a lot of really important goals if we provide people with more resources to address mental and behavior - mental health crises - and to get people connected to drug treatment and services. Right now, I think when people are thinking about public safety, a lot of what that means for people - I hear this on the thousands and thousands and thousands of doors that I've knocked - people are really concerned about the prevalence of untreated drug addiction and suffering in our streets. So I deeply think that the first thing that we need are harm reduction centers or behavioral health centers - right now - that connect people who are struggling with drug addiction in our streets, connected to those services that they need in order to start living that better life. And that means, you know, things like medically assisted treatment - we need to be able to make that a whole lot easier to access. There's programs like the mobile clinics, which are good and promising - we need to scale that up. We need to also like get real about the housing that folks need in order to be stabilized. We have so few long-term residential care facility beds for folks who, you know, are gonna be the most successful with more support than even permanent supportive housing can provide people. And we've basically decimated that important resource in our city through a lack of investment. Seattle struggles to fund things at scale - like we talk about, we have these great ideas and they work, and then we give it like a tenth of the resources that it actually needs. And then we're like - Well, gee whiz, why didn't this work? And it's like - Well, 'cause we didn't actually give it the investment. So I think that it's really, really, really important that we stop people from dying in our streets. We get people connected to the medical care that they need, that they deserve. And then if we can address those issues with a real sense of urgency and in the framework of our progressive values, it's gonna feel like our city is more the place that we want it to be. [00:30:55] Crystal Fincher: Now, our economy gets talked about a lot - the people who make up the economy - and especially in terms of Seattle's economy, which is very diverse, having the largest corporations in the world - Amazon headquartered here, Microsoft headquartered nearby, but also a lot of vibrant small businesses who really help to give the city character and certainly play a massive role in our local economy and just how healthy we are as a community. What do you think are the biggest issues facing, particularly small businesses, in your district and what would help them the most? [00:31:34] Alex Hudson: Yeah, I love this question. District 3 is such a special place - there's a reason why people wanna live here, why it's so desirable to live here, and why people feel so sad when they have to leave. One of the things I learned is that District 3 in Capitol Hill is home to the densest concentration of small businesses anywhere in the state of Washington. It's this really beautiful ecosystem of uniqueness and flavor. But right now it's really hard to kind of sustain your business. Some of that is the cost of commercial rent. There's a great article in the New York Times just this morning about this, right - that there are tax loopholes that make it so that commercial rents that are vacant can be written off as losses by commercial landholders. And that incentivizes vacancy, which is super destructive to a sense of community and contributes to a lack of feeling of public safety. So we need to address the escalation in commercial rent. In the future, we need to make sure that we're building small business retail on the ground floor that's the right size, right? Like there's - downtown there's a whole lot of 5,000 and 10,000 square foot spaces that no small business can afford the lease on. And so that means that we've basically built a city that can only be successful with mega, mega global or national businesses. And that's not really kind of, I think the Seattle that we want. We need to recognize that it's gotten really expensive and in some places impossible to get insurance for small businesses, so the City can be helping to figure out ways that we can be either an underwriter or a supporter of the insurance that small businesses need. We need to make it faster, easier, and more seamless to open a business - we have some pretty onerous permitting and regulations that make it very difficult to start and operate a new business. And we need to figure out how we can be really intentional around getting around the restrictions around gift of public funds - this comes into play a lot with vandalism, either graffiti or broken windows, right - that becomes the financial responsibility of the individual business owner and those can be thousands of dollars that these businesses just don't have, and the city can be helpful there. So in addition to that, I think we need a whole lot more resources in our Office of Economic Development to be providing material and technical support to folks. It's a lot of paperwork and government bureaucracy stuff. And like people who start bakeries or boutiques are not - should not be expected to be experts in paperwork as well. So I think we can have a lot more kind of culturally relevant and in-language support at OED to be helping that. So there's a lot that we can be doing and this is super, super important. [00:34:52] Crystal Fincher: So as voters are trying to make the decision between you and your opponent, what do you tell them about why they should make the choice to vote for you? [00:35:02] Alex Hudson: I have over a decade of experience in translating good ideas into meaningful and impactful policy and investments that do and have made people's lives better. We are going to see - for the second time in a row - a majority brand-new city council, and there is a possibility that our most senior city councilperson will have been there for two years. And so it's really important that we have folks with a lot of experience because the crises that are surrounding our city don't stop - and we don't necessarily, nor does the ongoing work of the City of Seattle. I would also say I'm the very progressive candidate in this race and I think that I reflect the values of our district very strongly. People in this district want to see more housing. They want to see better transit and transportation options. They want to see a public sector that makes it so that our libraries and our community centers are open late and filled with programming. This is the strength of the public sector that I really believe in and know that we can have. So I think I am a strong representative of the progressive values of our district, and I have a very long proven track record of delivering on that and I'm ready to go Day One. [00:36:39] Crystal Fincher: Well, thank you so much, Alex Hudson, candidate for Seattle City Council District 3, for taking the time to chat with us today. Appreciate it and wish you the best. [00:36:49] Alex Hudson: Thank you very much. It was an honor to be here. [00:36:52] Crystal Fincher: Thank you for listening to Hacks & Wonks, which is produced by Shannon Cheng. You can follow Hacks & Wonks on Twitter @HacksWonks. You can catch Hacks & Wonks on every podcast service and app - just type "Hacks and Wonks" into the search bar. Be sure to subscribe to get the full versions of our Friday week-in-review shows and our Tuesday topical show delivered to your podcast feed. If you like us, leave a review wherever you listen. You can also get a full transcript of this episode and links to the resources referenced in the show at officialhacksandwonks.com and in the podcast episode notes. Thanks for tuning in - talk to you next time.

Marc and Mike go solo in this episode focusing on Traffic Engineering for Cities. Leveraging Mike's years of compiling data and producing reports and guides for various traffic related issues at the City level, the Public Works Nerds tackle a couple of frequent complaints such as speeding, request for stop signs and crosswalks. We also touch briefly on Complete Streets Policies, Comprehensive Plans and managing requests from elected officials. It's a conversation between two seasoned engineers at the City level!Show Notes:Referenced Book - The Checklist Manifesto: How to Get Things Right by Atul Gawande (blog article)The Checklist Manifesto: Summary, Quotes, and Lessons - CheckliAmazon Link to Book:The Checklist Manifesto: How to Get Things Right: Gawande, AtulMike on Traffic" Guide to Citizen Traffic RequestsManual-on-Citizen-Traffic-Requests.pdf (mikeontraffic.com)Checklist for Street AuditsChecklist-for-Street-Audits.pdf (mikeontraffic.com)Other Resources from Mike on TrafficResources - Mike on TrafficComplete Streets PoliciesComplete Streets Policies | US Department of TransportationMinnesota Department of Transportation Complete Streets Handbookhttps://edocs-public.dot.state.mn.us/edocs_public/DMResultSet/download?docId=19626144City of Rochester, MN Complete Streets Report and PolicyStreet Use & Complete Streets (rochestermn.gov)

Walkability expert Dan Burden took Humboldt by storm last week, leading walk audits in Blue Lake, McKinleyville, Arcata, and Eureka. Dan joins the show to talk about how we can rethink our road system to be safe for all people on foot, on bikes, and in cars. Read more! How Do We Make Our Communities More Walkable? Dan Burden Knows, and He's Coming to Humboldt to Help Us Out - Lost Coast OutpostIn Conversation With an Expert: Dan Burden - Strong Towns Support the show

Scott Ogilvie, St. Louis City Complete Streets Program Manager joins Megan and Tom in studio with ways to make streets safer. 

Last week, Michigan Gov. Gretchen Whitmer signed legislation that bans the use of hand-held electronic devices while driving. The legislation had a number of advocates, none more so than the League of Michigan Bicyclists.On this week's Talking Michigan Transportation podcast, Matt Penniman,  communications and advocacy director for the League, explains why this was so important to his members.Investigators face challenges identifying distracted driving as a cause of crashes. Some statistics from 2021, the most recent year with updated data:Bicycle·   1,248 crashes, 37 cited as involving distracted driving.·   29 fatal, two cited as involving distracted driving.·   126 serious, three cited as involving distracted driving.Pedestrian·   1790 crashes, 92 cited as involving distracted driving.·   182 fatal, 14 cited as involving distracted driving.·   343 serious, 22 cited as involving distracted driving.Penniman also talks about the continuing rise in popularity of electric bicycles (e-bikes), with industry officials anticipating the market growing to nearly $92 billion by 2029.Other topics include Michigan's Complete Streets policy and whether it's time for some updates.

Let's face it: Broadway - that section of Highway 101 in south Eureka - sucks. Especially for people getting around on foot or on a bike. Thankfully, Caltrans recognizes the deep suckiness of Broadway and is committed to making it better. You may have seen cones and temporary bollards and wondered, “WTF?!” They are part of a “pop-up” demonstration of potential measures to make the road just a little bit safer — from bulbouts and curb extensions to improve visibility of pedestrians and to slow vehicle speeds when turning to islands in the left-hand turn lanes.  When walking, biking, driving or moving yourself by some other unspecific means through or across Broadway, take note of how your behavior is modified by these demonstration pop-ups or whether you feel safer as a result. Caltrans wants to know! Go to this SurveyMonkey to share your feedbackJeff Pimentel joins the show to discuss how Caltrans is considering safety improvements to Humboldt's most dangerous road.###RELATED READING:What the Heck's Going on With Broadway in Eureka? Caltrans' ‘Pop-Up Demonstration,' Explained, May 24.Support the show

Traffic violence has grabbed headlines the last few weeks. The violence has claimed four young lives, taken a teen's legs, and injured four people. Scott Ogilvie, the City of St. Louis' Complete Streets program manager, discusses a new law that allocates millions of COVID relief dollars toward street and pedestrian safety improvements. And NextSTL Editor Richard Bose talks about what has led to such a high rate of pedestrian deaths and what needs to be done to make the region's streets safer.

This podcast talks about coming off the road,  The Watcher, police interrogations, Dahmer, JLo's love triangle, and Zee's new list of haters, the end of the podcast is a very serious conversation about mental health and suicide.  Text or call 988 for Suicide and Crisis LifelineSign up on our VIP Patreon and join us for a monthly happy hour https://www.patreon.com/holdthesarcasmpodcast Click here  to donate to Zee's real men wear pink campaign and fight against breast cancer-Sponsored byMy ED Meds- https://myedmeds.com/Ballys- https://ballwash.comUse Promo Code MEMEBERSONLY For a 15% discountThe Uncle Louie Variety Show-www.theunclelouievarietyshow.comDisruption Network-  www.disruptionnetwork.net Follow Hold The Sarcasm on InstagramFollow Disruption Network on InstagramFollow Uncle Louie Variety Show on Instagram

Humboldt County has some of the highest pedestrian fatality numbers in the state. Thankfully, a large cultural change is taking over in local transportation planning. Under the banner of "Vision Zero," transportation planners are imagining how we can manage our road network to reduce road fatalities down to zero. Sounds too lofty? Other jurisdictions have already seen significant improvements in road safety under this model.What does Vision Zero look like? Addressing issues with investments in road safety, like Caltran's new Broadway HAWK beacon to large planning efforts, like the Humboldt County Association of Governments' Safe and Sustainable Transportation Targets. Alexis Kelso of Caltrans and Stevie Luther of HCAOG join Gang Green to talk about how their agencies are hard at work to save lives.Want to learn more? Check out this cool video with safety improvement ideas that are being implemented across the world.Support the show

Oct. 17, 2022 - Assembly Transportation Committee Chair Bill Magnarelli, a Syracuse-are Democrat, discusses the implementation of New York's 2011 Complete Streets law and how future roadwork should consider the needs of not-motorists.

Join us for this week's topic of discussion: Complete Streets with our guest, Assistant Director of Planning & Development Kate Maldonado.

Brief summary of episode:Ryan Dorsey is the City Councilman for Baltimore's 3rd District. He works to strengthen communities, make neighborhoods more accessible and safe, increase government accountability and transparency, and ensure that Baltimore is affordable, attractive and inclusive for all who choose to live here.Elected in 2016, Councilman Dorsey passed a landmark Complete Streets ordinance which codifies strong equity provisions, banned source of income discrimination in Baltimore City housing, and put a question on the ballot in 2018 to create an independent Office of the Inspector for Baltimore City, which passed with more than 80% of the vote.When approaching policy and legislation, Councilman Dorsey seeks solutions that create lasting change by addressing systemic causes. His approach is informed by his view that Baltimore's challenges require policy that actively dismantles structural racism and inequality, while embracing Baltimore's competitive advantage as an urban place designed for density and transit access. Councilman Dorsey is a lifelong resident of Baltimore's 3rd District. Raised in the Belair-Edison and Mayfield neighborhoods, he attended and graduated from St. Francis of Assisi, the Baltimore School for the Arts, and the Peabody Conservatory of Music. Before running for office, Councilman Dorsey worked as a project manager in a small business that was founded in Baltimore in 1930 and has been in his family for three generations. He is an Appalachian Trail thru-hiker.The Truth In This ArtThe Truth In This Art is a podcast interview series supporting vibrancy and development of Baltimore & beyond's arts and culture.To find more amazing stories from the artist and entrepreneurial scenes in & around Baltimore, check out my episode directory. Stay in TouchNewsletter sign-upSupport my podcastShareable link to episode★ Support this podcast ★

Tonight, Megan Lynch will present "Acesible and Complete Streets" at tonight's meeting of the Pasadena Complete Streets Coalition. To get the zoom link, click here and send a note to UC Access. Today, we feature her at SGV Connect for those that can't make tonight's meeting to hear her message. When she's not pushing for transportation planning that includes infrastructure that is accesible to all potential users, Lynch is a graduate student at UC Davis. There, she founded UC Access Now, an advocacy group for the disabled. In the interview, she discusses how one can support their advocacy by writing to the Governor and legislature to support their efforts on UC campuses. Click here for their Link Tree page and here to take action. And if you still haven't gotten enough Megan, you can watch her in a panel at Calbike. In our second interview, Chris interviews Supervisor Hilda Solis about the future Puente Hills Park. After literally decades of advocacy, Solis and L.A. County have secured over $100 million to convert over 140 acres of what was once the Puente Hills Landfill into one of the region's largest parks. In the interview, Solis recounts her memories growing up near the future park and the impact that growing up near a dump had on her and her family. Getting rid of the dump is a major victory for the entire community, and replacing it with a park is a legacy project that Solis is clearly already very proud of. For a transcript of the podcast, click here.  SGV Connect is supported by Foothill Transit, offering car-free travel throughout the San Gabriel Valley with connections to the new Gold Line Stations across the Foothills and Commuter Express lines traveling into the heart of downtown L.A. To plan your trip, visit Foothill Transit. “Foothill Transit. Going Good Places.” Sign-up for our SGV Connect Newsletter, coming to your inbox on Fridays and catch past episodes of SGV Connect and #DamienTalks on LibSyn,iTunes, Google Play, or Overcast.

The recently signed infrastructure law continues the United States' over-reliance on the most dangerous way to travel: driving a vehicle. Did Congress make sufficient safety improvements to decrease the dangers posed by driving in the United States? This episode will examine all vehicle-related safety provisions to help you weigh your own transportation options. Please Support Congressional Dish – Quick Links Contribute monthly or a lump sum via PayPal Support Congressional Dish via Patreon (donations per episode) Send Zelle payments to: Donation@congressionaldish.com Send Venmo payments to: @Jennifer-Briney Send Cash App payments to: $CongressionalDish or Donation@congressionaldish.com Use your bank's online bill pay function to mail contributions to: 5753 Hwy 85 North, Number 4576, Crestview, FL 32536. Please make checks payable to Congressional Dish Thank you for supporting truly independent media! View the Show Notes on our Website at https://congressionaldish.com/cd251-bif-driving-dangers-sustained/ Background Sources Recommended Congressional Dish Episodes CD246: BIF: Appalachian Chemical Storage CD247: BIF: The Growth of US Railroads CD240: BIF: The Infrastructure BILL CD021: Trailblazer vs. ThinThread Why You Should Be Afraid of Cars “Number of worldwide air traffic fatalities from 2006 to 2021.” Apr 12, 2022. Statista. National Highway Traffic Safety Administration. Mar 2022. “Overview of Motor Vehicle Crashes in 2020.” U.S. Department of Transportation. “Number of deaths / injuries directly linked to boating accidents in the U.S. from 2002 to 2020.” Jun 2021. Statista. Injury Facts. “Railroad Deaths and Injuries.” National Safety Council. Jon Ziomek. Sept 28, 2020. “Disaster on Tenerife: History's Worst Airline Accident.” Historynet. National Highway Traffic Safety Administration. “Distracted Driving.” U.S. Department of Transportation. Problems the Law Does (and Does Not) Address Jake Blumgart. Nov 15, 2021. “The Infrastructure Bill May Not Be So Historic After All.” Governing. Self Driving Cars Neal E. Boudette. May 3, 2022. “Paying customers could hail driverless taxis in San Francisco later this year.” San Francisco Examiner. Natasha Yee. Apr 1, 2022. “Waymo Bringing Driverless Vehicles to Downtown Phoenix ... Soon.” Phoenix New Times. “24 Self-Driving Car Statistics & Facts.” Feb 20, 2022. Carsurance. Neal E. Boudette. Jul 5, 2021. “Tesla Says Autopilot Makes Its Cars Safer. Crash Victims Say It Kills.” The New York Times. Clifford Law Offices PC. May 5, 2021. “The Dangers of Driverless Cars.” The National Law Review. Katie Shepherd and Faiz Siddiqui. Apr. 19, 2021. “A driverless Tesla crashed and burned for four hours, police said, killing two passengers in Texas.” The Washington Post. Riley Beggin. Jan 15, 2021. “Self-Driving Vehicles Allowed to Skip Some Crash Safety Rules.” Government Technology. Faiz Siddiqui. Oct 22, 2020. “Tesla is putting ‘self-driving' in the hands of drivers amid criticism the tech is not ready.” The Washington Post. Niraj Chokshi. Feb 25, 2020. “Tesla Autopilot System Found Probably at Fault in 2018 Crash.” The New York Times. Michael Laris. Feb 11, 2020. “Tesla running on ‘Autopilot' repeatedly veered toward the spot where Apple engineer later crashed and died, federal investigators say.” The Washington Post. Alex Davies. May 16, 2019. “Tesla's Latest Autopilot Death Looks Just Like a Prior Crash.” Wired. Neal E. Boudette and Bill Vlasic. Sept 12, 2017. “Tesla Self-Driving System Faulted by Safety Agency in Crash.” The New York Times. Rachel Abrams and Annalyn Kurtz. Jul 1, 2016. “Joshua Brown, Who Died in Self-Driving Accident, Tested Limits of His Tesla.” The New York Times. Alcohol Detection Systems Isaac Serna-Diez. Nov 23, 2021. “Alcohol Detection Systems Will Now Be Mandatory In All New Cars To Prevent Drunk Driving. YourTango. Keyless Entry Carbon Monoxide Deaths “Toyota Introduces Automatic Engine Shut Off to Prevent Carbon Monoxide Deaths.” Jun 20, 2019. Kelley Uustal Trial Attorneys. “Toyota Has the Most Keyless Ignition Related Deaths, But Takes no Action.” Jun 7, 2019. KidsAndCars.org. Kids Left in Cars Morgan Hines. Aug 2, 2019. “There's science behind why parents leave kids in hot cars.” USA Today. Scottie Andrew and AJ Willingham. July 30, 2019. “More than 38 kids die in hot cars every year, and July is the deadliest month.” CNN. John Bacon. Jul 28, 2019. “'He will never forgive himself': Wife defends husband in devastating hot car deaths of twins.” USA Today. Eric Stafford. May 6, 2019. [“Children Can Die When Left in the Back Seat on a Warm Day—and 800 Already Have. “Children Can Die When Left in the Back Seat on a Warm Day—and 800 Already Have.” Car and Driver. National Highway Traffic Safety Administration. “Child Heatstroke Prevention: Prevent Hot Car Deaths.” U.S. Department of Transportation. Motorcycle Helmets “Motorcycle helmet use laws by state.” May 2022. Insurance Institute for Highway Safety. “Facts + Statistics: Motorcycle crashes.” Insurance Information Institute. Adam E. M. Eltorai et. al. March 16, 2016. “Federally mandating motorcycle helmets in the United States.” BMC Public Health. Truck Safety “How Many Miles Do Semi Trucks Last?” Rechtien. Non-motorist Safety “Pedestrian Traffic Fatalities by State: 2020 Preliminary Data.” Governors Highway Safety Association. “Pedestrian Traffic Fatalities by State: 2020 Preliminary Data.” [Full Report] March 2021. Governors Highway Safety Association. John Wenzel. Jan 6, 2020. “Bollard Installation Cost.” Saint Paul Sign & Bollard. Richard Peace. Feb 20, 2019. “Why You Don't Want a Superfast Electric Bicycle.” Electric Bike Report. 911 System Upgrades Mark L. Goldstein. January 2018. “Next Generation 911: National 911 Program Could Strengthen Efforts to Assist States” [GAO-18-252]. Government Accountability Office. National 911 Program. December 2016. “2016 National 911 Progress Report.” U.S. Department of Transportation. CD021: Trailblazer vs. ThinThread Followup “Michael Hayden, Principal, Strategic Advisory Services.” The Chertoff Group. “Board of Directors.” Atlantic Council. Tim Shorrock. Apr 15 2013. “Obama's Crackdown on Whistleblowers.” The Nation. The Law H.R.3684 - Infrastructure Investment and Jobs Act Senate Version Law Outline DIVISION A: SURFACE TRANSPORTATION TITLE I - FEDERAL-AID HIGHWAYS Subtitle A - Authorizations and Programs Sec. 11101: Authorization of Appropriations Authorizes appropriations for Federal-Aid for highways at between $52 billion and $56 billion per year through fiscal year 2026 (over $273 billion total). Authorizes $300 million for "charging and fueling infrastructure grants" for 2022, which increases by $100 million per year (maxing out at $700 million in 2026) Authorizes between $25 million and $30 million per year for "community resilience and evacuation route grants" on top of equal amounts for "at risk coastal infrastructure grants" Authorizes a total of $6.53 billion (from two funds) for the bridge investment program Sec. 11102: Obligation Ceiling Caps the annual total funding from all laws (with many exceptions) that can be spent on Federal highway programs. Total through 2026: $300.3 billion Sec. 11111: Highway Safety Improvement Program Adds protected bike lanes to the list of projects allowed to be funded by the highway safety improvement project Adds "vulnerable road users" (non-motorists) to the list of people who must be protected by highway safety improvement projects If 15% or more of a state's annual crash fatalities are made up of non-motorists, that state will be required to spend at least 15% of its highway safety improvement project money on projects designed to improve safety for non-motorists. Each state, by the end of 2023, will have to complete a vulnerable road user safety assessment that includes specific information about each non-motorist fatality and serious injury in the last five years, identifies high-risk locations, and identifies possible projects and strategies for improving safety for non-motorists in those locations. Sec. 11119: Safe Routes to School Creates a new program to improve the ability of children to walk and ride their bikes to school by funding projects including sidewalk improvements, speed reduction improvements, crosswalk improvements, bike parking, and traffic diversions away from schools. Up to 30% of the money can be used for public awareness campaigns, media relations, education, and staffing. No additional funding is provided. It will be funded with existing funds for "administrative expenses". Each state will get a minimum of $1 million. Non-profit organizations are eligible, along with local governments, to receive and spend the funding. Non-profits are the only entities eligible to receive money for educational programs about safe routes to school. Sec. 11130: Public Transportation Allows the Transportation Secretary to allocate funds for dedicated bus lanes Sec. 11133: Bicycle Transportation and Pedestrian Walkways Adds "shared micromobility" projects (like bike shares) to the list of projects that can be funded as a highway project Electric bike-share bikes must stop assisting the rider at a maximum of 28 mph to be classified as an "electric bicycle" Subtitle B - Planning and Performance Sec. 11206: Increasing Safe and Accessible Transportation Options. Requires each state, in return for funding, to carry out 1 or more project to increase accessible for multiple travel modes. The projects can be... The enactment of "complete streets standards" (which ensure the safe and adequate accommodation of all users of the transportation system) Connections of bikeways, pedestrian walkways, and public transportation to community centers and neighborhoods Increasing public transportation ridership Improving safety of bike riders and pedestrians Intercity passenger rail There's a way for State's to get this requirement waived if they already have Complete Streets standards in place Subtitle D - Climate Change Sec. 11404: Congestion Relief Program Creates a grant program, funded at a minimum of $10 million per grant, for projects aimed at reducing highway congestion. Eligible projects include congestion management systems, fees for entering cities, deployment of toll lanes, parking fees, and congestion pricing, operating commuter buses and vans, and carpool encouragement programs. Buses, transit, and paratransit vehicles "shall" be allowed to use toll lanes "at a discount rate or without charge" Subtitle E - Miscellaneous Sec. 11502: Stopping Threats on Pedestrians By the end of 2022, the Secretary of Transportation needs to create a competitive grant pilot program to fund "bollard installation projects", which are projects that raise concrete or metal posts on a sidewalk next to a road that are designed to slow or stop a motor vehicle. The grants will pay for 100% of the project costs Appropriates only $5 million per year through 2026 Sec. 11504: Study of Impacts on Roads from Self-driving Vehicles By early 2023, the Transportation Department has to conduct a study on the existing and future effects of self-driving cars on infrastructure, mobility, the environment, and safety. Sec. 11529: Active Transportation Infrastructure Investment Program Creates a grant program authorized for $1 billion total that will fund walking and biking infrastructure projects that each cost $15 million or more and connect communities to each other, including communities in different states, and to connect to public transportation. The Federal government will pay for 80% of the project costs, except in communities with a poverty rate over 40% (the Federal government will pay 100% of the project costs in impoverished communities). TITLE III - MOTOR CARRIER SAFETY Sec. 23010: Automatic Emergency Braking: Automatic Emergency Braking A Federal regulation will be created by November 2023 which will require new commercial vehicles to be equipped with automatic braking systems and there will be performance standards for those braking systems. Sec. 23022: Apprenticeship Pilot Program Creates a three year pilot program, capped at 3,000 participants at a time, for people under 21 to be trained by people over the age of 26 to become commercial truck drivers. Drivers under the age of 21 are not allowed to transport any passengers or hazardous cargo Sec. 23023: Limousine Compliance With Federal Safety Standards A Federal regulation will be created by November 2023 requiring that limousines have a seat belts at every seating position, including side facing seats. TITLE IV - HIGHWAY AND MOTOR VEHICLE SAFETY Subtitle A - Highway Traffic Safety Sec. 24102: Highway Safety Programs Prohibit the Federal Government from withholding highway safety money to the states that refuse to require helmets for motorcycle drivers or passengers who are over the age of 18. Sec. 24103: Highway Safety Research and Development Creates a grant program (by November 2023) that will fund states that want to create a process for notifying vehicle owners about any open recalls on their cars when they register their cars with the DMV. The state receiving the money is only required to provide the notifications for two years and participation in general is voluntary. Creates financial incentives for states to create laws that prohibit drivers from holding "a personal wireless communications device" while driving, has fines for breaking that law, and has no exemptions for texting when stopped in traffic. There are exceptions for using a cell phone for navigation in a "hands-free manner" Creates financial incentives for states to create laws that require curriculum in driver's education courses to include information about law enforcement procedures during traffic stops and the rights and responsibilities of the drivers when being stopped. The states would also have to have training programs for the officers for implementing the procedures that would be explained to drivers. Sec. 24113: Implementation of GAO Recommendations Requires the Secretary of Transportation to implement all of the national-level recommendations outlined in a 2018 GAO report by the end of November 2022. Subtitle B - Vehicle Safety Sec. 24201: Authorization of Appropriations Authorizes a little over $1 billion total for vehicle safety programs from 2022 through 2026 Sec. 24205: Automatic Shutoff By November 2023, the Transportation Department will have to issue a regulation requiring fossil fuel powered vehicles with keyless ignitions to have an automatic shutoff system to prevent carbon monoxide poisoning. The amount of time that must trigger the shut off will be determined by the regulators. If the regulation is issued on time, this would go into effect most likely on September 1, 2024. Sec. 24208: Crash Avoidance Technology The Secretary of Transportation must issue a regulation establishing minimum standards for crash avoidance technology that must be included in all vehicles sold in the United States starting on a date that will be chosen by the Secretary of Transportation. The technology must alert the driver of an imminent crash and apply the breaks automatically if the driver doesn't do so. The technology must include a land departure system that warns the driver that they are not in their lane and correct the course of travel if the driver doesn't do so. Sec. 24215: Emergency Medical Services and 9-1-1 Repeals the part of the law that required the Transportation Department to publish criteria that established timelines and performance requirements for anyone who got a grant to implement the Next Generation 9-1-1 project. Sec. 24220: Advanced Impaired Driving Technology By November 2024, the Secretary of Transportation will have to finish a regulation that requires passenger motor vehicles to be standard equipped with "advanced and impaired driving prevention technology" The technology must be able to monitor the performance of a driver and/or their blood alcohol level and be able to prevent or limit the car's operation if impairment is detected or if the blood alcohol is above the legal limit. This will apply to new cars sold after November 2030 at the latest. Sec. 24222: Child Safety By November 2023, the Secretary of Transportation must finish a regulation requiring all new passenger vehicles to have a system alerting the driver visually and audibly to check the back seat when the car is turned off. Says it will be activated "when the vehicle motor is deactivated by the operator" Hearings The Road Ahead for Automated Vehicles House Committee on Transportation and Infrastructure, Subcommittee on Highways and Transit February 2, 2022 Overview: The purpose of this hearing is for Members of the Subcommittee to explore the impact of automated vehicle deployment, including automated trucks and buses, on mobility, infrastructure, safety, workforce, and other economic and societal implications or benefits. Cover Art Design by Only Child Imaginations Music Presented in This Episode Intro & Exit: Tired of Being Lied To by David Ippolito (found on Music Alley by mevio)

Episode Summary:  Listen to national experts and certified planners, Keli Kemp and Kirsten Mote, both with Modern Mobility Partners, talk about how the public sector can plan for Mobility as a Service (MaaS). Listeners will learn the following in this episode: Definition of Mobility as a Service (MaaS) How MaaS differs from Mobility on Demand (MoD) How to begin to plan for MaaS in your organization The importance of open data for MaaS Links: Download free cheat sheet of 5 Steps to the Public Sector can Take to Facilitate Mobility as a Service (MaaS) at: modernmobilitypartners.com MaaS Alliance: https://maas-alliance.eu/ Mobility on Demand and Mobility as a Service (MaaS) How are they Similar and Different: https://medium.com/move-forward-blog/mobility-on-demand-mod-and-mobility-as-a-service-maas-how-are-they-similar-and-different-a853c853b0b8 Move PGH: https://move-pgh.com/ Mobility on Demand Sandbox Program: https://www.transit.dot.gov/research-innovation/mobility-demand-mod-sandbox-program General Transit Feed Specification: https://gtfs.org/ What are Complete Streets?: https://smartgrowthamerica.org/program/national-complete-streets-coalition/publications/what-are-complete-streets/   Co-Hosts: Keli Kemp, AICP, PTP has almost 25 years of experience in transportation planning and consulting and co-founded Modern Mobility Partners in in early 2018 with Jennifer Zhan. Keli holds a M.S. degree in Urban Planning from Texas A&M University. Kirsten Mote, AICP has over 13 years of experience in transportation planning and most recently got certified by MIT's Media Lab in their Beyond Smart Cities program. Kirsten holds a M.S. in City Planning from Georgia Tech. Guest Speaker: Candace Foster is a transportation planner with Modern Mobility Partners. Candace holds a M.S. in City Planning from Georgia Tech. Modern Mobility Partners is an Atlanta-based women and minority-owned transportation planning and traffic engineering consulting firm.  Service areas include transportation planning, travel demand modeling, traffic and revenue forecasting, traffic engineering, project prioritization and performance measures, funding strategies and grant applications, all looking through a lens of new and emerging technologies. If you are interested in learning more about Modern Mobility Partners, please visit www.modernmobilitypartners.com.  If you are interested in becoming a guest on our podcast, please email podcast@modernmobilitypartners.com.

On this midweek show, Ryan Packer, senior reporter at The Urbanist, stops by to cover the ins and outs of the $16 billion Move Ahead Washington transportation package currently moving through the State Legislature. Ryan and Crystal talk about revenue for the transportation budget, including interstate drama over a proposed fuel export tax. They then jump into details of what the package funds over the next 16 years in terms of public transit, pedestrian safety, free transit for youth, and highway expansion. As always, a full text transcript of the show is available below and at officialhacksandwonks.com. Find the host, Crystal on Twitter at @finchfrii, and find Ryan at @typewriteralley   Resources “Democrats Unveil Transformative ‘Move Ahead Washington' Transportation Package” by Ryan Packer from The Urbanist: https://www.theurbanist.org/2022/02/09/democrats-unveil-transformative-move-ahead-washington-transportation-package/   “Proposed tax on WA fuel exports scorned by neighboring states” by David Kroman from The Seattle Times: https://www.seattletimes.com/seattle-news/transportation/proposed-tax-on-wa-fuel-exports-scorned-by-neighboring-states/   “Top House democrat proposes removing fuel export tax from transportation package” by KING5 Staff from KING5: https://www.king5.com/article/news/politics/state-politics/fuel-export-tax-washington-house-jake-fey/281-592bd977-3174-428d-8b67-d2626de361d8   “Washington House jettisons exported fuel tax proposal that angered neighboring states” by Tom Banse from Northwest News Network: https://www.opb.org/article/2022/03/02/washington-state-house-exported-fuel-tax-proposal-neighboring-states/   Interstate Bridge Replacement Program: https://www.interstatebridge.org/   Transcript [00:00:00] Crystal Fincher: Welcome to Hacks & Wonks. I'm Crystal Fincher, and I'm a political consultant and your host. On this show, we talk with policy wonks and political hacks to gather insight into local politics and policy in Washington State through the lens of those doing the work with behind-the-scenes perspectives on what's happening, why it's happening, and what you can do about it. Full transcripts and resources referenced in the show are always available at officialhacksandwonks.com and in our episode notes. Today, I'd like to welcome Ryan Packer to the program, who's a senior reporter at The Urbanist focused on transportation through the lens of safety and climate. Their work also appears in Seattle Bike Blog and Bike Portland. And so, we're going to be talking about the transportation package today. There's a lot in it, and we all need to get around at some point or another, and whether we're in cars and mad about traffic, or how inconvenient it may be sometimes to get from Point A to Point B, or we're riding the bus or the train or walking or biking or in a wheelchair or using an assisted device; the design of our transportation system, from our sidewalks to our roads, to bike facilities, impact how we all get around and the quality of our communities and how our communities look. So, we definitely are excited to have this conversation today. I just want to go over, before we get to this conversation, what is in this package, and we'll be talking about it in more detail. So, the transportation package that is currently being worked on and finalized is the Move Ahead Washington transportation package. It's a $16 billion proposal funding a suite of transportation projects intended to be completed over the next 16 years through 2038. It significantly increases the amount of state funding allocated toward transit, walking, and biking investments. It funds fare-free transit for people under 18 years old, invests a $150 million in advancing high speed rail investments, and active transportation investments total nearly $1.3 billion - and active transportation being walking or rolling. There's $146 million in grants for cities to remake existing streets to create space for people to walk and roll via the Complete Streets investments - that's if we're talking about things like Aurora Avenue or in the Kent Valley, connectivity for bikes and walking throughout the corridors - things like that are what those are funding. $50 million would go to Connecting Communities grants, those right there. Highway expansion projects received $4 billion, the largest expenditure being a $1 billion allocation to the Interstate Bridge Replacement project, which will expand I-5 and replace an aging bridge, but also expand it along a five-mile stretch on either side of the Oregon and Washington border. Transit investments include $30 million for three Community Transit Swift line expansions: the Silver Line, Gold Line, and an extension of the existing Green Line. $8 million for the King County Metro RapidRide I Line project, specifically for the segment in Auburn. $7 million for upgrades to King County Metro's RapidRide H Line project in Burien along Ambaum Boulevard, and $5 million for electrification at King County Metro's South Base. Ferries receive $1.5 billion, that's sorely needed. Highway maintenance and preservation receives $3 billion, and fish barrier removal gets a $2.4 billion allocation. That's a lot. We'll be talking about the details, but just wanted to tee that up to let you know what's in this package, and now we'll proceed with Ryan. Welcome. [00:04:03] Ryan Packer: So great to be here. [00:04:05] Crystal Fincher: If people are trying to inform themselves about transportation in the State of Washington, it is hard to do that without reading your work. You have some of the most comprehensive reporting and coverage in the state - consistently following meetings, whether it's Sound Transit, things happening in the legislature, locally. I have certainly been informed by your coverage for quite some time. It's an essential read, encourage everyone to make sure they're on it. What was your path to covering transportation? [00:04:38] Ryan Packer: Well, I think ultimately it was trying to get around Seattle and realizing the barriers that are invisible and very visible when you're trying to do that. It was the path of starting with, why is a bike lane design like this? Why can't our streets look differently? And that just took me on a path to going down the rabbit hole as I usually - it took me down a path of going down the rabbit hole of figuring out all of the aspects of the transportation ecosystem in Washington, the commissions and boards, and all the levels of government that play a small part in how everyone gets around every single day. [00:05:26] Crystal Fincher: It makes sense. There's a lot to it. And I read somewhere, I think it was a tweet sometime. They were like, "Nothing will radicalize you quicker than riding a bike as a form of transit." This is not an exaggeration - almost all of the people I know who bike regularly, especially those who are commuting, have been hit by a car before. Some extremely seriously injured, and some moderately injured. Really unsafe for people to be getting around in modes that are outside of cars, and a lot of work needing to be done in many areas to make our streets safe - for people who are walking, or rolling, or on their bikes, or getting to the bus stop in a safe way - is a challenging thing. And so, I appreciate your coverage on what has gone into the outcomes that we currently see, and what is going into the effort to hopefully change it, and what's holding those efforts back. There's a lot of that being talked about right now at the state level. As we're talking about this, this is Wednesday, March 2nd - probably be hearing this a little later. But the transportation package is really taking shape, leading up to the end of the legislative session on March 10th. So, what is in this package? I guess, an overview of it, and then we can talk about, in more detail, the different sections of it. [00:06:54] Ryan Packer: I think it helps to take a step back and think about what a transportation package is. It's a thing that I think exists in a lot of states, but in Washington it seems to get a lot of attention. But it's really a promise to build certain projects over a period of time. And what we always do in Washington is usually pair that with a raise in revenue. And so, you're passing a bill that raises revenue for the next 16 years in this case, which is the expected lifespan of this Move Ahead Washington package. And it's paired with a commitment by the legislature that, "This is what we're going to do with that money." And so, this package is pretty different than a lot of the packages that have been passed by the legislature in the past, namely that a big component of it is the Climate Commitment Act, which the legislature passed in 2021. And so, that is expected to raise around a little bit more than $5 billion through the middle of 2037, basically. So, over the next 16 years. And the requirement in that law was actually that that money had to be spent on things that decarbonize transportation, reduce transportation emissions. And so, they can't actually build new roads or use that money for preservation and maintenance of existing highways. It's already been set aside for things like active transportation, electrifying the ferry fleet, transit. And so, they already had that money coming. It was set to come in whether they passed a package or not, but this solidifies what they're going to actually spend that on. And then they come in and they add additional aspects to it. They have diverted $2 billion from the state's operating fund, which is a thing that hasn't really been done very much in the past. It's a pretty unprecedented diversion of money that could be spent on many other things in the budget. Traditionally, transportation projects have been paid for with transportation dollars, i.e., gas tax money, license fees, user fees as they're called. But this is an unprecedented diversion. Unlike when they usually do a transportation package and raise the gas tax - per the Washington State Constitution, all gas tax money has to be spent on highway purposes. But in this case, there's no such strings attached to the money. And so, that's a brief intro to sort of the revenue side. Because the legislature decided, and I say the legislature - I should say, Senate Democrats and House Democrats decided that they were not going to raise gas prices, given all that's happening in the country right now, via a increase in our gas tax, our 49 cent gas tax. They instead developed a plan to modify our export credit system, which would essentially amount to a 6 cent per gallon export tax on all fuel that leaves the state. About 40% of the fuel that's refined at the five refineries in Washington State leaves and it's not, as they say, captured by the transportation system in a way that in-state gas taxes are. And so, this was framed as a way to capture that revenue. It was also framed as a way to mitigate the impacts from those five refineries: Anacortes, Tacoma, which have really real impacts. [00:11:06] Crystal Fincher: And those are massive impacts. Certainly any conversation about addressing climate change in the long term, about reducing our carbon usage, has to involve those refineries, and at a minimum doing a better job of mitigating and fully accounting for the impact that they're all having, and mitigating that impact and hopefully working towards lessening that impact directly. [00:11:36] Ryan Packer: And so, that's a compelling argument in favor of charging exports on fuel more since most of it leaves the state. The problem is that there wasn't really a compelling nexus shown between the expected $2 billion that we raise by that fuel export tax over 16 years, and what is being done to actually mitigate those impacts. And so, I feel like that was one obvious gap in the logic for the fuel export tax. 90% of the fuel used in Oregon comes from Washington. And so, that became a huge point of contention. The Governor of Oregon, Oregon legislature is very upset about this - essentially describing it as a defacto increase in their gas tax. I just want to note that any state with a gas tax that's at Washington's level or higher wouldn't have paid any fuel tax. So, Oregon could have actually raised their gas tax to the same level and kept all of the money from the export tax, but that wasn't very much discussed either. And so, that was a lot of political pressure. Alaska, Idaho joined in on trying to pressure the House and Senate Democrats to remove that export tax. Last night, during their hours-long debate on the House floor, they ended up doing so. So, the House version of the bill which passed close to midnight last night didn't include it. It was replaced with a diversion from the Public Works Trust Fund, which does not really make a lot of people any more happy since that money is used to fund things like sewer and water projects and rural areas all around the state as a rotating loan program. And a lot of people, especially leaders in small cities and towns, are pretty unhappy about that swap and maybe would've preferred to keep the export tax. [00:13:51] Crystal Fincher: Yeah, a really interesting conversation there. I think sometimes a lot of people think, "Oh, it's a rural area. There are small towns. Totally, they're going to be against that tax." But I think people underestimate how far behind a number of those smaller cities and towns are in that infrastructure maintenance and improvement needs. Some of them, like critical water infrastructure that they're dealing with, other items, and that's long been a point of discussion with cities to the legislature and rural areas and towns with the legislature. So, I certainly hope that that is addressed because we do need a solution that works for the entire state. How has the conversation about gas taxes evolved to this point? I know previously the gas tax has been heavily relied on and thinking, "Well, this is the most appropriate method to fund all of our transportation needs. We're directly taxing a transportation item." But one of the things that's happening is as we are increasing reliance on electric vehicles, as more people continue to take transit around, there is less revenue coming from the gas tax because less gas is being used. So, that's a declining revenue stream in the long-term, not something that can be counted on to sustainably fund what we have. Has that been part of what's created the motivation to find alternative revenue structures like these other taxes? [00:15:30] Ryan Packer: I think in part, it definitely has, but just last session, both the House and the Senate were poised to raise the gas tax - the House version by quite a lot. So, I really think that primarily the move away from the gas tax has been driven by the national conversation, in addition to, like I said, that revenue that's becoming available through the Climate Commitment Act. There's also money from the federal infrastructure bill that's in this as well, and some COVID relief dollars as well. And so, I think ultimately it's just a question of the fact that we don't have to raise gas taxes in an election year when we have this revenue available, particularly again from the general fund, which is seeing a big turnaround in revenue projections. The transportation sector is, and the gas tax projections, are actually not rebounding anywhere near as quickly as the revenue sources that feed the general fund. [00:16:40] Crystal Fincher: In this negotiation, what do you see coming next? Does it look like this is in trouble? Does it look like the House version is going to prevail? Any ideas on what lies ahead? [00:16:52] Ryan Packer: I think the export tax is likely dead. The Public Works Trust Fund being its replacement seems fairly certain at this point, but I wouldn't be surprised to see Senate Democrats try and find another source for that back filling. It's already going to leave a hole of around $500 million over that 16 years. And so with the House version having passed last night, they do have to go into conference and hash things out. But ultimately, I don't think there's going to be too many surprises before the end of the session next week, and most of the plan is now baked solid. [00:17:38] Crystal Fincher: In terms of what this is actually funding, what does it fund? What are people getting out of this package? [00:17:45] Ryan Packer: So, let's start with the Climate Commitment Act dollars I mentioned that have to go toward decarbonizing transportation. So, this is going to be the single largest infusion of dollars from the state level toward public transit in at least three decades. And so, that's pretty big for public transit advocates, people who like to get people onto transit, which I would put myself in that category. And so, the lion's share of that money is coming in the form of a new program called Transit Support Grants. Traditionally, the federal government and the state government haven't really funded the dollars to keep buses running. They often will give grants to bus companies, transit agencies to buy new buses or do a capital improvement that gives you a new transit corridor or that sort of thing; but they haven't really invested in the actual dollars to keep buses on the roads. And now we're at a point where the level of frequency of local bus service in Seattle is incredibly different than it is in Tacoma right now, with very few bus routes even running 15 minutes or better. So, that has been the legacy of Tim Eyman. I know you talked a little bit about this in your interview with Derek Young, it was very enlightening in terms of the history of disinvestment in public transit - relying on these local dollars that not every community is able to raise. And so, this is going to balance that a little bit. Like I said, the state really hasn't done this at all. And so, the level of state support that Washington currently gives to transit agencies around the entire state is around $100 million a year - fluctuates a little bit, but that's all that they get from the state. And this represents, if you divide the number of years for the $1.4 billion in the Transit Support Grants by the 16 years it's expected to be, you're going to get around $90. So, essentially it's a doubling of state support for transit, which is pretty huge. And it's especially going to be impactful for the smaller transit agencies. There's a stipulation in the bill that no agency can get over 35% of the grants. That's in order to prevent something like King County Metro - in 2019, King County Metro saw two out of every three bus rides in the entire state. And so, if you were going to divide it by ridership, King County would suck up all the money. And so, there's a lever that lets them only get 35% at max of the grants. Terry White, the GM of Metro, has said that they expect to get around $640 million over 16 years - that's about their operating budget for one year. But it's going to be a lot more for the smaller agencies. So, they're expecting to spend around $1.2 billion on things like pedestrian safety programs, Safe Routes to Schools, Complete Streets programs, and some specific projects that the legislature actually called out - notably a $50 million expenditure, just the single largest earmark in the whole program to remake Aurora Avenue in Seattle, one of the most deadly streets in the entire City. And so, that's great to see. But like I said, most of that money is coming in the form of grants. So since 2005, Washington has had a program where cities and towns can apply for either Safe Routes to School program projects, or bike and pedestrian focused safety projects, usually in the $500,000-$1,000,000 range of cost, maybe a little bit more sometimes. Since 2005, the state has had about $250 million available for that. And this essentially should around double that over the next 16 years, depending on how much the legislature decides to actually allocate. So, around 55% of all the cities and towns in Washington State have never received one of these grants. So, only 45% of the cities in the entire state, and only around half of the counties have ever actually either been able to apply or actually received an award. So, this will essentially allow a lot more cities to be able to access that money. [00:23:26] Crystal Fincher: What does this do for high speed rail? [00:23:30] Ryan Packer: So, the high speed rail money in the package includes some money right up front to keep the project alive, and then it also includes $150 million set-aside to be able to access any federal grants that might come our way. That's obviously a long way from construction of any projects, but it would be a big step if we were able to access that and unlock any federal dollars that could be able to be used for the project. But we're still a long way from really seeing what that money is actually going to be used for. [00:24:20] Crystal Fincher: Okay. And did I see that there is free transit for youth included in this bill? [00:24:27] Ryan Packer: Yes. Good question. So, the free transit is tied to those transit service grants that I mentioned. And so, that's one condition of receiving any state operating subsidy for transit is you have to make your fares free for riders under 18. If you're already providing free transit through a school district, or I know Seattle currently pays for high schoolers and middle schoolers to get free ORCA cards, and it's going to be a trade off because that money's actually going to be going away because there's no fares to be paid that way. But in Seattle, for example, that could actually free up those dollars to be spent on transit anyway, because it's the City spending that money. And it's going to be including ferries, Amtrak Cascades, basically any public transit in the entire state is going to be fare-free to riders under 18. We don't quite know exactly how that's going to work yet - assuming free passes for specific groups. [00:25:50] Crystal Fincher: So, now let's talk about highway expansion. What is going on in this project? How much is being invested in expanding highways, where's that going to be, and what is the conversation around it? [00:26:03] Ryan Packer: So, the package is proposing to backfill a bunch of highway projects that had been passed in 2015, essentially because costs are going up and things are more expensive now - labor's more expensive, and also delays from COVID just made costs go up. And so, it's backfilling the Puget Sound Gateway projects, which are the extension of SR-167 and 509 down by Port of Tacoma and South King County. So, that's about $430 million that's getting added to that project. It depends how you feel about that project - I know a lot of business groups love that project, it's going to make getting to the ports a lot easier. The Port of Seattle, Port of Tacoma have been fully on board with that project, but it is creating a brand new highway. The last, I would say, highway that's going to bust through a urban area in central Puget Sound. So, it's not an insignificant impact. It's going to backfill the 520 project, because that project also ran out of money, on the west end in Seattle. The problem with calling that a highway expansion is there's a lot of really great aspects to the project that include bike access. There's a new transit lane that's going to get you from South Lake Union straight to the 520 bridge. Those are all add-ons. So, it's how a highway project should be - is oriented also toward different modes. But the problem is that if you cut that, it's going to leave a highway project. And so, has been hard to describe how that money has gone to be used. But ultimately, those elements are going to be great. It's just a matter of, should this be our priority? I mentioned that the bike and pedestrian and Safe Routes to School program had spent $250 million since 2005, when we're going to give 520 $406 million right now. So, it's this trade-off in terms of realizing how expensive these mega projects are. But then there's the new projects. And so, there's about $2.5 billion identified for brand new highway projects in the entire package. $1 billion of that is the "Interstate Bridge Replacement" program. And I'll put "bridge" in quotes because it does include, as planned, a replacement for the two bridges that currently go over the Columbia as I-5 between Portland and Vancouver, but it's also a 5-mile, 7-interchange highway expansion project. [00:29:26] Crystal Fincher: A huge highway expansion project that also is impacting housing and schools in the area, taking over a lot of land and property in that area, and is a behemoth project. [00:29:43] Ryan Packer: And so, environmental groups on both sides of the border have basically been pushing for what they call a right-sized IBR. I would say they really haven't been successful so far. There's only three designs that are actually on the table. All of them expand the highway to 10 lanes over the river and are going to include a lot of interchanges. There's been some renderings that show basically a brand new elevated highway right through downtown Vancouver. I think a lot of people agree that we need to have a replacement for that 100-year old bridge, but - one of the spans is 100 years old - but the question is, this is actually expected to be a $4-5 billion project. We're now putting in $1 billion just from Washington. There's going to be some Oregon match, federal money. It's being framed as a replacement project, but it's also going to massively expand the highway. So, there's that element. [00:30:53] Crystal Fincher: And this has been a long-standing fraught conversation. When I first learned about this project and went through it, toward it was 10 - gosh, I'm old - 12 years ago now. This has been a long-standing conversation between Washington and Oregon about what to replace it with, how much each state is going to be putting in, where those funds are coming from. And so, even with the other tax conversation about Oregon, some of that has implications for this bridge also. And there was some tense moments this past week in rhetoric - some heated words that in this conversation about the tax and some red lines drawn from the Oregon people and a harsh reaction from folks in our state, including Senator Liias, who I think said some words that ultimately he agreed were in haste and crossed the line, which he then apologized for. But this has been a contentious conversation for years, and we're getting close to the finish line, but a lot of these fissures are certainly showing at this point. [00:32:09] Ryan Packer: Correct, yeah. Last week, Oregon Republicans on the Bridge Committee basically threatened to leave the committee. I think a lot of environmental advocates were daring them to actually make good on that promise, since they're the ones that are pushing for the capacity constraints. But yeah, you mentioned this has been going on for a very long time. So yeah, in 2011 they were able to actually get a federal approval for that previous project. And that's part of the problem with this, is they're actually attempting to reuse that decision. So basically, get a rubber stamp to make some minor changes to that design, but ultimately keep it very similar. They considered adding climate directly to the project's purpose and need. Climate and equity considerations were considered to actually go right to the heart of the project. And they said, "No." They said they didn't want to do that because it would screw up the timeline and not allow them to start construction in 2025 like they want. But I don't know how you can spend a $4 or 5 billion project and not fully center climate and equity between our two supposed climate warrior states. [00:33:34] Crystal Fincher: Yeah. A lot of rhetoric there. Don't seem to be lining up, although this has been a chronic problem for the years leading up to now. And so, I hope there are more voices who are pushing on that in our legislature. We'll see if that trickles up to leadership, and as they're in conference about this package and see how that turns out, and if some of that gets carried through. As we're just looking at this package as a whole and where things are going now, what do you think we need to be looking out for? And I guess, what else is at the top of your mind as you consider the effect of this package? [00:34:17] Ryan Packer: I think this is a very important step, which is centering a transportation package not entirely around the needs of our highway system. But given the incredibly unique nature of this package, with those revenues that are urgently needing to be spent on carbon reduction programs, and the federal matches, and very unique infusion of cash from the general fund - I think we have to make sure that this isn't a one-off, and we don't quite go back to having a highway package that's focused on highways and "local projects." A lot of legislators and local leaders have been noting that the package doesn't include money for local projects, when it has all those grants I just mentioned - what they're talking about is money that they can get to rebuild roads. Obviously maintenance and preservation is really important. There's $3 billion for preservation and maintenance of the highway system in the package, which is more than we have really spent in the past two decades or so, but it's not the entire purpose of the package. It's to move us toward a different transportation future where it's not as focused around single occupancy vehicles. And so, I think there's a potential for us to sort of slip back, say we already did the climate transportation package in 2022, and then just move on to another package. But we need to fight for these investments to be in every single budget essentially, because traditionally decarbonizing transportation through investing in transit, biking, and walking has been a thing that's been really ignored, even by our governor who focuses a lot on climate action. So, I think we just can't let it slip off. [00:36:37] Crystal Fincher: Makes sense. Well, thank you so much for joining us today and we will keep our eye out and make sure everyone stays updated on what winds up in the package at the end of the day after the legislature adjourns. Thank you so much for joining us, Ryan. [00:36:53] Ryan Packer: Thanks so much for having me. [00:36:54] Crystal Fincher: I thank you all for listening to Hacks & Wonks on KVRU 105.7 FM. The producer of Hacks & Wonks is Lisl Stadler with assistance from Shannon Cheng. You can find me on Twitter @finchfrii, spelled F-I-N-C-H-F-R-I-I. Now you can follow Hacks & Wonks on iTunes, Spotify, or wherever else you get your podcast - just type "Hacks & Wonks" into the search bar. Be sure to subscribe to get our Friday almost-live shows and our midweek show delivered to your podcast feed. If you like us, leave a review wherever you listen to Hacks & Wonks. You can also get a full transcript of this episode and links to the resources referenced in the show at officialhacksandwonks.com and in the episode notes. Thanks for tuning in. We'll talk to you next time.

This week we talk about car ownership per capita, crash fatalities, and pandemic-era traffic.We also discuss Jevon's Paradox, pedestrians, and Complete Streets.Show notes / transcript: https://letsknowthings.com/episode300 This is a public episode. If you'd like to discuss this with other subscribers or get access to bonus episodes, visit letsknowthings.substack.com/subscribe

On this week's Talking Michigan Transportation, a conversation with Suzanne Schulz, the former director of planning for the City of Grand Rapids, who helped with some groundbreaking initiatives related to Complete Streets, accommodating multimodal users and breaking down barriers to access. She was also instrumental in helping to implement a statewide Complete Streets policy. She's now urban planning practice leader at Progressive AE in Grand Rapids. Schulz talks about implementation of road diets and other Complete Streets initiatives since legislation was adopted in 2010. As more cities around the world incorporate protected bike lanes into their Complete Streets planning, is it something we can expect in Michigan? Studies show they enhance safety. She also talks about the imperative for community leaders to collaborate with business owners, residents, state departments of transportation officials, and others on planning for future transportation needs. Also discussed: inclusion of more passive storm water treatments into street design. Things like bioswales and rain gardens can significantly improve the quality of water making its way into storm water systems. Along those lines, Schulz recalls her work with the City of Grand Rapids establishing a Vital Streets framework that incorporated Complete Streets and green infrastructure. 

This week, Bradyn Carson from the Memphis Office of Comprehensive Planning and Meghan Medford from Summer Avenue Merchants Association visit Memphis Metropolis to talk about a so-called Complete Streets study for Summer. Through the planning process, stakeholders including business owners, residents, and nonprofits will identify needs, priorities, and recommendations to make the streets safe for all users - including pedestrians, bike riders. and transit users - and more attractive as well. Later in the program, regular commentator Austin Harrison returns to talk with host Emily Trenholm about the ongoing renaissance of Summer and how planners and neighbors are working to celebrate and preserve the city's true international district. Resources and Information Memphis and Shelby County Office of Planning and Development website Summer Avenue virtual planning session - Thursday, September 9 @ noon - Zoom link here Summer Avenue virtual planning session - Thursday, September 9 @ 4:30 p.m. - Zoom link here Summer Avenue Merchants Association website Summer Avenue Merchants Association on Facebook

Vancouver City Council will get its first update on four complete streets projects scheduled to begin preliminary planning work in 2021-22 at an online workshop at 4 p.m. Mon., July 19. https://loom.ly/LsinrE8 #CityOfVancouver #CompleteStreetsProgram #Travel #SafeStreets #AccessibleStreets #OnlineWorkshop #VancouverWa #ClarkCountyWa #ClarkCountyNews #ClarkCountyToday

What does AARP have to do with complete streets, walkability, and vibrant neighborhoods? A lot, turns out. Join us as Kay Sibetta and Myrtle Habersham from AARP talk about why creating safe, walkable and bikeable communities is critically important for seniors -- and for everyone else, too.

Remember episode 1? Nimo and Jas weighed in on federal policies that contributed to the history of racism in the United States. This week's episode focuses on housing, environmental, and transportation policies that attempt to address past wrongdoings and injustices. These policies are not perfect and come with their own set of challenges; however, they created a foundation for equitable practices. Press play to hear the following attempted remedies: The Fair Housing Act, Low-Income Housing Tax Credit (LIHTC), and Inclusionary Zoning practices in major cities. Title VI, Environmental Justice Executive Order 12898, and examples of local EJ policies. Urban Mass Transportation Act, creation of the Federal Transit Administration, and Complete Streets. Thank you for listening and tune in every-other Tuesday where Nimo and Jas keep it Four Degrees to the Streets. Follow us on https://twitter.com/the4degreespod (Twitter) and https://www.instagram.com/the4degreespod/ (Instagram) @the4degreespod. Or send us an email to connect with us! Resources: https://nationalfairhousing.org/wp-content/uploads/2018/04/NFHA-2018-Fair-Housing-Trends-Report_4-30-18.pdf (National Fair Housing: Making Every Neighborhood A Place Of Opportunity) https://www.huduser.gov/portal/periodicals/em/spring13/highlight3.html (HUD: Inclusionary Zoning and Mixed-Income Communities) https://www.atlantaga.gov/government/departments/city-planning/office-of-housing-community-development/inclusionary-zoning-policy (City of Atlanta: Inclusionary Zoning)  https://www1.nyc.gov/site/hpd/services-and-information/area-median-income.page (NYC: Area Median Income - HPD) http://cityhealthdata.org/policy/40-cities-inclusionary-zoning-laws (CityHealth: Affordable Housing/Inclusionary Zoning) https://www1.nyc.gov/site/planning/zoning/districts-tools/inclusionary-housing.page (NYC Zoning: District Guides) https://www.nj.gov/governor/news/news/562020/20201208a.shtml (Gov. Murphy (NJ) Announces $190 Million in Renovations for Newark Penn Station) https://www.justice.gov/crt/fcs/newsletter/Spring-2015/TitleVIandEJ (Federal Coordination Of Title VI And Environmental Justice) https://www.americanbar.org/groups/environment_energy_resources/publications/trends/2011_12/march_april/environmental_justice_title_vi_civil_rights_act/ (Environmental justice and Title VI of the Civil Rights Act: A critical crossroads) https://www.epa.gov/environmentaljustice/title-vi-and-environmental-justice (EPA: Title VI and Environmental Justice) https://www.nrdc.org/sites/default/files/local-policies-environmental-justice-national-scan-tishman-201902.pdf (NRDC: Local Policies for Environmental Justice: A National Scan) http://www2.minneapolismn.gov/sustainability/policies/green-zones (Green Zones Initiative - City of Minneapolis) https://www.transportation.gov/transition/fta-understanding-federal-transit-administration#:~:text=For%20over%2050%20years%2C%20FTA,funding%2C%20technical%20assistance%20and%20oversight (USDOT: Understanding FTA) https://www.transportation.gov/BUILDgrants/about (US Department of Transportation: BUILD Grants) https://www.transportation.gov/sites/dot.gov/files/2020-09/BUILD%202020%20Fact%20Sheets-.pdf (FY 2020 BUILD Awards) https://smartgrowthamerica.org/program/national-complete-streets-coalition/ (National Complete Streets Coalition) https://smartgrowthamerica.org/dangerous-by-design/ (Dangerous By Design 2019) https://features.propublica.org/walking-while-black/jacksonville-pedestrian-violations-racial-profiling/ (ProPublica: Walking While Black) https://durkan.seattle.gov/2019/03/what-the-data-tells-us-about-chapter-1-of-the-seattle-squeeze-people-drove-less-took-transit-and-biked-more/ (Seattle Squeeze: People drove less, took transit, and biked more)

On Wednesday, President-elect Joe Biden made official his nomination of Pete Buttigieg, the former mayor of South Bend, Indiana, to head the Department of Transportation. (Video from announcement.)Some of the top associations advocating on transportation policy were quick with statements of support. On this episode, a conversation with an official at one of those organizations. Lloyd Brown, director of communications at the Washington, D.C.-based American Association of State Highway and Transportation Officials, talks about their support and what a Buttigieg nomination means. Brown talks about the administration's promised focus on safety, reducing greenhouse gas emissions and sustainable funding for all infrastructure. Also discussed, how Buttigieg can balance an emphasis on safety and Vision Zero, Complete Streets and carbon reduction strategies, with a need for massive recovery in the airline and transit industries because of the pandemic.Will having a dynamic and gifted communicator at the helm raise his profile and the administration's priorities? A Washington Post story had this to say: "The choice of Buttigieg, who sought the Democratic presidential nomination and has an ardent following among some members of the party, will bring a dash of star power to what is normally a staid, if important, department."Echoing the sentiments about the traditionally low profile of the transportation secretary, one observer, acknowledging that “no politically ambitious little kid dreams of growing up to be the transportation secretary,” explains why Buttigieg is different. On Dec. 15, Governor Gretchen Whitmer released the following statement after President-elect Biden nominated Mayor Pete Buttigieg for Secretary of Transportation:“This is great news for our families, our businesses, and our nation's economy. Every American deserves to drive to work and drop their kids at school safely, without blowing a tire or cracking a windshield. Mayor Buttigieg has shown a deep commitment to getting things done for Americans everywhere, and I know he will work around the clock to fix and protect our nation's infrastructure. President-Elect Biden has proven once again that he is committed to building an administration that represents the great diversity of our nation, with more women, more people of color, and more members of the LGBTQ+ community at the table. I look forward to working closely with Mayor Buttigieg and the entire Biden Administration to fix the damn roads and protect Michiganders from shelling out hundreds of dollars a year on car repairs. Let's get to work.”It was notable that the nominees to lead the Transportation and Energy departments were named the same day. Choosing former Michigan Gov. Jennifer Granholm signals how important the focus on alternative fuels will be as top automakers shift to building more electric vehicles and transportation agencies develop ways to support charging needs.Podcast photo courtesy of Gage Skidmore.