Clovis City Council
September 8, 2025

CLOVIS CITY COUNCIL MEETING
September 8, 2025 6:00 P.M. Council Chamber
Meeting called to order by Mayor Mouanoutoua at 6:01
Flag Salute led by Mayor Pro Tem Pearce
Roll Call: Present: Councilmembers Ashbeck, Basgall, Bessinger, Mayor Pro Tem Pearce Mayor Mouanoutoua
Mayor Mouanoutoua requested a moment of silence in honor of former Fresno State President and CSU Chancellor Joseph Castro following his recent passing.

PRESENTATION - 6:03
6:03 - ITEM 1 - Presentation of Proclamation Declaring September 2025 as National Service Dog Month.
6:08 - ITEM 2 - Presentation by the Fresno Chaffee Zoo.

PUBLIC COMMENTS - 6:18
Mayor Mouanoutoua noted for the record that 24 public comments were received regarding the Clovis Senior Center and the Dance Instructor, as well as one comment from Joseph Thomason.

Brian Wilson, resident, requested that the City Council issue a proclamation designating the Clovis on Tour book as the official children's book of Clovis and inquired about the creation of an Advisory Committee for Seniors.

Steven Quick, father of the late Caleb Quick, spoke to raise awareness of the negative impacts of Proposition 57 and invited the Council to attend an event on October 11, 2025, at 10:00 a.m. in River Park.

Comments were received regarding the Clovis Senior Center, Dance Floor Instructor, and Personnel from Sharon Foster, Dr. Bernie McPherson, Peggy Bridges, Debbie Graeber, Nelly Sanchez, Unknown resident, Mary Bracci, Henry Wegermann, Barbara Collins, Lesley Haywood Unknown resident, Jim Ray, Philip Flick, Vince Prince, Lee Minyard, Corina, April, Christina Palmer, and Belinda Jones. Speakers expressed support for bringing back the Dance Floor Instructor and personnel at the Senior Center.

Hans Kam, resident, spoke regarding the need for pickleball in Clovis.

Comments were made to place "In God We Trust" in the Council Chambers. Spoke in support: Bill Scott, Kathy Reinhardt, Kay Errotabere, Brian Wilson, and Eric Rollins. Spoke in opposition: Dr.

Jeni-Ann Kren.

CONSENT CALENDAR - 7:40
Upon call, there was no public comment.

Motion by Councilmember Ashbeck, seconded by Councilmember Bessinger, that the items on the Consent Calendar be approved. Motion carried by unanimous vote.

3. Administration - Approval - Minutes from the September 2, 2025, Council Meeting.

Administration - Approval - Res. 25-95, Approving an agreement between the City of Clovis and the Fresno County Transportation Authority for Measure C Funded Environmental Enhancement Program - Transit Oriented Development Subprogram Cycle XIII Funds for the 135 Osmun Senior Apartments Pedestrian Sidewalk Connection Project, in the amount of $427,714 in grant funds; and authorizing the City Manager, or designee, to execute the Agreement, any amendments, and any related documents thereto, as may be necessary to participate in the Program; and Approval - Res. 25-96, Amend the 2025- 2026 Community Investment Program Budget for Street Improvement Fund, to include Osmun Senior Apartments Sidewalk Project in the amount of $427,714.

Administration - Approval - A Community Development Block Grant (CDBG) Subrecipient Agreement with Marjaree Mason Center for $59,578 in 2025-2026 CDBG funds; and Authorize the City Manager to execute the CDBG Agreement, and any amendments thereto, for the provision of services to domestic violence survivors.

6. Finance - Receive and File - Investment Report for the Month of April 2025.

7. Finance - Receive and File - Treasurer's Report for the Month of April 2025.

8. Finance - Receive and File - Investment Report for the Month of May 2025.

9. Finance - Receive and File - Treasurer's Report for the Month of May 2025.

PUBLIC HEARINGS - 7:40
7:40 ITEM 10 - Consider Approval - Res. 25-97, Adoption of the City of Clovis 2024-2025 Consolidated Annual Performance and Evaluation Report (CAPER) for expenditure of Community Development Block Grant Funds and Authorize submittal to the U.S.

Department of Housing and Urban Development.

Upon call, there was no public comment.

Motion for approval by Councilmember Ashbeck, seconded by Councilmember Bessinger. Motion carried by unanimous vote.

ADMINISTRATIVE ITEMS - 8:02
8:02 ITEM 11 - Workshop - Real Time Information Center Introduction.

Eric Rollins, resident, asked about funding and training for officers to utilize the new tools in the Clovis Police Department.

COUNCIL ITEMS - 8:35
8:35 ITEM 12 - Consider - Update on Advance Clean Fleet and Innovative Clean Transit regulations; and Approval of submittal of a Comment letter to the California Air Resources Board (CARB) on the Regulations.

Mike Prandini, resident, spoke regarding the impact on residents and transit riders and inquired about the cost and potential new transit fees to residents.

Motion for approval by Councilmember Bessinger, seconded by Mayor Pro Tem Pearce. Motion carried by unanimous vote.

CITY MANAGER COMMENTS - 8:53
City Manager Haussler announced upcoming park tour stops at San Gabriel Park, Pasa Tiempo Park, and Dry Creek Park through September; 9/11 Run to Remember and 9/11 Ceremony; reported the first General Plan Advisory Committee meeting on September 11th; announced ClovisFest at the end of September; noted that the community survey has been distributed to a sample group of residents; and acknowledged the Garnet Fire and the public resources responding to it.

COUNCIL COMMENTS - 8:54
There was consensus of the City Council to send a letter of opposition regarding Proposition 50.

There was consensus of the City Council to place an item on a future agenda to discuss and consider displaying "In God We Trust" in the Council Chambers, with the understanding that it would be privately funded.

There was consensus of the City Council to prepare a proclamation designating the official City of Clovis children's book.

CLOSED SESSION - 9:14
Upon call, there was no public comment.

ITEM 13 - GOVERNMENT CODE SECTION 54957.6 CONFERENCE WITH LABOR NEGOTIATORS AGENCY DESIGNATED REPRESENTATIVES: ANDREW HAUSSLER, PAUL

ARMENDARIZ, AMY HANCE, BETHANY BERUBE, SCOTT CROSS EMPLOYEE ORGANIZATIONS: CLOVIS PUBLIC WORKS EMPLOYEE ASSOCIATION AND TRANSIT

EMPLOYEES BARGAINING UNIT

RECONVENE INTO OPEN SESSION AND REPORT FROM CLOSED SESSION No action taken.

ADJOURNMENT

Mayor Mouanoutoua adjourned the meeting of the Council to September 15, 2025.

Meeting adjourned: 10:03 p.m.

Buana Par
Mayor City Clerk

CITY OF GLOVIS
NCORP
00000100

Public Comment for
September 8, 2025
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 10:42 AM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Beverly Trenhaile
Email = [email protected]
Comment = Please bring Jim Ray back to us dancer's! We are devastated! He is a good person and we looked forward to his classes and Friday night dances! Jim is the highlight of our lives both mentally and physically! Please
Client IP = 73.2.58.224
Public Comment for September 8, 2025
1 •
Briana Parra
[email protected]
Thursday, September 4, 2025 11:55 AM
CityClerk
Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Barbara L. Johnson
Email = [email protected]
Comment = I support hiring back Jim Ray for Western Dance Instructor. He is a great teacher. He is very patient and encouraging to his students. Jim has many years of experience. The Senior Center needs someone who teaches couples dancing and line dancing for seniors.

Client IP = 108.227.93.121
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 11:43 AM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-04
Item-Number = 0
Full-Name = Lois R Hodgson
Email = [email protected]
Comment = We do not want to lose Jim Ray. We have the right to be accommodated. He brings great joy and positivity to our lives. Pulling me from my home to get back out and join the world again.

Client IP = 72.250.177.3
•
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 2:18 PM
To: City Clerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = O
Full-Name = Cynthia Johnson
Email = [email protected]
Comment = I am in support of Jim and Debbie still leading the line dancing class that he has put his heart and soul into over the last many years. He is an awesome teacher, patience and very sensitive to the older students. Please let him return to his passion.

Client IP = 97.191.110.249
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 2:46 PM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Deborah Hamrick
Email = [email protected]
Comment = I am writing on behalf of Jim Ray and the cancellation of his line dancing classes at the Clovis Senior Center. Jim is the kindest most patient teacher I have ever encountered. I am asking you to please have him and his classes reinstated immediately!
Client IP = 76.114.20.161
•
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 2:47 PM
To: City Clerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Mary Bracci
Email = [email protected]
Comment = Please please please bring Jim Ray back as a dance instructor at the Community Center. We Client IP = 97.205.46.162
•
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 2:50 PM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Jeanean Brown
Email = [email protected]
Comment = I am supporting Jim Ray and ask that he be reinstated as instructor at the Clovis Senior Center. I am a three year student of Jim and I quickly knew he was and is invaluable to the community.

He is the epitome of "Clovis-A Way of Life". As a resident of Clovis, we need to protect and preserve our values, our heritage, and all that makes Clovis unique. Jim Ray has the character, values, and dedication to Clovis as displayed by his passion for teaching and giving back to the community for over 30 years.

Everyone in dance knows and respects Jim. He is a valuable asset to our community. We need to do whatever we can to keep him here at the Senior Center. The center is more than just a group of students- it is itself a community where we can learn, fell safe to share experiences, and be welcomed by people who have the same interests. This doesn't just happen. Jim Ray created this environment in his classes.

Ask around Clovis and you'll find that he is loved and respected. As well as having taught generations of students how to dance, have fun, and feel confident. Losing Jim Ray would be losing a member of the family. Our family.

Client IP = 73.90.148.50
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 3:06 PM
CityClerk
Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = O
Full-Name = Philip Flick
Comment = Wondering how to get Jim Ray back as dance instructor. Hear that Tammy will be instructing on Wednesday nights, but what about the couples dance lessons which fall on Monday evening for intermediate class and Sunday and Friday begging class. Also what about Friday night open dance from 7 to 10? Jim has instructed there for close to 30 years and now the seniors lose something else with no replacement. Don't forget he also had two line dance classes during the day on Tuesday and Thursday.

Many seniors will be missing not only great exercise, but more important, being with others and not sitting home alone.

Client IP = 98.41.102.97
•
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 3:23 PM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Dave Marquez
Email = [email protected]
Comment = Regarding the situation at the Senior Center involving line dancing/country dancing instruction. The venue for the dancing was perfect. Perfect size, perfect location, a perfect floor to dance on. How and why the Center can make a decision like this so fast, so unexpected, so undemocratic is beyond me. I may be a nobody but I feel that this decision should have required a vote or at least more time to come up with better solutions.

Client IP = 174.236.224.66
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 3:44 PM
To:

Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Ricky and Barbara Collins
Email = [email protected]
Comment = This is concerning Senior Center dance instructor Jim Rae. He has been instructing at the Center for 30 years or more. He was recently laid off by the administration. His classes bring many seniors to the Center and revenue. Now these seniors that have been in his class for many years have NO place to go for their exercise and dance instructions. He is a very kind, patient and friendly person. He encourages us to do better. He is a very talented person and great instructor. We want him back at the Center.

Client IP = 47.147.236.150
1 Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 8:53 PM
To: City Clerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Cindy Quintana
Email = [email protected]
Comment = The importance of dance in my life and how Jim Ray and his lessons have helped me physically, mentally and socially.

I have been going to Jim Ray's dance class for 12 years and it helps me physically to stay healthy it's my exercise twice a week. It also helps my social life where I like to go there to meet new friends and talk with my old friends.

My lung doctor says that it has helped my breathing since I have COPD and it helps build of my lungs.

My primary doctor said to continue dancing as it was good exercise and good for my memory since I have to remember steps too different dances.

Jim is very patient and friendly with everyone, and takes the time to teach everyone the dance until they are comfortable with it. Each day there are different dances new and old.

Respectfully,
Cindy Quintana
Client IP = 73.116.109.15
•
Briana Parra
From: [email protected]
Sent: Thursday, September 4, 2025 5:25 PM
To: CityClerk
CC: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Rosa Reitzel
Email = [email protected]
Comment = I am 84 years old and have been taking dance classes with Jim Ray for at least 16 years. I am disappointed that the Senior Center management dismissed his concerns about the room we dance on.

They are legitimate concerns. I wonder why the director and her staff took it as Jim Ray's territorial grab.

Not only did they create a hostile environment during the meeting, but they gave him an absurd, insulting, and moronic solution to his concerns. Jim retired on the spot, a reaction that was fueled by anger and frustration. And the management gleefully accepted it on the spot, with no regard for professionalism or ethical deportment. And they did not, for a single moment, consider the effects of their decisions on the physical and psychological wellbeing of the line dancers, who are a big part of the population they are supposed to serve with compassion and dignity. I guess those sentiments are not part of their resumes.

So, please allow Jim Ray to rescind his retirement. As a passionate teacher and dancer, he has a lot more to offer to this dancing community. Please don't allow personal prejudices mar the Clovis Way of Life, of which we are proud to be part of.

Client IP = 73.66.114.180
Briana Parra
From: [email protected]
Sent: Sunday, September 7, 2025 5:59 PM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Diane Suderman
Email = [email protected]
Comment = Having grown up in a culture where dancing was not allowed, and not having time to pursue it as an adult, I have been overjoyed to be able to learn to dance as a senior. Jim Ray is a big reason i have learned to dance. He creates an atmosphere of acceptance and fun while we work hard to learn the steps. Not only has dancing provided good exercise for me, but Jim has become a friend, as have the many people I've met at the dance classes. I take line dancing as well as the beginning couple's class.

For me it is heartbreaking that just as I'm finally learning to dance, everything including the Friday Night Dances have been canceled. It's NOT fair! We need a safe floor, a full class schedule, and most of all our beloved Jim Ray! Please bring him back as soon as possible!! Client IP = 174.208.161.252
Briana Parra
From: [email protected]
Sent: Sunday, September 7, 2025 12:09 PM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Jeff Giroux
Email = [email protected]
Comment = I'm writing in support of Jim Ray and the Senior Center's Line Dancing Program.

My mother, Elena Giroux, is 90 years old, a Clovis resident for over 30 years, and an avid supporter of Jim and the line dancing program. She worked for the city providing administrative support for the line dancing program for many years, and when her job was eliminated (l'd guess in about 2010) she continued to perform that function as a volunteer. She works roughly 4 days a week.

It is hard to discuss the line dancing program without talking about Jim. He is the life blood of the program, is patient and caring of all the dancers, and he is an enthusiastic coach and leader. I've spent several afternoons and evenings with Jim when I visit my mother, and I have seen this personally. He truly cares about this group of seniors. I can't imagine a more committed or effective leader.

The line dancing program is a very important part of my mother's life. Attending classes and her volunteer work with this group is her primary social interaction and connection to her community of friends every week. It gives her life purpose and a community. I think this is what motivates her most to stay healthy and active. As a 90-years old who lives independently, she manages to take care of so many aspects of her life on her own. It's remarkable for me to see. Without Jim's friendship and leadership of this line dancing community, she would not be as happy or healthy. It is that important to her well being.

I hope you will find a way to continue to support Jim and the Senior Center's Line Dancing Program for the good of Clovis and the senior community.

Client IP = 104.28.55.115
1 Briana Parra
From: [email protected]
Sent: Saturday, September 6, 2025 11:46 AM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Sharon Foster
Email = [email protected]
Comment = Would like to discuss Jim Ray dance instructor of the Clovis Senior Center for the past 30 years. Hoping to have him reinstated to that position. And the latest changes made to the floor.

Client IP = 108.205.160.107
Briana Parra
From: [email protected]
Sent: Saturday, September 6, 2025 8:59 AM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Rhonda Waters
Email = [email protected]
Comment = have been taking Jim Rays line dancing class for over 5 years. He is a dedicated and professional teacher, who treats his students with respect and kindness. He always ensures the safety of the class along with a fun time!! I have made lifelong friendships and learned hundreds of dances. I was very disappointed that he wouldn't be teaching anymore, since his dedication and all his hard work wasn't appreciated. I hope the council finds it in his favor to reinstate him Client IP = 73.41.113.122
Briana Parra
From: [email protected]
Sent: Saturday, September 6, 2025 8:03 AM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Clovis Senior Activity Center Instructor
Email = [email protected]
Comment = I work at the Senior Activities Center instructing multiple fitness classes during the week. I was verbally assaulted and attacked by a person that was in the center looking to rent the hall. My students had to come to my rescue to get these women off of me and stop the attack. When I reported it to Ashley and Bethany they laughed at me and told me I was too sensitive and that the incident was my fault because these women were VIP's and have the right to do and act however they please. I was told if I ever speak to anyone about what happened I would be fired. I have 25 witnesses to this occurrence that were students in my class at the time of the incident. I was told if I speak to any one of them to get witness reports to the violence, I would be terminated. City policy requires a report to be filed about any incident of violence in the workplace. Ashley and Bethany have refused to file this report and have vowed retaliation if I push the issue. I work everyday in fear of potential aggressors at work or aggression and retaliation from the management.

Client IP = 104.28.123.72
Briana Parra
From: [email protected]
Sent: Saturday, September 6, 2025 7:15 AM
To: City Clerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Vince Prince
Email = [email protected]
Comment = regarding Jim Ray, Dance Instructor Clovis Community Center: What an amazing and wonderful representative of the Clovis Community! For 30 years he has dedicated his time and service to the those of us who desire to learn dance, stay active and remain vital! He is a true gentleman and professional with a passion for this endeavour. I am saddened to find out that he was insulted by staff over concern for the safety of his elderly dancers. Placing painters tape on the beautiful dance floor at the older community center would definitely endanger dancers. While expecting to slide over the floor as we do the tape would inevitably lift some edges exposing the stocky glue under surface and cause dancer/s to stick and fall down. Jim's concern for the safety of his students and seniors is well placed and he should have been taken seriously. The City Council should equally be concerned about the issue! It is a shame that Jim Ray was treated with indignity and disrespect! It will be a great loss to all of us whose social lives he fills with dance and happiness.

Client IP = 67.187.228.129
Briana Parra
From: [email protected]
Sent: Friday, September 5, 2025 9:37 PM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Sheila Poore
Email = [email protected]
Comment = We are heartbroken if we lose our dance teacher, I can't see another person taking Jim's place. Jim was so patient with the Seniors and was willing to show us the dance steps over and over.

Please reconsider your decision, Jim wants to be our teacher.

Client IP = 73.151.52.131
1 •
•
Briana Parra
From: [email protected]
Sent: Monday, September 8, 2025 11:25 AM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Lori Lesher
Email = [email protected]
Commiting to express my thoughts on the Senior Centers new managements recent actions regarding the western dance instructor, Jim Ray, and the beautiful wood floor at the old Senior Center.

Every time I see the Clovis flag with the cowboy on it I think of Jim. He is Clovis! He has devoted 30 years to teaching western dancing to the community. People love him! I'm sad that the City of Clovis employees laughed at Jim and would not listen to his concerns about the painters tape on the floor being a safety hazard. It's unthinking that they did not work with him to come up with a solution that would benefit everyone.

The wood floor is absolutely beautiful and a jewel in heart of Clovis. It's more than a wood floor, it's a place where friendships are made. It's the Clovis Way of Life! My family has been in the Clovis.area for over 125 years. They were here when Clovis had only dirt roads! My family loves Clovis. Thus, I'm very sad and disappointed in the decisions and actions the City of Clovis has made.

I sincerely hope you will support the seniors and community that love Jim, his classes, and the wood floor.

Please help preserve the Clovis a Way of Life.

Client IP = 107.77.214.90
1 •
Briana Parra
From: [email protected]
Sent: Monday, September 8, 2025 11:43 AM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = Sharon Moore
Email = [email protected]
Comment = Jim Ray was treated unfairly by the Clovis
Senior center! He didn't deserve to be! He has been a very loyal employee for over 30 years!! Client IP = 209.30.242.178
Briana Parra
From: [email protected]
Sent: Monday, September 8, 2025 1:09 PM
To: CityClerk
Cc: Briana Parra; Rebecca Simonian; Andrew Haussler
Subject: Council Meeting Public Comment
Council-Meeting-Date = 2025-09-08
Item-Number = 0
Full-Name = ROBERT JOHN GARCIA
Email = [email protected]
Comment = Unable to locate item number. This comment is regarding the issue of the Clovis Adult Center and the protests of seniors in Jim Ray's dance classes. Jim has taught 30+ years and there is a reason for this. Aside from Jim excelling as an instructor, he created a safe, fun environment where we have mutual trust and friendship among seniors. Everyone is welcome. Clovis should be proud of having long-term employees like Jim, proud of a enviable wood dance floor, and proud of having vibrant seniors willing to stand up and speak for what they are passionate about. As residents, we need to ensure that the Clovis Way of Life keeps pace with changes in our city, but not at the expense of losing the very things that make us unique. We specifically want Jim back as a dance instructor if he is willing, and we want a safe dance floor. Help us continue to enjoy our dance community and take pride in our Senior Center.

Client IP = 73.90.148.50
Dear Clovis City Council,
My name is Tina Quillen, and I've proudly served as a USA Pickleball Ambassador for Clovis for approximately 9 years. I'm addressing the current conflict between pickleball players and ballroom dancers at the Activity Center and I am proposing a few solutions to meet the growing demand for pickleball facilities in our city.

For years, I've advocated for pickleball courts in Fresno and Clovis, as the sport's popularity has surged. The Clovis Pickleball Facebook page I manage has nearly 4,000 members, reflecting only a fraction of local play- ers. Nationally, participation grew by over 45% in 2024, reaching an estimated 20 million players, according to the Sports & Fitness Industry Association. Pickleball is a professional sport, featured on ESPN, PickleballTV, and slated for future Olympic inclusion. Its appeal spans all ages, making it uniquely family-friendly and socially engaging.

Clovis faces a significant supply-and-demand issue. While Fresno has secured permanent courts at two parks, temporary lines at two others, and plans for a 16-court complex at Woodward Park, Clovis lacks dedicated out- door and indoor facilities. Private tennis clubs with pickleball courts are overcrowded, and not everyone can afford memberships. The demand is undeniable: visitors to Clovis, including tourists visiting national parks or ski resorts, frequently ask where they can play, and I'm disheartened to say we have no courts to offer.

The Activity Center's attempt to accommodate pickleball is appreciated but falls short. The space has critical limitations: low ceilings hinder lobbing, a key aspect of the game; non-regulation court sizes restrict movement and serving; and walls interfere with play, causing paddles to collide and limiting defensive shots. Additionally, there's no space for players to gather, which is vital for the sport's social aspect, especially for seniors who rely on pickleball for community engagement. Many experienced players, including those who filled the first Wednesday night session I promoted, left disappointed due to these constraints.

I empathize with the ballroom dancers who have long used the Activity Center. They shouldn't have to share that small space. I agree that the tape is a hazard, painted lines one stop better, but why? I also question the decision to exclude pickleball from the newly floored Rec Center while at the same time considering lines at the Activity Center, where space is inadequate.

Proposed Solutions:
• Commerical Space: How about using a vacant commercial building and turning it into a Supreme Pickleball venue run by the city that would bring players from all over the valley and satisfy the need of our local players, at the same time bringing in revenue.
• Rec Center: We used to have 3 courts at the Rec Center until the new floor went down. With not wanting to paint lines, I'm a little perplexed as to why you wouldn't paint lines on that new floor, where we had pleanty of room with 3 courts, but would consider painting lines on the beautiful dance floor at the Activity Center, where there isn't enough room for even 1 regulation Pickleball court. Can we go back to the Rec Center? • Partnering with CUSD: While utilizing 2 tennis courts at each of the High Schools this would produce 8 Pick. leball courts at each location. Just painted lines is all we are talking about here. (this would be huge) Pickleball is no fad, I can assure you. It's the fastest-growing sport globally, and Clovis needs to get on board. I urge the council to invest in dedicated facilities to meet this demand, fostering a healthier, more connected community. Thank you for your consideration, and I'm happy to discuss further.

Respectfully,
Tina Quillen
USA Pickleball Ambassador, Clovis
September 6, 2025
Dear City of Clovis, City Council Members, Management:

I am disappointed and saddened to learn of the decision to allow changes to the cutrent wood dance floor in Clovis Community Center's in order to accommodate a pickle ball court. These changes will permanently affect the use of this beautiful floor for all of the dance groups which currently hold contracts with the city.

While it is understood that pickle ball draws a lot of participants, there are many other facilities in the city including schools for this sport to be played on.

In contrary, the Dance Floor at the Community Center, is the one and only true wood dance floor in the City of Clovis where dance groups & classes of all genres have for many years enjoyed their spott without the risk of injury. If you are a dancer, you know the importance of a "good wood floor". Not only does this type of floor provide less impact on your body and joints, it also provides the necessary traction to keep from slipping. Please preserve this floor for it's intended use. Different sports have other options. Dancers do not Even more disturbing is the fact that an exterior texturized paint has already been applied to this wood floor, without any hesitation, knowing in full that the current groups who have contracts in place with the city for use of this facility because of its dance floor, strongly opposed this decision.

I trust that the City of Clovis, Council Members & Management will make the necessary corrections so that once again we as a community have the opportunity to continue to enjoy our sport and passion.

As of now, many are questioning the integrity of the management and others who are running this area of our city.

Respectfully,
Audree McDowell
[email protected]
559-261-5190
Received
Mr. Joseph P. Thompson SEP 08 2025
416 W. Audubon Dr.

Fresno, CA 93711-6893 ADMN/CITYMGR
4-4-25
Jim, Please
pr publicly accept duis
Fanta you.

Jeer team and
9/4/25,2:00 PM
AT&T Yahoo Mail - LETTER IN GILROY DISPATCH & MORGAN HILL TIMES 9-3-2025: FALSE PROMISES BY BULLET TRAIN'S N...

HOLLISTER FREELANCE
LETTER IN GILROY DISPATCH & MORGAN HILL TIMES 9-3-2025; FALSE PROMISES BY BULLET TRAIN'S NEW "BUSINESS PLAN"
From: Joseph P Thompson ([email protected])
lo [email protected]; [email protected]; [email protected]; [email protected]: [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]: [email protected]: [email protected]; [email protected]. [email protected]; [email protected]; [email protected]: [email protected]
Date: Thursday, September 4. 2025 at 11:50 AM PDT
Dear Mr. McClintock, Mr. LaMalfa, Mr. Kiley. Mr. Fong. Mr. Valadao. Mr. Obernolte.

Senalor Strickland, Assemblymembers Tangipa. Macedo & DeMaio. Supervisor Bredefeld & USDOT Secretary Sean Duffy.

I am attaching my letter published by Editor of Gircy Dispatch & Morgan Hill Times yesterday.

He gave it the title, "Bullet train report is more lipstick on the pig." I also asked him to publish it in the Hollister Freelance, 1o0.

Both UPRR and BNSF have recently announced new intermodal services on Coast-to-Coast and trans-Mississippi COFC and TOFC shipments. Increasing driver shortages make the intermodal option more desirable for California's ag shippers. So, once again the private sector is showing us how we ought to be increasing transportation options, and solving some of our transportation problems.

I believe that with UP proposing to merge with NS, the government have an opportunity to impose shipper-friendly, taxpayer-friendly conditions on the r proposed merger. Then if BNSF proposes another merger, the government ought to take the same approach.

Joseph P. Thompson, Esq.

Fresno, CA 93711 in Mr. McClintock's District
E-Mail: [email protected]
GILROY DISPATCH & M.H. TIMES 9-3-2025 pdf
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about blank
1/1
9/4/25, 11:14 AM
Letler: Bullet train report is more lipstick on the pig | Gilroy Dispatch | Gilroy. California •

GILROY-S DISPATCH
Letter: Bullet train report is more lipstick on the
pig
BY JOSEPH P. THOM - September: 20?3
Lifetin ....

StM
'LETTER TocHE EDITOR™
213
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Letter to the renter
News reports that the Calitornia High Speed Rail Association's newest "business plan" proposes getting 18 million annual riders from Gilroy is, as predicted, more lipstick on a bankrupt-from-conception socialist boondoggle.

The population of Gilroy is 60,390, with 47,200 adulls. Morgan Hill's population is 45,952. So, in round numbers were looking at about 100.000 people of all ages. How many would take the Bullet Train every workday to Merced to Bakersfield? Would Ihey pay full fare or like VTA. COG, etc., pay only about 1% of the cost of their rides?
https://gilroydispatch.com/letter-bullet-train-repont-is-more-lipstick-on-tne-pig/ 1/2 9/4/25, 11:14 AM Letler: Bullet train report is more lipstick on the pig | Gilroy Dispatch | Gilroy, California Taxpayers, motorists. pay the balance of their costly rides. It would make Lenin blush. If they all rode Bullet Train, that would be 0055% of CAHSRA's pre-in-the-sky projected ridership.

So, it's safe to conclude thal CHRA's new "business plan" is pure, unadulterated horse-pucky as we liked to say when I had my law office there.

Gilroy's taxpayers, including crucified motorists, labor under "worst-in-the-nation" award winning VTA. awarded them for extraordinary fraud, waste and abuse by the M.I.T. sludy of all the nation's transit agencies In more than 45 years of representing small and very smail business owners in Gilroy and South Santa Clara County, I saw business failures and bankruptcies at higher rates than the national average. Why's that? Confiscatory taxes/lees/fines/assessments and mandales? in 2008, when the Gilroy and Morgan Hill chambers invited me to debate former Supervisor Rod Diridon in the pre-election debate on Prop. 1A, I said the same thing that I said to the "Godfather of the Bullet Train" in 1996, the Honorable Judge and Sen. Quentin Kopp Private sector sulutions are the only sound, sustainable transport solutions for local, state and federal governments I repeated my position in testimony before the Assembly Transportation Committee in the Capitol in 2010 in support of proposed legislation to defund the Bullet Train.

Nothing has changed over the years since to make me change my position. In fact, construction and operating costs have increased dramatically, and will increase more before il's completed. In a guest opinion published by the Gilroy Dispatch in 2008, I predicted that gas taxes would have to increase to $10 per gallon to fund the CAHSRA's monstrosity. Their fiscal bottomless pit is now so deep that I now double my previous estimate to $20 per gallon. But then, what will we do if we tax people out of their cars? Instead of creating another socialist public sector transit boondoggle, I think that we ought to learn from our history, and switch to private sector rail, which is the only sustainable way to run a railroad CAHSRA has. predictably, answered AB 377 with a new "business plan" that's no different than their previous plan to crucify the laxpayers. Asking a blood sucking leech to have a new diet is an exercise in futility. We cannot afford the blood-sucking leeches that our leaders have already plastered on our backs.

No wonder people are fleeing California in record numbers.

Joseph P. Thompson, Esa.

Past-President, 1999-2001, 2006, Gilroy-Morgan Hill Bar Assn.

JOSEPH P. THOM
https://gilroydispatch.com/letter-bullet-train-report-is-more-lipstick-on-the-pig/ 212 9/4/25, 11:15 AM
Letter: Bullet train report s more lipstick on the pig | Morgan Hill Times | Morgan Hill, San Marlin, CA

THE STIMES
Letter: Bullet train report is more lipstick on the
pig
BY JOSEPH P. THOM
Lifeti
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'LETTER TotH EDITOR
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Letter to the odie
News reports that the California High Speed Rail Association's newest "business plan" proposes getting 18 million annual riders from Gilroy is, as predicted. more lipstick on a bankrupt-from-conception sucialist boondoggle.

The population of Gilroy is 60.390. with 47.200 adults. Morgan Hill's population is 15.952. So. in round numbers we're looking at about 100.000 people of all ages How many would take the Bullet Train every workday to Merced to Bakersfield? Would they pay full fare, or like VTA. COG. etc.. pay only about 1% of the cost of their rides?
Taxpayers, motorists, pay the balance of their costly rides. 'I would make Lenin blush. If they all rode Bullet Train, that would be .0055% of CAHSRA's pie-in-the-sky projected ridership S Peter C. donated $25 sure. unadulterated horse-pucky as we liked to Si
= San francisco, United States
https://morganhilltimes.com/letter-bullet-train-report-is-more-lipslick-un-the-pig/ 1/2 9/4/25. Letter: Bullel train report is more lipslick on the pig | Morgan Hill Tires | Morgan Hill, San Martin, CA Gilroy's taxpayers. including crucitied motorists. labor under "worst-in-the-nation" award winning VTA. awarded them for extraordinary fraud, waste and abuse by the M.I.T. Study of all the nation's transit agencies In more than 45 years of representing small and very small business owners in Gilroy and South Santa Clara County, I saw business failures and bankruptcies at higher rates than the national average. Why's that? Confiscatory taxes/lecs/lines/assessments and mandates? In 2008, when the Gilroy and Morgan Hill chambers invited me to debate former Supervisor Rod Diridon in the pre-election debate on Prop. 1A, I said the same thing that I said to the "Godfather of the Bullet Train" in 1996, the Honorable Judge and Sen. Quentin Kopp Private sector solutions are the only sound, sustainable transport solutions for local, stale and federal governments.

I repeated my position in testimony before the Assembiy ransportation Committee in the Capitol in 2010 in support of proposed legislation to defund the Bullet Tramn Nothing has changed over the years since to make me change my position. In fact, construction and operating costs have increased dramatically, and will increase more belore it's completed. In a quest opinion published by the Gilroy Dispatch in 2008. I predicted that gas taxes would have to increase to $10 per gallon to fund the CAHSRA's monstrosity. Their fiscal bottomless pit is now so deep that I now double my previous estimate to $20 per gallon. But then, what will we do if we tax people out of their cars? Instead of creating another socialist public sector transit boondoggle, I think that we ought to learn from our history, and switch to private sector rail, which is the only sustamable way to run a ratroad CAHSRA has, predictably, answered AB 377 with a new "business plan" hat's no different than their previous plan to crucity the taxpayers. Asking a blood sucking leech to have a new diet is an exercise in futility. We cannot afford the blood-sucking leeches that our leaders have already plastered on our backs No wonder people are lleeing California in record numbers.

Joseph P. Thompson, Esc
Past-President, 1999-2001, 2006, Gitoy-Morgue Hiil Bur Assa JOSEPH P. THOM
https://moryanhilttimes.com/leller-bullet-tramn-repurl-s-more-hpslich-un-tlie-pig/ 2/2 7/4/25.6:09 PM
Letter: Bullet train report is more lipstick on the pig - SanBenito.com | Hollister, San Juan Bautista. CA San Benito com

FREE ALANCE
Letter: Bullet train report is more lipstick on the
pig
BY JOSEPH P. THOM • September 120:3
...

SIM
While!
B'LETTER toff EDITOR
321.
nAk:

Letter to the editor
News reports that the California High Speed Rail Association's newest "business plan" proposes getting 18 million annual riders from Gilroy is, as predicted, more lipstick on a bankrupt-from-conception socialist boondoggle.

The population of Gilroy is 60,390, with 47,200 adults. Morgan Hill's population is 45,952. Sü, in round numbers we're looking at about 100,000 people of all ages. How many would take the Bullet Train every workday to Merced to Bakersfield? Would they pay full fare, or like VTA, COG, etc., pay unly about 1% of the cost of their rides?
Taxpayers, motorists, pay the balance of their costly rides. it would make Lenin blush. If they all rode Bullet Train, that would be .0055% of CAHSRA's pie-in-the-sky projected ridership.

So, it's safe to conclude that CHRA's new "business plan" is pure, unadulterated horse-pucky as we liked to say when I had iny law office there
https://sanbenito.com/letler-bullet-train-report-is-more-lipstick-on-the-pig/ 112 9/4/25, 6:09 PM Letter: Bullet train report is more lipslick on the pig - SanBenito.com | Hollister, San Juan Bautista, CA Gilroy's taxpayers, including crucined motorsts, labor under "worst-in-the-nation" award winning VTA, awarded them for extraordinary fraud, wasle and abuse by the M.I.T. study of all the nalion's transil agencies In more than 45 years of representing small and very small business owners in Gilroy and South Santa Clara County, I saw business failures and bankruptcies at higher rates than the national average. Why's that? Confiscatory taxes/fees/fines/assessments and mandates? In 2008, when the Gilroy and Morgan Hill Chambers invited me to debate former Supervisor Rod Diridon in the pre-election debate on Prop. IA, I said the same thing that I said to the "Godfather of the Bullet Train" in 1996, the Honorable Judge and Sen. Quentin Kopp. Private sector solutions are the only sound, sustainable transport solutions for local, state and federal governments.

I repeated my position in testimony before the Assembly "ransportation Committee in the Capitol in 2010 in support of proposed legislation to defund the Bullet Train.

Nothing has changed over the years since to make me change my position. In fact, construction and operating costs have increased dramatically, and will increase more before it's completed. In a guest opinion published by the Gilroy Dispatch in 2008. I predicted that gas laxes would have to increase lo $10 per gallon to fund the CAHSRA's monstrosily. Their fiscal bottomless pit is now so deep that I now double my previous estimate to $20 per gallon. But then, what will we do if we tax people out of their cars? Instead of creating another socialist public sector transit boondoggle. I think that we ought to learn from our history, and switch to private sector rail, which is the only sustainable way to run a railroad CAHSRA has, predictably, answered AB 377 with a new "business plan" that's no different than their previous plan to crucify the taxpayers. Asking a blood sucking leech to have a new diet is an exercise in futility. We cannot afford the blood-sucking leeches that our leaders have already plastered on our backs.

No wonder people are fleeing California in record numbers.

Joseph P. Thompson, Esc.

Past-President. 1999-2001, 2006. Giroy-Morgan Hill Bar Assh JOSEPH P. THOM
212
https://sanbenito.com/letter-bullet-train-report-is-more-lipstick-on-the-pig/ Transit
Productivity
Evaluation
FY 2020
Fresno Area Express/Handy Ride
Clovis Stageline/Roundup
Fresno County Rural Transit Agency
Consolidated Transportation Service Agency
March 12, 2021
Fresno Council of Governments
2035 Tulare Street, Suite 201
Fresno, CA 93721
559-233-4148
www.fresnocog.org
The preparation of this report has been financed in part through a grant from the U.S.

Department of Transportation, the Federal Transit Administration, and in part through local funds from the Fresno Council of Governments
and costs per hour increased by over 9%. Some of the agencies relied on traditional transit subsidies as well as on federal financial assistance via the CARES Act to maintain fixed route and paratransit service and address the additional operating costs of implementing the necessary COVID health and safety measures.

Public transportation operators in Fresno County provided 9.9 million passenger trips from the period beginning July 2019 through June 2020 (FY 2020) at a cost of approximately $73 million. As shown in Table 1, the systems traveled a combined 7.891,119 miles and operated 671.518 hours of service. Fares collected totaled $9.9 million, representing a farebox recovery ratio of 13.6 percent.

FAX, the largest public transit provider in the Fresno County region, provided 9.1 million passenger trips (91.6 percent of the county total), followed by the FCRTA, and CTSA with 266.621 trips (2.7 percent) and 234,949 trips (2.4 percent) respectively. Fresno Handy Ride provided 170,721 trips (1.7 percent of the county total), while Clovis Stageline and Clovis Roundup combined provided 162,862 (1.6 percent) of all trips.

System wide, 14.7 passengers per hour and 1.25 passengers per mile were carried during FY2020. The cost per hour was $108.71 and cost per passenger was $7.38. Overall, the systems provided 14.7% fewer passenger trips in FY 2020 than in FY 2019.
bel # brand, waste +
Table 1
abuse
Agency Passengers Miles Hours Costs
Fare Revenues Pass/Hour Pass/ Mile Cost Hour Farebox Ratio FAX 9,058,367 4,701,969 410,510 $49,586,055
$5,098,988 22.07 1.93 $120.79

10.28%
Handy Ride 170,721 928,054 85,622 $7.345,269
$281.026 1.99 0.18 $85.79 3.83%
Stageline 112,478 235,712 19,473
$2,719,150 $66,023 5.78 0.48 $139.64 2.43%
Round-up 50,384 346,021 28,448 $3.316.107
$76,485 1.77 0.15 $116.57

2.31%
FORTA 266,621 788,004 66,822 $5,586,983
$586.028 3.99 0.34 $83.61 10.49%
'CTSA 234,949 891,359 60,643 $4,447,920
$3,842,208 3.87 0.26 $73.35 86.38%
Total 9,893,520 7,891,119 671,518
S73,001,484 $9,950,758 14.73 1.25 $108.71

13.63%
CTSA statistics do not include clients, costs, miles. or hours associated with the urban and rural "Meal Delivery" services.

NOTE: Both FCRTA and CTSA farebox revenues include some social service augmentation consistent with Fresno COG's AB120 Action Plan and the State TDA. Clovis Stageline and Roundup farebox includes some Measure C funds. FAX and Clovis Stageline passengers include transfer passengers. FAX utilized local funding to augment their farebox to achieve the 20% recovery ratio.
variations curate system vide comparison is not possible due to different types of services. as well as the variations in the definitions of some of the performance indicators. For purposes of broad comparison. however, performance indicators by system are reflected in the above table. * Roes not indee capital fit conte.

Japan are fores to pay the
Falling Transit
Ridership:

California and
Southern California

AUTHORS
Michael Manville:

Bian D. Taylor
Evelyn Blumenberr
Prepared for the southern callogur

SBI SCAG
TRANSPORTATION STUDIES 8820
FALLING TRANSIT RIDERSHIP:

CALIFORNIA AND SOUTHERN CALIFORNIA
In the last 15 years Americans have supported public transportation more and demanded it less.

California, the nation's most populous state, is in many ways emblematic of this pattern. Motivated by concerns about congestion and climate change, California's state and local governments have invested heavily in transit, often with the explicit approval of voters. This investment is particularly evident in Southern California. Since 1990, the six-county Southern California Association of Governments (SCAG) region has added over 100 miles of light and heavy rail in Los Angeles County, and over 530 miles of commuter rail region-wide. In November 2016, voters in LA County approved a $120 billion sales tax measure for transportation, with a plurality of the funding dedicated to expanding and improving transit (Measure M: Metro's Plan to Transform Transportation in LA 2016). This measure marked the third such countywide tax increase since 1990, and the fourth one overall. Other SCAG counties have also routinely passed sales tax measures for transportation and transit improvements.

Over the same period, however, California's transit use (depending on how one measures it) has varied from modest increases to relative stagnancy to — in more recent years - steep decline. Southern California is again illustrative. Despite its heavy investments in transit, in absolute terms the region's transit ridership reached its postwar peak in 1985. Through the 1990s and mid-2000s ridership rose and fell modestly, never reaching 1985 levels, and in 2012 it began declining. In per capita terms, ridership has fallen more steadily since the 1980s. Ridership per capita was flat in the early 2000s, but started trending down again in 2007. In California overall, per capita ridership was flat until 2009, when it began a decline from which it has not recovered (The National Transit Database (NTD), 2015).

Why is transit ridership falling? The question is not merely academic. The combination of rising supply and falling demand has profound fiscal implications for transit operators, since it substantially increases the public cost of moving each passenger. Increased transit supply has meant increased public investment, particularly in new rail services. Measured as a ten-year rolling average of capital and operating costs, transit investment in both the US and California rose almost 50 percent between 2000 and 2015. These rising expenditures, when combined with falling patronage, yield falling productivity. Between 2005 and 2016, transit productivity • measured as passenger boardings per vehicle revenue hour (VRH) • has fallen 5 percent in California and 14 percent in the SCAG region. Falling productivity is not sustainable; it usually ends with more subsidies or less service.

Beyond fiscal concerns, falling ridership calls into question a number of California's ambitious environmental goals. California's aggressive agenda for combatting climate change is predicated in part on many people using transit more and driving less. The carbon reduction targets set out in Senate Bill 375, California's landmark climate reduction bill of 2008, involve large mode shifts to transit and away from driving, while the California Department of Transportation's current Strategic Management Plan includes an explicit goal of doubling the state's transit mode share by 2020 (California Department of Transportation, 2015). But transit ridership, despite heavy transit investment, is trending very much in the opposite direction.
12 A stop resetting fraud, coast tabuse
by transit agenaces.
socioeconomic information. But the CHTS is a one-year snapshot, only available for 2012. As a result, we have a data mismatch: excellent data for a single year, but a research question - why is transit ridership declining? - that demands data on changes over time.

A last data obstacle is that the determinants of transit use are varied, ranging from gas prices to auto ownership to the quality of transit service, and no single data set contains all of them. Some factors thought to influence transit use, like the availability of free parking, are not systematically tracked at all.

To work around these limitations, we draw on an array of spatial, person-level, and administrative data.

At ditterent points we use the U.S. Census summary files, the Integrated Public Use Microdata (IPUMS) of the Census, state and national travel diary data, gas price and economic data from the Energy Information Agency and the Bureau of Labor Statistics, and data and rider surveys conducted by some of Southern California's larger transit operators. One operator-the Los Angeles County Metropolitan Transportation Authority (Metro, or LA Metro) -by itself accounts for most of the region's transit use and has ample public data available. As a result, at different points in the report when data for the entire region is lacking, we draw on data specific to LA Metro.

Largely because of these data constraints, the case we build is circumstantial; we offer no definitive proof of cause-and-effect. But the evidence is nevertheless compelling. The primary factor we identify is automobile ownership. In the last 15 years, household vehicle access in the SCAG region has grown dramatically. Vehicle ownership has grown particularly sharply among subgroups most likely to use transit, such as the low-income and the foreign born from Latin America. The steep rise in vehicle access among these groups that occurred as transit ridership began to fall is not direct proof, but it is a smoldering if not a smoking gun. Public transportation is unlikely to fare well when Southern California is flooded with additional vehicles. Much of the region's built environment is designed to accommodate the presence of private vehicles and to punish their absence. Extensive street and freeway networks link free parking spaces at the origin and destination of most trips. These circumstances give people strong incentives to acquire cars, and — once they have cars — to drive more and ride transit less.

The surge in vehicle ownership does not explain all of the transit decline. And it may well have been reinforced by falling gas prices and the rise of TNCs- though again we note that increasing vehicle ownership and declining transit use began before TNCs existed and when gas prices were still high. But increased vehicle ownership by itself probably explains much of Southern California's lost transit ridership.

Our findings accord with previous research about transit patronage. Giuliano (2005) has shown that compared to Americans at large, the poor use transit more but like it less. The typical low-income rider wants to graduate to automobiles, while the typical driver might view transit positively but have little interest in using it (Manville & Cummins, 2015). These facts, coupled with the falling ridership of recent years, raise questions about transit's future.

Transit ridership is not, by itself, a legitimate goal of public policy. Transit use is instead a means to achieve other public ends. Traditionally, transit's goals have been twofold: Providing mobility to disadvantaged people who lack it, and mitigating the social and environmental costs of private automobiles by providing alternatives to them. The first goal has long accounted for more of transit's ridership, while the second : The IPUMS data are from Ruggles et al (2017)
14 has accounted for more of its rhetoric. Throughout the United States, and particularly in Southern California, public transportation advocates have emphasized transit's potential to manage traffic and reduce pollution. In practice, however, transit has functioned overwhelmingly as a social service for low- income people with little private mobility (Taylor & Morris, 2015).

Because transit has primarily carried low-income people, rising vehicle ownership among those people suggests a future where public transportation's core ridership could dramatically shrink. While this outcome poses a grave problem for transit operators, it is not obvious that transit operators should try to win these low-income riders back, at least not to the very high levels at which they rode transit previously.

With very few exceptions, acquiring an automobile in Southern California makes life easier along multiple dimensions, dramatically increasing access to jobs, educational institutions and other opportunities (Kawabata & Shen, 2006). As a result, pulling low-income former riders out of their cars and back onto trains and buses could make transit agencies healthier but the region poorer. If transit agencies want to protect their fiscal health while also increasing social welfare, they may need to convince the vast majority of people who never use transit to begin riding occasionally instead of driving. This task is unquestionably more difficult than serving a large pool of people who have few alternatives to transit. Convincing some drivers to start using transit would likely require weakening or removing some of the state's and region's entrenched subsidies for motor vehicle use. But transit is unlikely to grow substantially, to accomplish its environmental goals, if driving remains artificially inexpensive.

THE SPATIAL AND DEMOGRAPHIC

DISTRIBUTION OF AMERICAN PUBLIC

TRANSPORTATION
Public transportation use in the United States is distributed unevenly across people and places. Transit accounts for about two percent of all passenger miles travelled (PMT), and about two percent of personal trips overall (NHTS 2009). These small overall numbers, however, conceal transit's outsized importance to some people in some places. The average U.S. resident made about 32 transit trips in 2016 (Neff & Dickens, 2017; U.S. Census Bureau, 2016), but the modal resident made zero trips, and a small number of people rely on transit extensively. Chu (2012) shows that 20 percent of Americans live in neighborhoods without transit, while 60 percent live in neighborhoods with transit but have not used it in the previous month. Another 11 percent uses transit less than ten times per month, while eight percent take ten or more trips monthly.

The small share of people who use transit frequently is concentrated in a handful of metropolitan areas.

In 2016, 65 percent of all transit boardings occurred on the nation's ten largest transit operators; the 15 systems in the New York region by themselves account for over 40 percent of the country's transit trips (FTA, 2016). Even within these transit-heavy areas, however, most people do not use transit regularly, because most transit use occurs in the central cities, and specifically among lower-income and foreign- 15 incomes to finance vehicle purchases. U.S. auto loan originations among subprime consumers increased 140 percent from 2010 to 2015 (New York Fed Consumer Credit Panel / Equifax). We do not have local- level data on vehicle debt, but inflation-adjusted per capita vehicle debt in California rose 91 percent between 2000 and 2015 (Federal Reserve Bank of New York). 19 50%
45%
40%
35%
...'
30%
.....
25%
20%
15%
10%
5%
0%
1999-01-01 1999-09-01 2000-05-01 2001-01-01 •05-01 2003-01-01 2007-01-01 2007-09-01 2008-05-01 2009-01-01 2009.09-0: 2010-05-01 2011-01-01 2011-09-01 2012-05-01 2013-01-01 2013-09-01 2014-05-01 2015-01-01 2015-09-01 2016-05-01 2017•01-01 Imperial - los Angeles Orange Riverside San Bernardino Ventura Data sources: Federal Reserve Bank of St. Louis, Economic Research Division Figure 35. Percent of sample with credit scores below 660, by county in SCAG region.

CONCLUSION
Per capita transit ridership, long sluggish in Southern California, began to fall in 2007. In 2012 that per capita decline accelerated, and manifested as a more noticeable and more alarming absolute decline. The precise reasons for this decline are almost certainly manifold, and hard to disentangle. Gas prices fell sharply after rising steeply. The explosive growth of Uber and Lyft provided new mobility options to some people who had been mobility-constrained. In Orange County, fares rose substantially. On LA Metro, by at least some accounts, feelings of danger increased. Some of the people most likely to use transit moved to areas where transit was less prevalent. Especially in recent years, all these factors most likely contributed to transit's downturn.
19 Data come from the New York Federal Reserve Bank's Consumer Credit Panel. 67 But in weighing the evidence, the overwhelming factor appears to be a dramatic increase in the stock of private automobiles. Between 2000 and 2015 Southern Californians acquired vehicles at nearly four times the rate they had between 1990 and 2000. This growth of the private vehicle stock lines up-in timing, in magnitude, and in theory-with the region's falling transit use. Vehicle access grew across all income levels and groups, but disproportionately among those groups, like the low-income and foreign-born, who are most likely to ride transit. Transit ridership in the SCAG region has long depended on a sizable minority of people who did not, largely for economic reasons, have access to cars. After 2000, many of these people acquired cars, and it should not surprise us that they started riding transit less.

To be sure, the case we build in reaching this conclusion is circumstantial. For reasons we have already enumerated, the data available to examine transit riders are scarce and fragmented, which leaves alternative explanations possible if not plausible. Certainly future research should emphasize more data collection. Given the data available today, however, in our judgement rising vehicle ownership is the best explanation for falling transit ridership.

If this explanation is sound, it poses a daunting problem for transit operators. When lower-income people graduate from transit to driving, transit agencies bear a cost, but the other side of that cost is a large benefit for both the people who start driving and for society overall. In the aggregate, Southern Californians drive too much, once the various costs of pollution, congestion and crashes are accounted for. But some Southern Californians - the poorest of them - drive too little, and both their lives and the region as a whole would be improved if they drove a bit more. The low-income person who acquires a vehicle often makes fewer trips than an affluent person (driving is expensive) and the trips they make are often essential, and have social benefits that exceed their social costs. A car trip by a low-income household is more likely than one by an affluent household to involve finding and keeping work, getting to school, or accessing better health and daycare options. These trips might modestly increase congestion and pollution, but they have large paybacks in employment, earnings, and overall well-being that exceed those costs. Affluent households, in contrast, make many more trips, and more trips whose social value is lower (they might increase congestion and pollution not just by driving to work, but also by driving to lunch, or to visit friends).

Given the powerful difference a car can make in the lives of low-income people, efforts by transit agencies to recapture low-income riders can have a perverse impact: they would target some of the highest-value vehicle trips in the region. Ideally, of course, transit agencies would pull people away from lower-value vehicle trips. It makes little sense to deprive a low-income person of their trip to work at a location poorly served by transit, when affluent people routinely drive for errands and visits that they could easily complete by foot or transit. A quick trip to a store a half mile away (or a trip to a store a mile away when a comparable store is a quarter mile away) is more likely to have social costs that exceed its benefits. And these trips are abundant.

Given this situation, and given the ambitious greenhouse gas reduction goals that California has assigned to transit, planners and operators may need to expand transit's target market. Transit should by no means abdicate its social service mission, but as we stated in the introduction, per capita transit use falls when current riders stop riding, and when new residents don't start. Transit today relies on a high rate of use by a narrow base of people. But if that narrow base of people is acquiring vehicles, transit's healthy future lies in reversing those circumstances, and striving for at least a low rate of use by a broad base of people.

The SCAG region lost 72 million transit rides annually from 2012 to 2016. This number seems daunting, 68 but the region has 18.8 million people. According to the CHTS, about 77 percent of those people (roughly

14.5 million), ride transit rarely or never. Herein lies vast untapped potential. If one out of every four of those people replaced a single driving trip with a transit trip once every two weeks, annual ridership would grow by 96 million- more than compensating for the losses of recent years.

The obstacle to this outcome, however, is large and beyond the direct control of transit operators: driving is too cheap. The large subsidies given to transit in recent years pale next to the longstanding subsidies for automobiles that are hidden in unpriced road use, unpriced or underpriced street parking, high minimum parking requirements, and taxpayer- and developer-financed road-widenings. If public policy does not adequately confront underpriced driving, then transit ridership will likely continue to falter, and transit will not meet its ambitious environmental goals. 69 Policy Analysis CATO

INSTITUTE
APRIL 20, 2020 | NUMBER 889
Transit: The Urban Parasite
By RANDAL O'TOOLE

EXECUTIVE SUMMARY
he costs of supporting the nation's urban a year to fix this backlog within 2o years. transit industry are rising, yet ridership At the same time, the justifications for spending this T is declining. Data released by the Federal much money subsidizing a declining industry are disap- Transit Administration in December 2019 pearing. Most low-income workers have given up on tran- indicate that 2018 transit ridership fell in sit as a method of commuting and have purchased cars. 40 of the nation's top 50 urban areas, and, over the past Instead of helping low-income people, transit's major five years ridership has fallen in 44 of those 50 urban arcas. growth market is people who earn more than $75,000 a Data released by the Census Bureau in September 2019 year. In all but a handful of urban areas, transit uses more indicate that the nation had 6.3 million more jobs in 2018 energy and emits more greenhouse gases per passenger than 2015, yet the number of people who took transit to mile than the average automobile. Far from relieving con- work declined by 146,000. gestion, transit agencies are seeking to increase conges- These declines have taken place in spite of huge tion in order to promote their businesses. increases in spending on public transit. In 2018 alone, For all these reasons, it is time to end subsidies to subsidies to transit grew by 7.4 percent, increasing from transit and consider privatizing it instead. Private opera- $50.5 billion to S54.3 billion. Yet much greater increases tors can provide transit at a lower cost than govern- will be needed to keep transit moving in many urban ment agencies and will offer service that is responsive areas. A recent Department of Transportation report to transit riders, not political whims. To encourage this, indicated that the transit industry has a Stoo billion Congress should end the transit capital improvement maintenance backlog, mostly for its rail lines, and expen- program (New Starts) and begin to phase out other fed- ditures will have to increase by at least another S6 billion eral subsidies to transit.

Randal O Toole is a senior fellow with the Cato Institute and author of Romance of the Rails: Why the Passenger Trains We Love Are Not the Transportation We Need.
2 INTRODUCTION nearly empty buses often increase congestion.

Transit saps Data recently released by the Federal Transit In short, the relationship between transit the vitality Administration (FTA) reveal thar taxpayer sub- and most urban areas is not a symbiotic one of the urban sidlies to transit grew by more than S3.7 billion, but a parasitic one. Like any parasite, transit or 7-4 percent, between 2017 and 2018. Despite saps the vitality of the entities it is parasitizing. areas it is
this increase, ridership fell by 215 million tran- in this case by demanding huge subsidies from parasitizing sit trips, or 21 percent. The massive increase taxpayers. Like many parasites, some transit by demanding in spending didn't even result in an increase in agencies even seck to reshape the regions they transit service, as measured in vehicle-revenue parasitize to make them more congenial for huge subsidies
miles, which declined by o.s) percent. the health of transit even though such changes from Preliminary data from the FTA also indi- impose higher costs of living on the residents cate that 2019 will be the fifth straight year of ofthose cities.

Tixpayers. 99 Transit advocates have reached the point
declining transit ridership, with ridership fall-
ing 7.8 percent since 201g and, in many urban where they act as though the purpose of cities areas, falling by 2o to 30 percent. After adjust- and their residents is to benefit transit. In feet. ing for inflation, annual taxpayer subsidies to transit should benefit residents be enhancing transit grew by 15 percent between 201f and their mobility and well-being. If transir is nor 2018, yet that increase did not prevent the de- doing that, and people no longer value it, then cline in transit ridership. Fares are covering an it should not be subsidized. ever-diminishing share of the costs of transit:
just 23 percent in 2018. Economists woukl sug
gest this indicates that transit users don't place RIDERSHIP IS FALLING a high value on this service. The transit industry is in crisis. as ridership This raises questions about whether it is has fallen for the filth straight year. Counting worthwhile for federal, state, and local govern- the year ending December 31, 2019, the FTA ments to continue to subsidize transit. Transit reports that 2019 ridership was 79 percent be- advocates argue that it relieves congestion. low 201y ridership. While the 2019 numbers saves energy; reduces greenhouse gas emis- are still preliminary; the FlA's final 2018 re- sions, and provides mobility for low-income port indicates that transit carried 215 million people and others who don't drive a car. In es- fewer trips in 2018 than in 200-, a 21 percent sence, they claim that cities and transit have a drop. Ridership in 2018 declined from 201- in symbiotic relationship, and that urban taxpar- yo out of the nation's so largest urban areas! ers who don't ride transit nevertheless should Bus ridership began falling first, with ridd pay to subsidize transit systems so that those ership decreasing every year since 2012. By systems can provide them with important 2019. bus ridership reacher its lowest level of benefits, such as lower traffie congestion. any year since 1039. But rail ridership has been A more realistic look at the data suggests falling since 2010. and in cord it fell by a larger that, outside of New York and perhaps a half- percentage than bus ridership.* dozen other urban areas, these benefits are tins Ridership declines in many urban areas were to nonexistent, especially when compared with much greater than the average rate of decline the costs. Transit is no longer more energy ef- Since 2013. Los Angeles has lost 23 percent ofits ficient than driving: the energy efficiency of riders, Miami 2o percent, St. Louis 24 percent. automobiles is increasing, while the energy citi- and Cleveland 33 percent. Ridership in ciency of transit is declining. Transit no longer Chicago, Philadelphia, and Washington-three serves large numbers of lon-income people. of the nation's biggest transit regions-all tellbe as most of them have purchased automobiles. 12 percent or more" Transit svstems with declining ridership do Transit is bucking the trend in only a hand little or nothing to relieve urban congestion; fal of the nation's major urban areas. Number . 3
one is Seatle, where ridership has grown by than to times the number of downtown jobs in 66 $ percent in the past five years. As will be de- all but six other cities." Refecting scribed below, the primary reason for this is a The economic and population boom in the long
massive increase in jobs located in downtown New York since 1990 led to a 68 percent in- Seattle. term decline
crease in the region's transit ridership between
More modest growth has been seen in 1991 and 2014. This increase helped conceal of transit in Houston, Richmond, and Columbus, Ohio. problems with the transit industry in other other parts of Transit agencies in these cities revamped their parts of the country: which only became obvi- the country;
bus systems, increasing bus frequencies on ous after 2014, when even the New York rider- popular roures, reducing or eliminating service ship began to decline. New York's on unpopular routes, and relocating routes to Reflecting the long-term decline in the share of replace historic hub-and-spoke systems, which importance of transit in most other parts of the nation's made sense when most jobs were downtown, the country New York's share of the nation's transit riders
with grid systems, which make more sense now transit riders grew from 33.5 percent in 1091 that most jobs are in the suburbs. " While these to 4t.5 percent in 2019. Ourside of New York, grew from examples are worth emulating, such overhauls 2019 ridership was 12 percent lower than in 33.5 percent will provide a one-time boost in ridership but 201.17
in 1991 to 14.5
will not solve the industry's long-term prob- San Francisco-Oakland is a distant sec- lems. Houston was the first major city to do ond to New York, as transit carries about percent in such a redesign, and ridership grew for several 18 percent of Bay Area employees to work 20119•99
years but now appears to have leveled out. and the average resident rides transit 126 times a year. Transit also plays an important,
although hardly dominant, role in Chicago,
TRANSIT'S GROWING Philadelphia, Washington, Boston, and IRRELEVANCE Seattle: it carries 10-15 percent of commuters.

Table a shows that New York is the only represents 2-+ percent of overall motorized urban area in the United States where transit travel, and averages 6o-yo annual trips per plays a dominant role in people's daily lives. resident. Honolulu almost makes this group- Transit carries more than halt of all employees ing. as its transit carries the average resident to work in New York City and almost a third on -" trips a year; however, it only carries in the New York urban area (which includes $ percent of commuters to work and many northeastern New Jersey, most of Long Island, transit trips there are taken by tourists.

Westchester, and Danbury; Connecticut). The In a few more urban areas, including los average resident of the region rides transit Angeles, Minneapolis-St. Paul, Baltimore, well over 200 times a year. Portland, and a few college towns, transit It is important to distinguish New York plays a measurable, although hardly impor- from other urban areas because New York is tant, role, carrying 5-- percent of emplovees so different from any other American region: to work and the average resident on 30-50 what happens in New York, at least from a trips per rear. Everwhere else, transit is al- transportation view; has almost no applicabil- most completely irrelevant. ity anywhere else. With almost 28,000 people
persquare mile, New York has, by far, the high-
est population density of any major city in the COSTS ARE RISING country, and with more than 71,000 people per Ridership isn't falling because of declin- square mile, Manhattan is the highest-density' ing resources. In fact, taxpayer subsidies part of a city! Lower Manhattan has two mil- to transit rose by more than S3.- billion, or lion jobs, which is + rimes that of any other job - + percent, between 201- and 2018" Total concentration in the United States and more subsidies were S5t.3 billion in 2018, or more 4 Table 1
ansit ridership data by urban area
Urban area 2018 trips per 2018 transit share of 2017 transit share of capita commuting all travel
New York 224 32.5% 11.5% -2.8%
Los Angeles 44 5.0% -21.3%
Chicago 13.1% -11.1%
Miami 3.1% -28.1%
Philadelphia 10.7% •11.1%
Dallas-Ft. Worth
Houston
Washington
Atlanta
Boston
Detroit
Phoenix 0.7%
San Francisco-Oakland 126
Seattle 65
San Diego 31
*inneapolis-St. Paul 33
ampa-St. Petersburg 9
Denver-Boulder- 36
Longmont (2 2.0%
Baltimore 44 -16.8%
St. Louis 19 -24.9%
San Juan 13 -45.6%
Riverside-Sar 8
Bernardino? -21.4%
Las Vegas 31 0.9%
Portland 53 2.3%
Cleveland 20 0.7%
San Antonio 20 0.6%
Pittsburgh 38 1.4%
13 0.6%
21 0.9% -19.42
Cincinnati 11 0.4%
Kansas City 10 0.2%
Orlando 12 0.5%
Indianapolis 6 0.1%
ginia Beach 10 0.4%
5 23 -28.8%
13 1.3%
18 .9.2%
Charlotte 15 •17.2%
Providence 15 -18.2%
Jacksonville 10 -8.2%
Memphis 6 -28.0%
Salt Lake-Ogden-Provo 19 -3.3%
12 -26.2%
10 -0.8%
8 3.3%
27 -3.8%
21 -2.4%
11 -19.4%
23 -14.9%
9 31.7%
3 15.7%
Tucson 19 -24.3%
16 78 7.1%
4 -4.7%
Albuquerque 14 -29.4%
McAllen 2 15.1%
Omaha 4 -19.5%
Dayton 13 0.5% -10.0%
Rochester NY 21 0.5% -13.9%
Allentown 1.9% 0.3% 13.0%
Tulsa 4 0.7% 0.1% -17.0%
Sources: Transit trips per capita are based on total transit trips from the "2018 National Transit Database." Federal Transit Administration. https://www.transit.dot.gov/sites/fta dot.gov/files/Funding%20Sources_2 xism, divided by the American Community Survey's 2018 estimates of urban area populations. "Means of Transportation to Work. 2018." American Community Survey. Table B08301 (for urbanized areas) https://data.census.gov/cedsci/table?q=b08301&g=0100000US.400000&tid=ACSDT1Y2018. B083018hidePreview=true. Transit's share of commuting is from "Means of Transportation to Work, 2018." American Community Survey. Table B08301. https://data.census.gov/cedsci/table? q=b08301&tid=ACSDT1Y2018.B08301.

Transit's share of all travel by urban area is calculated by comparing vehicle miles of travel in "Highway Statistics 2017, Federal Highway Administration Table HM-72. https://www.fhwa.dot.gov/policyinformation/statistics/2017/hm72. cfm. with passenger miles of travel in 2017 Annual Database Service.

Federal Transportation Administration, https://www.transit dot.gov/ntd/data-product/2017-annual-database-service Vehicle miles of travel were converted to passenger miles by multiplying by 1.67. the average occupancy of automobiles according to the 2017 National Household Travel Survey (Washington: Federal Highway Administration. 2019). Table 16 Notes: Urban areas are ordered by population rank. from largest to smallest.

1. Includes Concord and Livermore. I

2. Transit's share of commuting includes Denver-Aurora only, not Boulder or Longmont

3. Includes Murrieta-Temecula
A. Transit's share of commuting is based on 2017 data, ridership growth is shown for 2014-2018 6 than Sj.5o for each trip and St.or per passen- more than 75 years to eliminate the back- The ger mile. By comparison, subsidies to driving log. It will be necessary to increase spending maintenance are about a penny per passenger mile." Of the on capital replacement be at least S6 billion backlog for increase, Sr.9 billion went to increased operat- more a year in order to climinate the backlog ing costs, mostly for higher labor costs. Nearly in 20 years." One way to do this would be to guideways $zoo million went for benefits, while salaries shift all the money now being spent on capi- (such as rails) and wages increased by S235 million. tal improvements to capital replacement-a is $23 billion, The other St.8 billion in increased costs measure that transit agencies are unwilling went to capital costs. The FTA counts capital to consider. Unless that happens. the cost of yet the transit
costs in two categories: existing systems and ex- sustaining transit sustems will continue to rise industry tended systems. Capital spending on extended even it ridership continues to fall. reduced its systems represents genuine capital improve- spending on ments, while spending on existing systems rep- resents replacement of worn-out infrastructure FARES RISING, guideway and vehicles. In 2018. spending on replacement SERVICE DECLINING repairs by grew by St billion, while spending on capital Despite the increase in costs, service, as $ı3ı million in improvements grew by So.5 billion. measured in rehicle-revenue miles, declined The increase in spending on capital by o.y) percent.!" Despite the decline in rider- 2018. 99 replacement was needed because in recent ship, fare revenues grew by o.3 percent in 2018. decades transit agencies have been build- which, however, only covered percent of the ing new infrastructure without replacing the increase in costs. existing infrastructure as it wears our. The The revenue increase was possible because FTA calls this the state-of-good-repair backlog. A the average fare per trip grew by 2.5 percent." Department of Transportation report released This suggests that at least some transit agen- in November 2019 estimates that this backlog cies have entered a death spiral, meaning that was Stoo billion (in 2019 dollars) '° The FTA they respond to declining ridership by increas- says that, as of 2015. the transit industry hadn't ing fares and cutting service, which further re- been spending enough on capital replacement duces ridership and forces more fare increases to keep the backlog from growing further, and service cuts. much less enough to shrink it. Transit agencies rely on fares tocovera third It isn't even clear that the transit indus- of their operating costs, let a new movement try is serious about eliminating the state-of- has sprung up for free transit. As part of this good-repair backlog. According to the FTA. movement. on November 29, 2019, transit rid- the backlog for guideways (such as rails) is ers were encouraged by various activists to hop $23 billion." Yet in 2018, transit agencies turnstiles orotherwise ride transir without pay- reduced spending on guideway repairs by ing. Supposedly thiswould strikeablow against Si3t million, while they increased spending capitalism even though transit is one of the on new guideways by Sar, million." They did most socialized industries in the linited Stares increase spending on station replacements, (and almost everywhere else in the world.' probably because stations are more visible In support of this movement. California to the public than guideways, and repairing State Sen. Scott Wiener argues that taxpavers or replacing them creates an appearance that should pay for a higher percentage of tran- the agencies are fixing problems. Yet worn sir's costs because "transit is a public good out tracks create a serious safety hazard, while and should have taxpayer support."" In fact. worn-out stations merely look unattractive. transit is not a public good, at least in the Even if it were properly allocated, the 2018 economic sense of the term. A public good is increase in spending on capital replacement one rhat is nonrivalrous (i.e.. onc person's con- was so small that, at that rate, it would take sumption of the good doesn't reduce anothers consumption of it) and nonexcludable (i.e., no auto drive allows them to access four times as 6 Transit is not one can be physically denied use of the good). many jobs, as a 6o-minute transit ride." Government often provides public goods Even from the viewpoint of transit riders, a public good, because, given those two characteristics, pri- there are several problems with free tran- at least in the vate providers would be hard-pressed to have sit. First, if transit agencies are 1oo percent dependent on tax dollars, they will be far more economic enough paying customers.

However, transit does not suffer from ci- responsive to politicians than transit riders. sense of ther of those characteristics. IfT sit in a transit This means they will run transit when and the term, seat, you can't sit there, too; thus it is rivalrous. where it is highly visible, but not where tran- and doesn't Putting gates on the entrances to transit sta- sir riders may need it the most. This can be tions and doors on the entrances to buses and seen in Los Angeles, where the county's transir deserve other transit vehicles makes transit exclud- agency: Metro, has been buikling highly vis- the kind of able. Hence, private providers can provide ible light-rail lines even as they lose fire bus subsidies transit services (and in some cases do so)—if riders for every rail rider they gain. According to a survey from the Transit Center even low- that public thore is sufficient demand.

Wiener could mean something else when income riders would prefer improvements in goods might he uses the term "public good," but it is not transit frequencies over reductions in fares? clear what. Perhaps he simply means that it is Second, making ridership free won't neces- currently provided by public agencies. But just sarily significantly increase transit ridership. because something happens to be supported Tallinn. Estonia, a city of 130.000 people, re- by tax subsidies today doesn't mean it deserves duced its transit fares to zero in 2o13. yet rider- those subsidies or that they should continue ship increased by only 1.2 percent in the first forever, especially when transit use is declining. year, and most of that increase resulted from Other people (including people responding people choosing to take transit racher than to Wiener's statement) claim that everyone walk, not as a replacement for driving." Af- benefits from transit, so therefore everyone ter five years, ridership grew by just ; percent, should contribute to it through subsidies. I which might have happened anyway:
will argue that the supposed benefits of tran- Third, funding transit out of fares rather sit-reducing congestion, saving energy; re- than taxes imposes a discipline on transit agen- ducing greenhouse gas emissions, helping cies to keep costs low and transit affordable low-income people, and promoting economic When capital costs are funded exclusivel out development-are either tiny or nonexistent. of taxes, transir agencies go wild. spending bil- Besides, it could easily be argued that every- lions of dollars on rail transit sustems that are thing benefits everyone in some way or anoth- not any better (and in many respects worse) er, but that doesn't mean everything should be than buses. When operating costs are funded subsidized by the government. largely our of raxes, transit agencies allow More recently; Curbed-a staunchly pro- costs such as labor to balloon. transit website produced by VoxMedia-ar- Fourth, making transit free turns transit qued that "free transit isn't enough" and that rehicles into rolling homeless shelters. Austin, "transportation needs to be a right" because Texas, experimented with a free transit system people need "access to opportunity"* If that's in 148c and 1990. While ridership increased. true. then the most eflective government much of the increase was because the elimi- policy would be to give everyone in the coun- nation of fares attracted homeless people and try a free car. The most recent studies from other "problem riders." Physical assaults on- the U'niversity of Minnesota Accessibility board buses tripled after fares were eliminar- Observatory show that, in America's major ur- ed. and consequently costs increased because ban areas, a 2o-minute auto drive allows people of the need to hire additional transit securit! to access twice as many jobs, and a 30-minute officers. For their own safete and that of the riders, 7s percent of bus drivers signed a peri. lanes. * Considering that the Los Angeles ur- Funding tion to restore bus fares and the experiment ban area is already one of the most congested transit out of ended after little more than a year.* Other cities in the world, and that almost go percent American cities that experimented with free of its commuters get to work by automobile. fares rather
transit had similar issucs." it isn't clear that adding additional congestion than subsidies A 2o11 survey of transit fares found that will change anyone's driving habits. imposes a nearly three dozen cities in the United States Federal Transit Administration data offer discipline offer free transit. All of them were in small some support for the claim that ridership is at- urban areas and most were either resort com- fected by transit speeds Average transit speeds on transit munities or university-dominated cities? De- can be roughly calculared by dividing vehick- agencies to spite the free fares, however, transit does not revenue miles by vehicle-revenue hours. By keep costs lowr play a dominant role in the transportation sys- this measure, transit vehicles nationwide aver- tems of any of those cities or towns. aged 15.08 miles per hour in 2018, down from and transit
In December 2019, the Kansas Cirs: 15.16 miles per hour in 201- and 15.20 miles per affordable.g9 Missouri, council voted to make all transit in hour in 2o1o. Los Angeles bus speeds averaged the area free. Councilmembers reasoned that 10.g miles per hour in zoss, down from to ; in fares were already so low that they brought 201; and 10.6 in 2016* in little more than to percent of the bus sys- Using ridership and speed dara going back tem's operating costs and the city promised to to 199.1. the correlation between Los Angeles make up the So million shortfall." This was Metro bus speeds and ridership is a respectable a remarkable decision, given the 30 percent 2.65. A sing data going back to toot and count. decline in bus ridership the system has experi- ing all transit in the country the correlation enced since 2012. Final implementation of this is even higher at o.-8. Of course. correlation plan is still under consideration by the Kansas doesn't prove causation, and there may be other City Area Transportation Authority factors at work affecting both speeds and rider- ship. Moreover, reducer speeds don't explain
recent declines in rail ridership, as trains are
TRANSIT SPEEDS DECLINING generally not subject to highway congestion.

Los Angeles Metro blames the loss of tran- In any case, rather than make congestion sit riders on slowing transit speeds resulting worse for nonbus riders (the great majority of from traffic congestion. ' This leads transit people in every American city not named! Nev advocates to argue that transit buses deserve York) in order to make it better tor buses. it their own lanes in order to boost speeds and woukd make more sense to fund programs that increase ridership.* Thisis ironic, considering would reliere congestion for roryone. This is that the increase in traffic congestion in los especially true because simply having dedicatedd Angeles and many other regions is largely due bus lanes doesn't make buses move much faster. to policies that devore most regional trans- as most of their time is spent picking up and portation dollars to building rail transit lines dropping off passengers. The cors database re- rather than improving roadway capacities. reals, for example, that supposedly "rapid bus In fact, transit supporters are openly ap-es." many of which use dedicated lanes, go in plauding projects that will increase traffic con- average of rot miles per hour, compared with gestion in the hope that it will encourage some 12.0 miles per hour for regular buses.? auto users to ride transit instead. "It's too cast
to drive in this city," says Los Angeles Metro
head Philip Washingron. To get people back TRANSIT COMMUTING on the bus, he wants to "actually make driv- DECLINED IN 2018 ing harder" by converting lanes on streets that Transit's decline is also perealed in the are now open to all traffic into exclusive bus Census Bureau's American community survey:
")
which is based on surveys of about 3.5 million Atlanta, Cleveland, and Salt Lake City; less than 66 The head households per year. The 2018 survey revealed 3 percent in Austin, Charlotre, Houston, San that the nation had 1.8 million more workers Diego, and St. Louis; and less than 2 percent of the Los in 2018 than in 2017, yet the number who took in Dallas-Ft. Worth, Detroir, Orlando, and Angeles
transit to work fell by 23,000. Nearly all of the Tampa-St. Petersburg. The number of people decline was in bus transit, which lost 58,000 who work at home was greater than the number Metro thinks commuters, while rail transit commuting grew of people who take transit to work for the first it's too easy by 22,500." Since 2015, the United States has time in 2017 and the dilerence grew in 2018. to drive in gained 6.3 million workers, yer transit lost with 53 percent of workers working at home. 146,000 commuters." the city and
This doesn't mean that cities are better wants to make
off building more rail transit, as many regions TRANSIT INCREASINGLY USED driving harder with rail transit saw overall declines in tran- BY HIGH-INCOME PEOPLE byconverting
sit commuting. Some of the biggest declines One justification for transit subsidies is in transit commuting took place in Baltimore that they help low-income people, but low- existing street (-11,000 transit commuters), Denver (-7,300), income people are dramatically reducing lanes into and San Diego (-7,500). Transit commut- their use of transit. One study of Los Angeles exclusive bus ing also declined in Atlanta, Boston, Hous- ridership blamed the decline in bus ridership ton, Minneapolis-St. Nashville, mainly on the increase in auto ownership lanes go Orlando, Phoenix, Portland, Salt Lake Ciry; among low-income workers." San Francisco-Oakland, and St. Louis." All of The American Community Survey con- these are urban areas that have opened up new firms that transit use among low-income work- rail transit lines in recent years. ers is declining, while transit's major growth This downward trend is a reversal of pre- marker is among high-income workers. The vious years, when the American Community 2017 survey was the first to find that the mo- Survey reported that the number of people dian income of transit riders was higher than commuting by transit grew, even if it didn't the national median of all workers. " This was grow as fast as other methods of commuting. true in urban areas all over the country includ- Yet, even betore 2018, overall ridership was de- ing Boston, Chicago, San Francisco-Oakland, clining because ofa reduction in nonwork trips. Seattle, and Washington.

Now; both transit commuting and ridership are In 2018, the median income of transit con- moving in the same direction: downward. muters rose to be higher than people who com- The fall in transit commuting meant that the mute by any other method, including driving. share of workers commuting by transit also fell, walking, and cycling. Only people who worked and in 2018 was just 4.9 percent. Transit is an at home had higher median incomes.? Again, important method of commuting in only a few this was true in many major urban areas. urban areas. While almost a third of workers in The surves further revealed that people the New York urban area commute by transit, it in every income class below $25,000 a year carries more than 1o percent of workers in just are decreasing their use of transit for ger- six other major urban areas: Boston, Chicago, ting to work and were 6 percent less likely to Philadelphia, San Francisco-Oakland, Seatle, commute by transit in 2018 than ther were in and Washington. (Concord, California, is also 2010. Meanwhile, people earning more than on the list, but that is really a part of the San $65,000 a vear were - percent more likely to Francisco-Oakland urban area.) 3+ commute by transit in 2018 than in 2010. The In most of the rest of the country: tran- fastest growth in transit commuting is among sit borders on insignificance. Transit carries people who earn more than $75.000 a year. less than s percent of workers in Denver, Los People earning above $75,000 are especiall! Angeles, and San Jose; less than + percent in disproportionately likely to ride transit in 10 Boston, Chicago, New York, and San Jose." to common units of energy is straightfor- From 2010 to Transit subsidies are also supposed to help ward based on factors provided by the L'S 2018, people provide mobility for people who don't have Department of Energy:" In calculating electri- cars. But the American Community Survey cal energy, I tripled the amount of energy used earning less
reveals that most workers who don't have cars by transit. This is to account for the average than $25,000 don't take transit to work. The 2018 survey generation and transmission losses measured a year were found that only 40 percent of workers who live by the Department of Energy; meaning that it in households without access to cars take tran- takes three British thermal units (BTUs) offos- 6 percent
sit to work. In fact, in many urban areas, in- sil fuels or other power sources to deliver one less likely to cluding Charlotte, Dallas-Ft. Worth, Denver, BTU to clectric customers.+= commute Houston, Indianapolis, Kansas City, Miami, Based on these calculations, American tran- by transit, Sacramento, Salt Lake City, San Antonio, and sit systemsused an average of slightly more than Tampa-St. Petersburg, more people who live 3,700 BTUs to move one passenger one mile while people
in households without cars nevertheless drive in 2018. This number has increased every year earning alone to work (possibly in employer-supplied since 201.j, mainly because the average number more than vehicles) than take transit to work of people onboard transit vehicles (calculated Studies show that low-income people by dividing passenger miles by vehicle-revenue $65,000 were
are rational to prefer driving over transit. miles) has declined by nearly zo percent since 7 percent One study found that unskilled people were 2014. This happened because the transit rider- more likely to 8o percent more likely to have a job and earned ship declined but transit agencies didn't propor- commute by S1,100 more a month if they had a car. In fact, tionately reduce their transit service. the study found that owning a car was more By comparison, the most recent data avail- transit. 9g helpful to getting and keeping a job than ger- able indicare thar the average car uses only ting a high-school-equivalent diploma." about 2,900 BTUs per passenger mile, while As previously noted, this is because people the average light truck (StiVs, pickups, full- can reach far more jobs and other economic sized vans) uses 3.100.* Moreover, both of opportunities within a 20-minute drive than these numbers are declining. Transit began us- they would within a 60-minute transit trip. ing more BUsperpassenger mile than the i- This is why some nonprofit groups now spe- crage car in 2008, and it is poised to use more cialize in making low-interest loans to lou- than the average light truck by 2010. Personal income people to buy cars. The borrowers driving in the United States is almost equally may have poor credit ratings. but once the! shared by cars and light trucks. so transit's per own a car they often quickly find a job and passenger-mile energy consumption is greater pay off their loans. t° than the average of all automobiles. which is about 3.200 BTUs per passenger mile.

As shown in Table 2, the results are even
TRANSIT DOESN'T PROTECT worse for transit on an urban-area basis. Among THE ENVIRONMENT the nation's too largest urban areas, transit is Another reason often used to justify subsi- more energy efficient than cars only in Nev dies to transit is that it saves energy and reduces York, San Francisco-Oakland, and Honolulu, greenhouse gas emissions. Data in the 2018 and more energy efficient than light trucks National Transit Database reveal that this is no in those regions, plus Arlanta and Portland longer true (and hasn't been for several years). Counting all +88 urban areas, transit is more The database indicates how many gallons of energy efficient than the average car in just f of diesel fuel, gasoline, and other fuels are used by them. and more energy efficient than the wer- transit agencies, along with the number of kilo- age truck in just 12 of them. In many urban ar- watt-hours used be electrically powered transit. eas. including Dallas-Fr. Worth, Indianapolis.

The conversion of gallons and kilowatt-hours Kansas Ciry: San Antonio, and Sacramento. transit uses twice as much energy per passenger the full life-cycle energy and greenhouse gas do The average
mile than the average car. emissions from auros was o3 percent grearer Calculations of greenhouse gas emissions than the operational costs, but for rail transit car is more per gallon of fuel are also straightforward, as it was 155 percent greater." based on standard conversion measures. Emis- Construction of both rail and roads uses energy sions per kilowatt-hour depend on the sources large amounts of energy and generates large efficient of electrical power. Power producers in differ- amounts of greenhouse gases. But over their than transit ent states use different combinations of fossil lifespans, urban highways carry far more pas- in +8y outof
fuels and other fuels to generate electricity, re- senger miles than typical rail transit lines, so sulting in different outputs of greenhouse gas- the energy cost per passenger mile of rail tran- +88 urban esper megawate. To account for this, 1 applied sit ends up being higher. areils. 9g
US. Energy Information Agency estimates of For example, the environmental impact the pounds of carbon dioxide per megawatt- statement for the Interstate light-rail line in hour for the electricity generated in each state Portland estimated thar the energy cost of to transit agencies based on the locations of construction would beago times the projected their headquarters.*+ annual energy savings from operation. *" Since Based on these calculations, transit nation- ridership on that line is well short of expecta- wide does slightly better than the average car tions, the actual payback period will be even in greenhouse gas emissions. In 2018. transit longer!" Even if the payback period were emitted an average of about 108 grams of car- much shorter, since rail lines need reconstruc- bon dioxide per passenger mile, compared with tion every 30 or soyears, which requires nearly 209 for the average car and 253 for the average as much energy as the original construction, light truck. However, transit numbers are heav- the annual savings will never repay the cost of ily weighted by the New York urban area, where construction and reconstruction. +4 percent of transit ridership takes place. Ac-
cording to the Department of Energy, electric-
ity generated in New York State emits less than TRANSIT SPENDING MAY half the national average of carbon dioxide per SLOW URBAN GROWTH kilowatt-hour, so New York transit's green- Transit advocates often claim that transit house gas emissions are unusually lou: stimulates urban development. But compar- On an urban-area basis, transit's green- ing transit capital spending with urban-area house gas emissions are almost as bad as its growth rates reveals that such stimulants are. energy consumption. Transit emits more at best, a zero-sum game. Ar most, all transit greenhouse gases per passenger mile than the does is influence the location of new develop- average automobile in 93 of the too largest ment, not the amount. Moreover, recent data urban areas and more than the average light indicate that urban areas that spend the most truck in go of those urban areas. Transit is on transit improvements grow slower than more greenhouse gas friendly than cars in just ones that spend less.

S of the nation's 188 urban areas, and more Transit supporters often claim that the than light trucks in just 14. opening of new rail lines is frequently followed These numbers count only the operating by billions of dollars of urban redevelopment. costs of energy and greenhouse gas emissions What they neglect to mention is that the redle- and are not a complete life-crole analysis. velopment is often supported be subsidies of Operationally for example, rail transit is often its own. such as tax-incromont financing, sales more energy efficient and produces less green- of properties for less than market value. and house gasses rhan buses or automobiles. But a direct grants to developers. full life-cycle analysis would produce very dit- For example, the city of P'orrland has ori- ferent results. One such analvsis found thar ented all of its urban-renewal districts around 12 Table 2

46. The average Transit, energy, and greenhouse gas emissions car emits Urban area BUs per passenger me co2, Brame per passenter mid! fewer New York 2.341
greenhouse Los Angeles 4,218
Chicago 3,395
gases per
Miami 4,854
passenger mile
Philadelphia
than transit
Dallas-Ft. Worth
in 478 out of
Houston
488 urban
Washington
areas. 99 Atlanta
Boston
Detroit
Phoenix
San Francisco-Oakland
Seattle
San Diego 3,648
Minneapolis-St. Paul 4,479
Tampa-St. Petersburg
Denver-Boulder-Longmont
Baltimore
St. Louis
San Juan
Riverside-San Bernardino
tonic
Austin 5,103
Charlotte 4,687 305 66
Providence 4,746 347 At best,
Jacksonville 6,514 488 transit lines
Memphis 6.811 495 may influence
Salt Lake-Ogden-Provo 4,011 293 the location
Louisville 5,101 372 of new
Nashville 5,472 396 developments,
Richmond 4,397 314 but don't
Buffalo 4,875 309 increase urban
Hartford 1,958 363
growth and
Bridgeport 5,671 413
so generate
New Orleans 6,598 45S
no new taxes
Raleigh 6,156 413
that might
Oklahoma City 5.971 1:9
5,293 383 help pay for
Tucson
1,714 390 the transit
El Paso
Honolulu 2,746 200 lines. 99
Birmingham 6.914 566
Albuquerque 5,793 428
McAllen 1,631 335
Omaha 10,093 743
Daylon 1,957 350
Rochester NY 4,471 326
Allentown 6.06S 452
Tulsa 6,466 515
Average All Transit 3,437 198
Average Car 2,890 205
Average Light Truck 3,389 241
Sources: BTUs [British thermal units) per passenger mile are calculated from the number of gallons and kilowatt- hours of fuel. as reported in 2018 National Transit Database Federal Transit Administration https//www.transitdot gov/sites/fta dot govifiles/Funding.20Sources_2 xism Note Urban areas are ordered by population rank from largest to smailes! its rail transit lines and, to subsidize develop- claims that its light-rail line has stimulated ment along those rail lines, it has issued nearly Su billion worth of new development. But a S1.8 billion in bonds to be repaid our of tax- careful review of the list of developments sup- increment revenues.** That's far from the posedly stimulated by the rail line revealed only subsidy offered to developers: Portland's that at least a third received government sub- regional planning agency, Metro, recently sold sidies and most of the rest were government land appraised at So.+ million for just 51,000 buildings. The light rail connects downtown to a developer because the land was next to a Phoenix with the C niversity of Arizona, and light-rail station.t" Valley Metro claimed that every new uni- Valley Metro, Phoenix's transit agency; versity building and every new downown 6 government office biking were the result The correlation between capital spending Growing auto of light rail. The supposedly transit-oriented from 2000 to 2009 with population growth ownership developments included 70,0o0 parking spac- in the coros was o.3. The correlation be- seems to be es, an automobile dealership, and several gas tween spending in the rogos with population stations.'° growth in the colos was zero. Thus, spend-
the main Cities often follow rail construction with
ing more on transit doesn't boost growth and
factor behind rezoning that favors rederelopment. In fact, may even reduce it. recent one of the factors for rating federal transit
capital improvement grants is the support
declines
that cities will provide for so-called transit- WHY IS RIDERSHIP DECLINING? in transit oriented developments." The FTA and other Many reasons have been offered to explain agencies have written entire books on how the steady decline in transit ridership over ridership. 9g
cities can subsidize and incentivize transit- the past several years. These include transit's supportive development." dilapidated infrastructure, curs in transit ser- Transit advocates argue that the taxes gen- vice, slower transit speeds, growing car owner- crated by new development will help pay for ship, and the growth of ride-hailing services. the rail lines. At best. however, rail lines influ- All of these probably contribute in some mars, ence the location of development within a re- but one reason that has rarely been mentioned gion but not the region's overall growth rare. is probably more important than most of the so no new taxes are generated others: the decline in the importance of down To assess the effects of transit capital town job centers. improvements on urban growth, I compared
per capita capital expenditures in the logos Dilapidated infrastructure (starting in 1992, the carliest year for which Aspreviously noted, the FTAestimates that data are available) with population growth the transit industry has about a Stoo billion from 2000 to 2000, and per capita capital state-of-good-repair backlog, and mose of expenditures of that decade with population this is in the half-dozen cities with rail tran- growth in the 2010s (through 2018). I made this sit systems that are more than yo years old:
comparison for the nation's jo largest urban Boston. Chicago. New Dork. Philadelphia. San areas. Since some transit agencies serve multi- Francisco-Oakland, and Washington. These ple urban areas, 1 combined census data for the systems suffer frequent accidents and delars.

Boulder, Denver, and Longmont urban areas of and this unreliability has discouraged transit Colorado and the Ogden, Provo, and Salt Lake ridership. While this helps explain ridership City urban areas of tah. Per capita capital declines in those regions, it doesn't explain expenditures in these urban areas ranged from why ridership is declining in cities with newer under Scoo per year in Indianapolis. Kansas rail sistems or bus-onle sistems.

City: and Tampa-St. Petersburg to well over
$2,000 a year in New York, San Francisco- Transit service Oakland, and Seattle. Some writers have argued that transit rider- The correlations between capital improve- ship is dependent on the level of service: more ments in one decade with population growth service means more ridership. so declines in in the next were weak to nonexistent. A cor- ridership must be due to declining service" relation of't or -s is perfect; a correlation of This may have been true at one time. but the less than o.is is no better than random. " The relationship between service and ridership ap strongest correlation was between capital pears to have broken down. Between cong and spendingin the rogos with population growth 2010. Wishington increased service (measured! from 2000 to 2009, at -0.31. meaning that in vehicle-revenue miles) bo to percent but more spending correlated with slower growth. lost 12 percent of its riders: Arlanta increased! 15 service by 13 percent but lost 12 percent of its commuting is declining while commuting by 66 The riders; Phoenix increased service by 22 percent taxi (which is where ride hailing would appear but lost 9 percent ofits riders. In fact, between in the American Community Survey) grew correlation 2014 and 2019,30 out of the top 50 urban areas much more in 2018 than transit commuting between
increased service but lost transit riders." Not declined. However, this doesn't explain why only is decreasing service not a primary reason a few urban areas-most notably Searrle, but downtown for ridership declines, but spending money to also Columbus, Oklahoma City; and a lev jobs and increase service may simply be throwing good others-seem to be exempt from the decline transit money after bad. in transit ridership taking place almost every- where else. The other event that happened ridership
Slow speeds after 2014 was a large drop in gasoline prices-- is much The efforts by some transit agencies to prices in some areas fell by nearly so percent— stronger than blame declining transit use on slower speeds which suggests that increased auto ownership that between
has already been mentioned. While this may and auto driving may be more responsible for be i problem in some areas, nationally it transit decline than ride hailing. " population doesn't explain the decline in ridership. Be- density and tween 2017 and 2018, the average speeds of Downtown jobs conventional bus service and light rail both Many people think that transit ridership ridership. go increased, yet both lost riders. depends on population densities, but the most important factor is the number of downtown
Growing auto ownership jobs. This is because most transit systems pri- As previously noted, a study in Southern marily have hub-and-spoke routes centered on California concluded that increasing auto downtown, so most urban residents can get to ownership among low-income workers was a a downtown job in one transit ride, while ger- primary factor-if not the main reason-for ting to a job somewhere else usually requires declining ridership. Nationwide, the percent- two or more transit rides. age of workers who live in households with Demographer Wendell Cox used 2010 no cars declined from 4.5 percent in 2014 to census data to calculate the number of jobs in

4.3 percent in 2018. While that may seem each of the downtowns in 52 major urban ar- small, when less than 5 percent of urban travel cas, using consistent criteria to define down- is by transit and go percent is by auto, a slight towns based on job densities in each census increase in auto ownership can translate into tract." Using his numbers, the correlation a relatively large decline in transit ridership. between 2010 per capita transit ridership and The significant decline in transit commut- downtown jobs in those 52 urban arcas is 0.8- ing among low-income people reported by a strong positive correlation. For comparison. the American Community Survey suggests the correlation between per capita transit rid- that much of the increase in auto ownership ership and population densities in those same is among such people. While this should be urban areas is o.54, which is fairly high but no- seen as a positive benefit of increasing wealth. where near as high as that of downtown jobs.* transit agencies see it as an incursion into what Cox hasn't done a more recent analesis, they consider their captive customers. but he did a similar calculation using 2000 census data, which can give us some sense of
Ride hailing trends over time. His dara indicate rhat the Ride hailing, using such services as Uber number of downtown jobs fell between 2000 and Lyft, began to grow in 2014, about the and 2010 in 20 of the +7 urban areas that were cline. Most ride hailing isn't work-related, gained nearly a quarter of a million down- but ride hailing can explain why transit town jobs, while the other q6 downtowns 16 de Uher and Lyft collectively lost 100,000 jobs.'" ridership. Both of these issues are largely be- Even in downtown urban areas where the yond the control of transit agencies. users in south number of jobs grew, they didn't grow as fast Manhattan as in the rest of those areas. In every urban area that is on both of Cox's lists, the down- POLICY RESPONSES pay more per towns' share of jobs declined between 2000 Some cities are taxing ride-hailing trips. trip in taxes and 2010."° This is a continuation of trends baser on the questionable claim that ride hail since 1920, after which the trend toward land- ing is increasing trathe congestion. Uber and to support
intensive moving assembly lines led down- Lyft users in south Manharian pay more per the subway
town factories to move to suburban areas trip in taxes to support the subway system than system than where land was less expensive. Not coinciden- subway riders themselves: starting in 2018, subway riders tally, per capita transit usage peaked in 1020 at the tax on ride hailing is S27s per ride, com- 287 trips per urban resident (compared with pared with average 2018 subway fares of St.33 themselves. gg 3? trips today). Downtowns' declining impor- per trip." (Average fares are generally lower tance as regional job centers helps explain whe than published fares due to monthle passes transit is declining in so many areas. and discounts for seniors, students, and oth- As of 2010, only six urban arcas- Boston, ers.) Starting in co2o, ride hailers in Chicago Chicago, New York, Philadelphia, San will pay a St.25 tax and for those in downtown Francisco, and Washington-had more than Chicago the tax will be S3: the average fare col- 240,000 downtown jobs, and those six were lected by the Chicago Transit Authority buses also the only urban areas where transit car- and trains was $1.2- in 2018.*1 ried more than to percent of commuters to In fact. ride hailing is not a significant con- work. Seattle stands out as the urban area tributor to congestion. The claim that it does whose transit ridership is growing the fastest contribute to congestion is based on 0 20g9 when most others are declining, and that is report by transit advocate Bruce Schaller, because Seattle's downtown job numbers have who found that rick-hailing operators drive been rapidly growing and recently reached the 2.S miles for every mile they actually carry 240,000 threshold. ¡ passenger" This led some reporters 10 According to the Downtown Seattle condude that Ober and Lyft increase tratic Association, the number of jobs in downtown ¡to percent in major cities ''' In fact. the trat- Seatle grew from 210,325 in 2010 to 313.580 tie mercases from ride harling are negligibile. in 2018, a 43 percent increase. Along the way. Even pro-transit Cityled admits that conger- the number of downtown jobs first execeded lion isnot | berand lyfis fault." 210,000 in 2013, and not coincidentally 2013 Schaller also estimated that ride hailing was the first year in which the American in nine major urban areas (Boston, Chicago.

Community Survey reported that more than Los Angeles, Miami. New York. Philadelphi 1o percent of Seartle-area workers commut- San Francisco-O)akland. Seattle. and ed be transit." Downtown Seattle now has Washington) grew be s- billion vehicle t8 percent of all the jobs in the city of Seattle. miles in 201-" But according to the Federal a higher percentage than any other major city Highwar Administration, people drone in America-even Lower Manhattan has less dof trillion rehicle miles in those urban areas than t5 percent of the jobs in New York Ciry!"* in 2016. and the number declined slightle in While all of these factors may have con- 201-so%- billion isn't much of a contribu tributed to declining transit ridership in ar tor to congestion.'' This is especially true ins least some urban areas, it seems likely that re- surveys indicate that most ride hailing takes ductions in the numberof downtown jobsand placeduring non-rush-hour period». the increase of ride hailing services are the two The claim that ride hailing increases con most important causes of declining transit gestion is merely an excuse to tax it and to 1-
punish a competitor to transit. If transit were bus deserves its own lane." This, however, is 66 private, cities would be much less defensive based on the assumption that buses are some- Since 1965, of it. how more environmentally sound that autos,
total subsidies
Cities and transit agencies also have few when in fact buses use far more energy and tools to increase downtown jobs. Besides the emit far more greenhouse gases per passen- to transit have seven previously noted urban areas, no other ger mile than autos. The reality is that, even exceeded Sit city is close to having 240,000 downtown jobs. with congestion, automobiles are faster and trillion, of The closest. Atlanta, had less than 155.000 more convenient than transit, so policies thar which at least
jobs in 2010. increase congestion just waste people's time Seattle benefitted from Amazon's and without significantly changing travel habits. a third has Microsoft's decisions to locate tens of thou- come from sands of new jobs in downtown Seattle rather
the federal
than the suburbs, where the companies were A REALISTIC LOOK AT founded and headquartered. This decision TRANSIT'S FUTURE govern may have been influenced by Seattle's urban- The recent declines in transit ridership ment. 99 growth boundary, which has made land in the are a continuation of trends that began be- suburbs much more expensive than it would fore 102o: the most important of these are the be without the boundary, thus making the increasing levels of auto ownership and the downtown relatively more attractive. migration of jobs and people to the suburbs.

While Seartle's growth-management poli- Even ride hailing is just a zast-century version cies may have contributed to the increase in of the jitners that threatened streetcar com- transit ridership, they have come with severe panies in the mid-gros. " Seattle's experience costs. When measured by hours lost in traffe notwithstanding, all of these trends appear to congestion, Seattle-the nation's 15th-largest be irreversible in the long run. urban area-is now the third-most congested The main reasons that have been given for urban area in the United States."' Seattle also subsidizing transit—providing transit to lower- went from being one of the most attordable income people, reducing environmental costs, housing markets in the country in 1985, when and relieving congestion—are obsolete:

King County first drew an urban-growth
boundary, to one of the least-affordable hous- • Large numbers of low-income people ing markets today" no longer rels on transit, and, in fact.

Cities and transit agencies are also activels increasing auto ownership has helped seeking to increase urban densities, especially lift many people our of poverty because along transit corridors, by subsidizing high- automobiles provide them with access density development along those corridors to far more jobs and other economic and, in many cases, deliberately creating arti- opportunities than transit does. ficial shortages of low-density housing. Bur • In all but a handful of urban areas, transit surveys show that most people living in such consumes more resources and does more developments drive almost as much as people harm to the environment than driving. living elsewhere in the same urban areas, so • Outside of New York and perhaps a this strategy has been a failure. Beyond that. half-dozen other urban arcas, transit this strategy violates people's freedom to does little to relieve tratle conges- choose the kind of housing they prefer. tion and mar even increase it because As previously noted, another transit agency dedicated transit lanes and railcars that tactic is to persuade cities to convert general frequently delay vehicles at grade cross- purpose traffic lanes to dedicated bus lanes. ings do more to increase congestion This simultanenusly speeds buses and penal- than to reduce it. izes auto drivers. Advocates claim that every • Even if transit could achiere and of its 18 high-minded goals, throwing money at backlog is Soo billion.? Its unfunded health Transit transit has failed to get people our of care liability is more than Sco billion. " Despite agencies their cars. The number of transit trips not having funds to close these gaps, the agency taken by the average urban resident is planning to spend Sig billion extending the should stop
has declined from 62 in 1964, the year Second Avenue Subway another six miles ar building new Congress started extending federal sub- a cost of S22 billion per mile. As then MTA rail lines and, sidies to transit, to 3ó trips in 2010.% vice president Dave Henley admitted in 2000. outside of "There will never be enough mone!'" to put the Federal subsidies to transit are especially »stem in a state of good repair.* New York, questionable because most transit agencies Beyond New Vork City; New Jersey Transit should replace do not engage in interstate commerce. When needs s2o billion for the Gateway project rails with Congress passed a law in 1958 making it easier that would rebuild centurs-old tunnels un- for railroads to cancel intercity passenger trains der the Hudson River and bridges near those buses as the
that cross state lines, several railroads pro- tunnels. New Jersey's congressional delega- rails wear posed to also cancel commuter trains. This led tion would like the federal government to out.99 Congress to pass the Urban Mass Transit Act of pay halt of this cost and to loan the states the 196.J. which offered federal funds to help states other half, with no revenue source in sighit to keep such trains operating. Ar the time, the repay the loan—a plan that is opposed by the justification for this was that some of the com- Trump administration." Even if the federal muter trains serving Boston, Chicago, New government ultimately provides some fund- York, and Philadelphia crossed state lines. But ing. it doesn't seem likely that cnough money Congress extended its funding offer to any state will be ever found to completely restore the or local government that operated transit ser- region's transit sestems. vices. In 1964. most transit was private and the New York City's densities cannot be sup industry as a whole was profitable, but within ported without transit, particularly the sub. a decade it was almost entirely taken over by way system. Buses running on the city's surface state or local governments and had become streets simply cannot move as many people as highly unprofitable. Today, the vast majority of to-car subway trains that run up to 3o times federal dollars allocated for transit go to transit per hour. Unless New York finds a way to fund agencies that do not cross state lines. its transit, it may have to accept lower popula- Since 1965, federal, state, and local gor- tion and job densities and a wholesale more- ernments have spent close to Sooo billion (in ment of residences and offices to the suburbs 2018 dollars) subsidizing transit operations, Ourside of New York, buses can replace more than Stoo billion of which has come most rail lines in the country and actuall! from the federal government. Early records move more people per hour in the same of capital spending are incomplete, but since amount of real estate. This is because, for 1988 the federal government has provided safety reasons, rail lines can typically more more than 5350 billion (in 2018 dollars) in no more than 2o railears or trains per hour in capital subsidies to transit, out of S+50 billion mixed trathe (such as strectears or light rail spent by the transit industry: Total subsidies and no more than 3o per hour in dedicated have therefore been well over Sty trillion, of rights of way (such as subways). while a single which at least a third has come from the ferd- bus lane can casily move hundreds of buses per cral government."" hour. For example. Istanbul has an exclusive Transit will clearly remain important in the buswar that moves more than 250 buses per New York metropolitan area. The question is: hour. despite each bus stopping at 33 stations How will the region pay for it! The Metropolitan en route. I hile cach bus has a lower capacity ( Transportation Authority's (NITA) long-term than a train. the increased number of rehicles debt is more than S fbillion." Its maintenance per hour means the Istanbul Metrobus has an "')
estimated capacity of 30,000 people an hour- transit ststems." In San Francisco, San Jose, more than almost any rail line in the United and Seattle, major employers such as Apple. 66 Congress States outside of New York City.* Google, and Microsoft provide private tran- should
Transit agencies should do several things sit for their employees, which indicates that in response to ridership declines. First, they public transit systems in those regions aren't abolish the should stop planning and building new rail tran- working very well.* Privatization would lead New Starts sit lines. Buses can move more people per hour to transit going where people need it, not than most trains, at a far lower cost, and no city program that where politicians want ir.
outside of New York has the job concentrations Congress should start by abolishing the encourages that would require a subway system.!! transit capital improvement grant (New transit Second, as existing rail lines wear out, tran- Starts) program, which encourages transit agencies sit agencies should replace them with buses. agencies to waste money buikling exponsive, This would save billions of dollars in capital to build and generally obsolere, infrastructure thar
replacement costs. they won't be able to adlord to maintain. The expensive and To save money operating those buses, tran- one strategy that transit agencies have suc- obsolete infra sit agencies could contract out all bus oper- cessfully used to increase ridership is to rede- ations to private companies. Several companies, sign their bus systems, something that can't be structure. 9g including First Transit and Veolia, compete for casily done with fixed-rail systems. This limi- such business, giving them incentives to keep ration alone is a strong argument against new their costs low. By Colorado state law; Denver's rail construction.

Regional Transit District (RTD) must contract Nexr, Congress shouk! phase our other out half of all of its bus services. The contrac- federal subsidies to transit and end federal tors are unionized and pay taxes that RTD is subsidies to highways. The Highway Trust exempted from. The contracted half of the ser- Fund was originally created to collect funds vice costs taxpayers just 52 percent as much, per from highway users and spend those funds on vehicle revenue mile, as the half that is operar- highways. As such, it was at least a weakle et- üd by RTD." Contracting out transir services fective mimic of markets. Since 1082, however, in the seven urban areas where transit carries Congress has increasingly diverted a share of more than 1o percent of commuters could save the funds to transit and supplemented both taxpavers close to S4 billion a year. highway and transit funds with general funds An even better solution would be to priva- In the long run, there is probably no need for tize transit. This would result in the concen- the federal government to be involved with tration of transit services in dense cities and highways or transit. In the short run, Congress near job centers, where people use it the most, can at least ensure that funds collected by the but the reduction or elimination of services ferleral government from highway users-and in low-density suburbs, where relatively few no other funds-go to highwars. people rely on transit. A century ago, transit was a vital part of A number of private companies, includ- American urban economies. Ar least outside ing Bridj and Chariot, have attempted to en- of New York Cirs; that is no longer true. It's ter U:S. transit markers but were unable to time to stop wasting Sit billion a year pre- compete against heavily subsidized public tendingtharitis. 201.1. (Camp Sherman, OR: Thoreau Institute. 2010). p. 2.

Free Public Transportation Failed." ExCompam. January st. 9. Randal O"Toole, Transportation Costs and Subsidies by Modi

21. Shaunacy Ferro. "Why the Workds Largest Experiment in capital-use.
www.transit.dor.gov/ntd/data-producr/201"-annual-database- 20. "Should Transit Be Free?" Transit Center. January 25. 2010. tabase Capital Use," Federal Transit Administration. herps:// Auto 201- (Minneapolis: Universir of Minnesota, 2018). pp.; 0. annual-database-operating-expense; and "201- Annual Da-

19. Andrew Owen and Brendan Murphe does Across America: https://www.transit.dot.gov/ntd/data-product/201- tion.

Database Operating Expense," Federal Transit Administra- Needs to Be a Right," Curbed, December 20, 2010. data-product/2018-annual-database-capital-use; "2017 Annual I8. Alissa Walker, "Free Transit Isn't Enough. Transportation Administration, https://www.transir.dot.gov/ntd/ Transit expenses; "2018 Annual Database Capital Usc," Federal
Wiener/status/119=5122095 6242353 dot.gov/ntd/data-product/2018-annual-databasc-operating- ter, November 21.2010.10:48 am., https:/twitrer.com/Scom penses," Federal Transit Administration, htrps://www.transit.

Transit is a public good & should have taxparer suppor. " Writ 8. Calculated from "2018 Annual Database Operating Ex- ership & harm low income ppl. The goal is low farebox recover:
tax S isn't supporting transit. Ie means high fares that lower rid . "December 2019 Adjusted Database." high fare-box recovery: High fare-box recovers is bad. It means Scot Wiener (@Scott Wiener). " Iransit agencies brag about demographia.com/db-cbd2ooo.pdf. (owns) (Belleville, I1.: Demographia.com, 201g). Table 2. http:/! vember 18. 2010. 6. Wendell Cox, United States Central Business Districts (Down- Rising Cost of Living November z0th," It's Going Down, No

16. "Nobody Pars!: An International Call for a Strike against the Documents/2010-UZA-List.x/s. apta.com/wp-content/uploads/Resources/resources/statistics/ database-fare-revenue. in the 2010 census, "2010 Urbanized Area Name," herps://www. https://www.transit.dor.gov/ntd/dara-product/201--annual Bor003&hidePreview=true divided by land areas that are listed nual Database Fare Revenuc." Federal Transit Administration. data-product/2018-annual-database-fare-revenue: and "201- An vey," Table Boroo3, https://data.census.gov/eedsci/table?q cral Transit Administration, https://www.transit.eot.gov/ntd/ population estimates in the "American Community Sur-

15. Calculated from " 2018 Annual Dacabase Fare Revenue." Fed 5. Urban area population densities are calculated from 2018 database-service. Streetsblog (blog), August 1.4, 2018. https://www.transit.doc.gov/ned/data product/gor-ammuol "The Columbus Bus Network Redesign Boosted Ridership," Database Service." Federal Transportation Administration. sign." Human Transit, September 26, 2018; and Angie Schmitt, data-product/2018-annual-dacabase-service: and "201- Annual Wagg, "Early Positive News from Richmond, Virginia Rede. eral Transit Administration, https://www.transit.dot.gov/ntd/ Transit Ridership Is Up." CityLab, August 18, 2016; Scudder

1.y. Calculated from "2018 Annual Database Service." Fed 1. Laura Bliss, "A Year after a Radical Route Rethink, I louston's

13. Status of the Nations Highways. Bridges, and Transit, p. ES-r. adjusted-data-release. www.transit.dot.gov/ntd/data-product/monthly-modulc-
eral Transit Administration, "201, Annual Database Capital U'se." justed Data Release, Federal Transit Administration, https://

12. Calculated from "2018 Annual Database Capital Use"; and Fed 3. "December 2019 Adjusted Database," Monthly Module Ad-

11. Status of the Nations Highrouys, Bridges, and Transit. pp. 6-30. 2. "2018 Service," Federal Transit Administration. portation, 2019), pp. 6-39. transit.dot.gov/ntd/data-product/2018-service. and Performance, z3rd ed. (Washington: Department of Trans 1. "2018 Service," Federal Transit Administration, htrps://www.

10. Status of the Airtions Highevys. Bridges, and Transit: Conditions NOTES
20 21

22. Jennifer S. Perone and Joel MI. Volinski, "Fare, Free, or Some- American Community Survey: Table Bodzor, (for nation and ur thing in Berween?," Center for Urban Transportation Research, ban areas. 200.1.

35. Brian Taylor, Michael Manville, and Evelyn Blumenberg. Why

23. Jake Blumgart, "As C.S. Transit Fares Increase. Europe Starts Is Public Transit Use Declining? Ecidence from California (Washing to Make It Free," NextCity, March 1, 2013. ton: Transportation Research Board. 2019). p. 1. 21 Joel Volinski, "TCRP Synthesis rot: Implementation and 36. "Means of Transportation to Work, 2017" American Com Outcomes of Fare-Free Transit Systems," Center for Urban munity Survey: Table BoSter heaps://data.consus.gov/cedscial Transportation Research, 2012.

S3or&hidePreview=truedy=2017.

25. Laura Bliss, "Why Kansas City's Free Transit Experiment Matters," CityLab, December 13, 2019. 37. "Median Earnings in the Past 12 Months," American Com munity Survey: Table Bo8t2r, herps://data.census.gov/cedsci/tal

26. Mart Tinoco, "Metro's Declining Ridership. Explained." _Ic?q=bo$rer&g=0100000'Sycoooo.&id ACSDTrY≥or$B Curbed, August 29, 2017- 8121&hidePrevien =trucer=2018.

27. Alissa Walker, "Every Bus in This Country Deserves Its Own 38. Calculated from 2016. 201;, and 2018 American Commonit Lane, " Curbed, October 1.4, 2019. Surveys. "Neans of Transportation to Work by Workers' Earn ings in the last 12 Months." Table Bong, heps://data.census.

28. Ethan Millman, "As Bus Ridership Plummets in Los Angeles, Efforts to Boost It Hit Speed Bumps," Wall Street Tournal, Au- SDTY2018 BoSno&hidePreviewstruck=2018, hetps:/data. gust 25, 2019. census. gov/cedsci/table?=b08n0@g=0100000US,00000.0 tid-ACSDTY 2018.Bosno&hidePreview:truct=201-and
2). "2018 Annual Database Service"; "2017 Annual Database https://data.census.gov/eedsci/table?g=bo81108g=0100000/ Service": and "2016 Annual Database Service," Federal Tran- S.400000,80d-ACSDTTY2018 Bosno&hidePreviewstruc sit Administration, https://www.transit.dot.gov/nod/data- &y= 2016. product/2016-annual-database-servicc-o.

39. Kerri Sullivan, Transportation and Work: Exploring Car Osage

30. "2018 Annual Database Service." and Employment Outcomes in the 1.S.11. Duo (Cambridge MA:

Harvard Graduate School of Education, 2003).

31. Calculatedfrom "Meansof Transportationto Work, 2018, "Amer- ican Community Survey; Table Boozor (for the nation), heeps:/! 1o. Michelle Corson, Freedom of Motim: Working Families and the data.census.gov/cedsci/table?q=bo830ı&tid=ACSDTrY2018. Transportation Rezolution (Dallas: On the Road Lending, 2012).

Bo830r; and "Neans of Transportation to Work, 2017" American Community Survey Table Boszor, https:/klata.census.gov/cedsci/ 11. Stacy C. Davis and Robert G. Bounds: Transportation Energy table?4=bo8301&rid=ACSDTrY 201-Bo8301. Deto Book: Edition 38 (Oak Ridge. T.N: Department of Energ:
2019), Appendix B. Table Boy. heps: tedb.ornl.gor!

32. "Principle Means of Transportation to Work." Bureau of Transportation Statistics, US. Department of Transportation, p2. Davis and Bounds Transportation Energy Data Book. Table 2019, Table 1-41, https://www.bts.gov/concent/principal-means- B-6. transportation-work.

13. Davis and Bounds: Transportation Enorgy Data Book. Table

33. Calculated from "Means of Transportation to Work, 2018." 2-1.1.

Table Bo8gor (for urbanized areas; and "Means of Transporta- tion to Work. 201-" Table Bo83o1. 11. "State Electricity Protiles," CS. Energy Information Admin istration, https://ww.w.eia.gov.electricitr/state.unitedscates

38. Calculated from "Means of Transportation to Work, 3015" index php. 22 15. Mikhail V. Chester and Arpad Horvath, "Environmental census are from "2010 Urban Area List Files," Census Bureau.

Assessment of Passenger Transportation Should Include In- https://ww.w2.census.gov/geo/docs/reference/ua/ua_list_ua.xls frastructure and Supply Chains," Environmental Research Letters Per capita transit ridership is based on "2010 Annual Database

4. n0.2 2 (2009): 024008(8 pp.), https://doi.org/10.1088/1748 Service." Federal Transit Administration. hrrps://www.transit. 9326/4/2/024008. dot.gov/ned/data-product/2010-annual database service, which includes ridership by agency; and "2010 Annual Database Agen-

46. North Corridor Interstate MAN Light Rail Project Final En- er L'ZAs." Federal Transit Administration. hetps://www.transit. vironmental Impact Statement (Portland, OR: Metro, 1900). dor.gov/ne/data-product/2010-annual catabase-agency-uzas.

Pp. 4-104. which defines which transit agencies service which urban areas.

47. Rachel Dawson, "The MAX Yellow Line: A Look Back after 59. Calculated from Cox, United States Contral Business Districts 15 Years," Oregon Catalyst (blog), November 11, 2019. (201.p), Table 2; and Cox, (2006), Table 1.

18. Prosper Portland Adopted Budget F7 19-20 (Portland: Portland 6o. Calculated from Cox. United Sees Control Business Diris Development Commission, 2019). p. 21, hetps://prosperportland. (2011). Table 2; and Cox. (2006). Table 2. us/wp-content/uploads/2019/o7/Prosper-Portland-Adopred- Budget-FY-2019-20.pdf. 61. "Downtown Leads the Region in Job Growth," Downtown Seattle Association, 2019.

49. Teresa Carson, "Metro Sells Land Near MAX Stop to Devel- opers for $1,000," Portland Tribune, November 20, 2019. 62. The number of jobs in each city is from "Means of Trans portation to Work for Workplace Cieography; 2018." American

50. Randal O"Toole, Valley Metro Light Rail Economic Claims Fall Community Survey: Table Bosoor, hutps://data.census.gov Plit (Phoenix: Arizona Free Enterprise Club, 2019), pp. ;-4. cedsei/tablełq=bo86o1@g=0100000l'$a6oooo&rd=ACSD1 1Y2018.Bofooi&hidePrevicwstrue.

51. Guidelines for Land Use and Economic Dezelopment Effects for Nero Starts and Small Starts Projects (Washington: Federal Transit 63. Rachel Dovey: "NYC U'ber Rides Will Soon Get More Ex Administration, 2013), pp. 11-26. pensive," Next City, April s. 2018.

52. See, for example, Colette Santasieri, Planning for Transit Of. Sara Freund. "Chicago's New Ride Hailing Tax Begins Supportive Development: A Practitioners Guide (Washington: Fed- Now; and It's the Country's Highest Fee." Curbed. December eral Transit Administration, 2014); and Transit-Supportice Plan 2, 2019. ning lookit (Seattle: Puger Sound Regional Council, 2013).

65. Bruce Schaller, The New Automobility: Loft, brandthe future

53. As calculated in Excel, the correlation between any two sets of American Cities (New York: Schaller Consulting, 2014). p. z. of 50 random numbers will be frequently higher chan o.15.

66. Adam Brinklou; "Left. Uber Increase Traffic ado Percent in

54. Sce, for example, Laura Bliss, "More Roures = More Riders." Major Cities, Says Report " Curted July 2°, 2018.

Citylah. June 1, 2018.
6-. Robin Chase. "I Your Car Is Stuck in Trathic Is Not Uber

55. "December 2019 Adjusted Database." and Lyte's Fault," CityLad July 2-, 2018.

50. "Gas Price Charts," GasBuddy: htrps://www.gasbuddy.com/ 68. Schaller, The New Automobility: p. 2.

Charts.
6g). "Highway Statistics 2016." Federal Highway Administration.

5.. Cox, United States Central Business Districts (201.p). Table 2. Table HM-2. https://www.thwa.dor.gox/policvinformation statistics/2010/hme2.cfm: and "Highway Statistics 2or-" Fed rita ensus Bureau defines urban areas, based un scandardl eral Highway Administration. Table IN -2. herps: www.thwa. criteria. after every decennial census. Densities from the 2010 dot.gov/policyintormation/statistics/2or-hmrz.ctm. 23 70. For example, see Steven R. Gehrke, Alison Felix, and 77. Independent luditors' Review Report: Consolidated Interim Fi- • Timothy Reardon, Fare Choices: A Survey of Ride-Hailing Passen- nancial Statements as of and for the Six-Month Period Ended Tune 30. gers in Metro Boston (Boston: Metropolitan Area Planning Coun- 2019 (New York: ATTA, 2019), p. 21.

78. Emma G. Fitzsimmons, "7 Ways to Fix the M.T.A. (Which

71. Trevor Reedand Joshua Kid, Global Truffic Scorecard (Kirkland, Needs a Soo Billion Overhaul)," New York Times, December 18, WA: INRIX, 2019), p. ir, https://inrix.com/scorecard/. 2018.

72. "Mortgage Affordability, Rent Affordabiliry, Price to Income 79. Independent Auditors' Reziew Report, p. 112.

Ratio," Zillow, 2019, https://files.zillowstatic.com/rescarch/ public/Affordability_Wide_2019Q3_Public.csv. So. Dave Henley: "New York Ciry Transit," presentation to the 2009 State of Good Repair Roundtable, Washington, DC, 2004).

73. Walker, "Every Bus in This Country Deserves Its Own p. 15, https://www.transit.dot.gov/regulations-and-guidance.

Lane."
asset-management/state-good-repair/first-sgr-roundtable legacy-sustems.

74. Matt Novak, "Uber Is Currently Fighting the Barle Thar Jitneys Lost 100 Years Ago," Gizmodo, September 2, 2014. Si. Larry Penner, "Gateway's Numbers Don't Add Up: New York and New Jersey Have to Pur in Some Real Money:" New Pork

75. Data for 1964 are from "2019 Public Transit Fact Book," Daily News, April 23,2019.

American Public Transportation Association, Appendix A, Ta- ble 1, https://www.apta.com/wp-conrent/uploads/2019-APTA- 82. M. Anil Yazici, Herbert S. Levinson, Mustafa Ilicali, Nilgün Fact-Book-Appendix-A.xlsx. Data for 2019 are from "Septem- Camkesen, and Camille Kamga, "A Bus Rapid Transit Line Case ber 2019 Adjusted Database," Monchly Module Adjusted Data Study: Istanbul's Metrobüs System," Journal of Public Transporta Release, Federal Transit Administration, https://www.transit. tion 16, no. 1(2013): 160. dot.gov/ntd/data-product/monthly-module-adjustedl-data- release. Trips per capita were calculated using the Census Bu- 83. Randal O"Toole, "Rapid Bus: A Low-Cost, High-Capacity reau estimates of urban population. Transit Sistem for Major Urban Areas," Cato Institute Polici Analysis no. 752, July 30, 201.4.

76. Calculated from "2019 Public Transit Fact Book," Appendix A, Tables 80 and 87: "2017 National Transit Database Funding 8.t. Calculated from "2018 Annual Database Operating Ex- Sources," Federal Transit Administration, https://www.transit. penses": and "2018 Annual Database Service." Federal Transit dot.gov/sites/fta.dot.gov/files/Funding0o20Sources_t.xlsm; Administration. and "2018 National Transit Database," Federal Transit Admin- istration, https://www.transit.cot.gov/sites/fta.dot.gov/files/85. "The Future of Microtransid?" Urbanism Next (blog). January Funding2oSources_2.xlsm. GDP deflators from the Bureau
of Economic Analysis were used to adjust to 2018 dollars: see "Current-dollar and 'Real' GDP" Bureau of Economic Analvsis. 86. Annalce Newitz, "The Hidden Bus Roures in San Francisco https://www.bea.gov/national/xls/gdplev.x/sx. that Are Only for Techno-Elites," Giemodo. January 16. 2013.

RELATED PUBLICATIONS

FROM THE CATO INSTITUTE
Principles for the 2020 Surface Transportation Reauthorization by Randal O"Toolc, Policy Analysis no. 870 (June 4, 2019)
Charting Public Transit's Decline by Randal O"Toole, Policy Analysis no. $53 (November 8, 2018)
The Coming Transit Apocalypse by Randal O'Toole, Policy Analysis no. 8z (October 24, 2017)
Rails and Reauthorization: The Inequity of Federal Transit Funding by Randal O'Toole and Michelangelo Landgrave, Policy Analysis no. 772 (April 21, 2015) Review of Greenlight Pinellas by Randal O"Toole, Working Paper no. 22 (August 14. 2014)
Rapid Bus: A Low-Cost, High-Capacity Transit System for Major Urban Areas by Randal O'Toole, Policy Analysis no. 752 (July 30, 2014) The Worst of Both: The Rise of High-Cost, Low-Capacity Rail Transit by Randal O'Toole, Policy Analysis no. 750 (June 3, 201.+)
Review of Project Connect by Randal O'Toole, Working Paper no. 20 (Mas 30, 20r.p) 'Paint Is Cheaper Than Rails': Why Congress Should Abolish New Starts by Randal O'Toole, Policy Analysis no. 727 (lune 19, 2013)
The Great Streetcar Conspiracy by Randal O'Toole, Policy Analysis no. 699 (June 14, 2012)
Fixing Transit: The Case for Privatization by Randal O)"Toole, Policy Analysis no. 670 (November 10, 2010)
Defining Success: The Case against Rail Transit by Randal O'Toole, Policy Analysis no. 663 (March 24, 2010)
The Citizens' Guide to Transportation Reauthorization I Randal O"Toole, Brieting Paper no. 116 (December 10, 2009)

CITATION
O'Toole, Randal. "Transit: The Urban Parasite." Policy Analysis No. S5g. Caro Institute, Washington, DC, April 20.2020. https://doi.org/10.36009/PA.889.

The views espressed in this paper are those of the authorts) and should not be attributed to the Cato Institute it. •CATO trustees, its Sponsors, orany other person or organization. Vothing in this paper should be construcd as an attempt to aid or hinder the passage of any bill before Congress. Coppright • 2020 Cato Institute. This work be Cato Institute is INSTITUTE licensed undera Creative Commons decribation ConCommercial Share Mike po International License.

September 8, 2025
This is not about the blue tape anymore
This all could have been avoided
Jim Ray made several attempts to communicate his concern over the safety hazard the blue tape was causing, he was ignored and ridiculed
In his final attempt, he was laughed at and told he could remove the tape before each class as long as he put it back after. He was mocked & ultimately ran out Jim Ray was bullied
Bullying is when people repeatedly and intentionally use words or actions against someone or a group of people to cause distress and risk to their wellbeing.

This is about the Clovis Senior Activity Center management disregard for their employees, specifically one of their most loyal longest standing "senior" employees.

This is about humanity, community & working as a "team". Which was a term management used constantly while trying to justify their bad decision of turning a dance floor and room into a pickleball court (which is too small).

Jims classes were growing quickly after moving back to the old senior center in April. Jim asked for additional time slots for more classes. One time slot in particular was Wednesday evening. He was told on MAY 19th "Wednesday evening is not available, we have pickleball" Now Tammy & John are scheduled for Wednesday evenings 6-9pm.

This is about discrimination.

Go to Jims facebook page and youtube pages (over 13k subscribers). Tell me this looks like a man who was ready to retire, without notice.

It wasn't until we went to Council on the 2nd that anything was taken seriously about the tape on the floor.

Yes, Jim acted on his emotions, he's human too and he has feelings. Do you blame him? Jim has been replaced. But for only 2 of his 7 classes, not including Friday night dance which brought in an average of $185 per week, almost 10k annually.

Jim rescinded his retirement from Calpers on September 4*h. On September 5" he sent Bethany a message asking to return to work on Sunday the 7'. She did not respond. He then went to HR and was told he was not going to be hired back.

No one was concerned about the well being of Jim Ray. No effort was made to contact him.

My name is Bill Scott. I live at 341 Evergreen.

I am asking the Clovis City Council to consider a proposal, to adopt and proudly display the motto, "IN GOD WE TRUST". This motto is not only our nations motto, it has recently been adopted by the City of Fresno, and just three weeks ago, by the Fresno County Board of Supervisors. I have some remarks, followed by Kathy Reinhardt. We are joined by EIGHTEEN citizens, and we have 72 signatures and 76 positive reactions from Nextdoor, supporting us. This has been gathered in only one week.

There is a reason this motto was adopted by our nation. It represents the mutual trust our citizens and leaders have in each other. John Adams famously said, "Our Constitution was written only for a moral and religious people, to all others it is wholly inadequate". Our Declaration of Independence, and our constitution, acknowledge that our rights come from our Creator. But, with those rights come the responsibility to act within His morality. This morality is embodied in the Ten Commandments. This mutual trust is based on myself, and all other citizens, holding ourselves accountable to our Creator. To give up our sins in order to feel comfortable in the presence of God. Negating the need for a large powerful government. In return, we can then expect our leaders to govern in ways that do not interfere with, or hamper our right to live as we desire. We trust you to NOT allow money or power to influence your limited authority over us.

There are some whom do not believe in God. They may not like this. However, it is necessary our society operate under some kind of morality. If not Gods morality, then who's morality will we adopt. That question is addressed in our Declaration of Independence, and codified in our Constitution. We chose God's morality over a Kings morality. Laws will be based on one or the other. You cannot have your own morality; it must come from a higher source. If you can make your own then, you can also change it, to suit your needs. Gods' morality is unchangeable, you can accept it, and try to live up to it. Or you can deny it, giving up God to feel comfortable in your sins. That decision creates chaos and the need for an authoritarian government. The relationship between government leaders and its citizens is enhanced when both mutually pledge trust in God.

Therefore, I ask the City of Clovis to adopt the moto, "IN GOD WE TRUST', and display it in council chambers.

The basis of God's connection to the United States government and its establishment can be attributed to several historical and ideological factors. The Founding Fathers' religious beliefs, the moral and ethical foundations of the nation, and the cultural and historical context of the United States all contributed to the acknowledgment of God in various aspects of American society, including government symbolism and rhetoric.

The motto has faced criticism and legal challenges. Despite these challenges, courts have often ruled that the phrase is a form of "ceremonial deism" and does not constitute a direct endorsement of religion
The motto has become a symbol of American identity, often associated with the nation's values and beliefs. It reflects a historical intertwining of religion and politics in the U.S., with many Americans viewing it as a recognition of the role of faith in public life.

The phrase "In God We Trust" first appeared on U.S coins during the Cigil War, specifically on the two- Cent piece minted in 1864. The introduction of the phrase was largely influenced by a letter from Reverend M.R. Watkins to Secretary of the Treasury, Salmon P. Chase, to include a reference to God on currency to boost morale of Union soldiers and signify the nation's reliance on divine protection during war.

The motto was officially adopted as the national motto in 1956 and has been inscribed on all U.S currency since 1957, following a law passed by Congress in 1955 that mandated its inclusion on paper money.

The House of Representatives has a long-standing tradition of displaying the motto "In God We Trust" on its chamber doors. This practice has been in place since at least 1962, when the sign was installed above the rostrum inside the House Chamber. The sign has been a symbol of the House's commitment to the nation's spiritual values and has been a source of pride for many members and visitors.

The House of Representatives continues to honor the motto as a reflection of the nation's spiritual heritage and a reminder of the importance of faith in the pursuit of freedom and democracy.

In conclusion, "In God We Trust" serves as a reflection of the United States' historical context, cultural identity, and ongoing debates about the role of religion in political life. Its adoption and continued presence on currency highlights the complex relationship between faith and national identity in America.

Petition to Display National Motto "In God We Trust" in Clovis Council Chambers Petition summa The motto has become a symbol of American identity, often associated with the nation's values & beliefs. It reflects a historical ry and
background intertwining of religion & politics in the U.S., with many Americans viewing it as a recognition of the role of faith in public lite. The motto was adopted in 1956 with roots tracing back to the Civil War and reflecting a complex relationship between religion and American identity.

Action petitioned The petition is a request by citizens of Clovis to display the U.S. national motto in the Clovis City Council Chambers for
Printed Name Signature Date
Address Comment
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Vincent DiaK Daint Kick 1625 TOLLhOUSE LN. 9/2
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CARL DEWEY CID 198 OAK CLOVIS CA 93611
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Dan Wiiecke 159~. Mckelvi
Chet Hartley 4895 Mign ty 9/2
bruce Grunte Клик CLOVIS CA EZUII 9/г
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Brian witsar Buillam ClOvis CA 93C11
Petition to Display National Motto "In God We Trust" in Clovis Council Chambers Petition summa
ry and The motto has become a symbol of American identity, often associated with the nation's values & beliefs. It reflects a historical background intertwining of religion & politics in the U.S., With many Americans viewing it as a recognition of the role of faith in public life. Th American identity motto was adopted in 1956 with roots tracing back to the Civil War and reflecting a complex relationship between religion and Action petitioned The petition is a request by citizens of Clovis to display the U.S. national motto in the Clovis Cite Council Chambers for
Printed Name Signature
Address
Comment Date
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92071 93619
Had Bon' egal louis
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Mererie terry Hayne terry 2401 Pico Are. 93611 9-5:25
302• Carton ANI 9364 4-525-
Petition to Display the National Motto "In God We Trust" in Clovis City Council Chambers Petition summary and The motto has become a symbol of American identity, often associated with the nation's values & beliefs. It reflects a background historical intertwining of religion & politics in the U.S., with many Americans viewing it as a recognition of the role of faith in public life.

The motto was adopted in 1956, with roots tracing back to the Cicil War and reflecting a complex relationship between religion and American identity.

Action petitioned for We, the undersigned, are concerned citizens who urge our leaders to act now to display the U.S. national mott? "In God We Trust" in the Clovis City Council Chambers.

Printed Name Signature Address Comment Date
CHiP WiSFLER ONLINE 376 BuRn Chris 93611 0964
SANDY+ ADAM
HUMANN ONLiNE 1508 ЕВинАо 93619
0904
71128
RANDY BOoTHE 114 M FOWLER 936kL
0904
Gain ScoTt ONLiNE 3134 MiTCHELL 93619
0904
JAMiE PERIlO ONLINE 412 SANJOSE 93612 0904
MOM ANALLA ONLINE P.O. BOX 3474 93613 0904
Petition to Display the National Motto "In God We Trust" in Clovis City Council Chambers Petition summary and The motto has become a symbol of American identity, often associated with the nation's values & beliefs. It reflects a background historical intertwining of religion & politics in the U.S., with many Americans viewing it as a recognition of the role of faith in public life.

The motto was adopted in 1956, with roots tracing back to the Cicil War and reflecting a complex relationship between religion and American identity.

Action petitioned for We, the undersigned, are concerned citizens who urge our leaders to act now to display the U.S. national mott • "In God We Trust" in the Clovis City Council Chambers.

Printed Name Address Comment Date
Thomas T, Righ 635M. San Res This
Ram Mars 472 LANKANRAN 42/25
Royce Hangen RWA 1470 41487 9/7/5
268711. ShadorEL 9-2-25
Sion D/san Sult Olsen 7-7-25
Mark Brownt Alton 2544 Escalan Ave. 9/1/25
6262 N. Montana Ave, Clovs 9/1/28
6262 N. Montana, Class 4/1/25
Ray RAmoS Clovis
275C Palo Alto Ar 9.7.25
Ryan jug 6732 N. Paal
Petition to Display the National Motto "In God We Trust" in Clovis City Council Chambers Petition summary and The motto has become a symbol of American identity, often associated with the nation's values & beliefs. It reflects a background historical intertwining of religion & politics in the U.S., with many Americans viewing it as a recognition of the role of faith in public life.

The motto was adopted in 1956, with roots tracing back to the Cicil War and reflecting a complex relationship between religion and American identity.

Action petitioned for We, the undersigned, are concerned citizens who urge our leaders to act now to display the U.S. national mott ? "In God We Trust" in the Clovis City Council Chambers.

Printed Name Signature Address Comment Date
ERIc JAECKEL Efel 7659 N. SANDERS AVE
noVis, ca 93619ve Ca 9566 9/7/25
Cois cA 95619 9/7/25•
Petition to Display the National Motto "In God We Trust" in Clovis City Council Chambers Petition summary and The motto has become a symbol of American identity, often associated with the nation's values & beliefs. It reflects a background historical intertwining of religion & politics in the U.S., with many Americans viewing it as a recognition of the role of faith in public life.

The motto was adopted in 1956, with roots tracing back to the Cicil War and reflecting a complex relationship between religion and American identity.

Action petitioned for We, the undersigned, are concerned citizens who urge our leaders to act now to display the U.S. national mott? "In God We Trust" in the Clovis City Council Chambers.

Printed Name Signature Address Comment Date
Travis Cluff 2615 Alluvial Ave
Cavia, CA 93641 9/7/25
Stephen Brown 2544 Escalon Ave. Clovis, CA 9761) 9/7/25 Margaranno no t 377 Evergren Ave
loviS CA 936l1 9/8/25
2176 Gibcor Are
9/8/25
ClouIs Ce 136l1
Petition summary and Petition to Display the National Motto "In God We Trust" in Clovis City Council Chambers background
public life. historical intertwining of religion & politics in the U.S., with many Americans viewing it as a recognition of the role of faith in The motto has become a symbol of American identity, often associated with the nation's values & beliefs. It reflects a religion and American identity. The motto was adopted in 1956, with roots tracing back to the Cicil War and reflecting a complex relationship between Action petitioned for
"In God We Trust" in the Clovis City Council Chambers. We, the undersigned, are concerned citizens who urge our leaders to act now to display the U.S. national mott Printed Name
Signature
Address
Comment
May Errotabere Kay Enatober 56 WEl Paso Clais Great ided! Date Steve 9/4/25
56W, EL PASO AVE CO THOUT A DOUBT
Lexe Morgen Were Merman 9/425
sharon 15T N. Fairfax Eve
Isackson ., lovis 9/4/25
aron ssachson 66 ~ El Paso
CARL
ISACKSON Absolutely! 44/25
RAVE HINALE 9/4/25
Paulthin 434 W MENLO, CLOUIS GOOD / DRA
9-4-25
LONALD WAGNERE salo san
255 WU TEN AyAAy YES 9-4-25
01,014 /TINALE
У. ! 9-1-25
175 tonton tre 9525
Jim Mulks lan 501 Sur Ave Clovis Shale have beey- alta iEа95/25 Derive Husman Genie HuShman 2310DausonCove LnS Clovs 9:5:25 Dawn ARii Daunari lol Lincolntre clovis 9.775
Dolores Crisp Dolor Crap 2236 Robincod Ave Chais 9.3.25 Agenda Item No. 12
Revised
CITYOfCLOVIS

CLOVIS CITY COUNCIL I
California Air Resources Board
1001 I Street
Sacramento, CA 95814
Subject: Comments on Proposed Amendments to Advanced Clean Fleets (ACF) Dear Chair and Members of the Board,
We appreciate the opportunity to provide input on the proposed amendments to the Advanced Clean Fleets (ACF) regulation. We share the California Air Resources Board's (CARB) commitment to cleaner air and protecting public health. As a community in the San Joaquin Valley, the most polluted air basin in the United States, our region takes seriously its responsibility to improve air quality for our residents.

That said, we urge CARB to adopt a more realistic implementation timeline that aligns with the current maturity of the zero-emission vehicle (ZEV) industry and enables the delivery of viable heavy-duty options suitable for public agency fleets. Flexibility in implementation is critical to avoid undermining the ultimate goals of clean air and greenhouse gas (GHG) reductions by 2045.

Current regulatory frameworks disproportionately burden public fleets, while private sector exemptions persist, creating an uneven playing field and reduced market demand for needed vehicles. Without adequate flexibility, public agencies may incur untenable operational costs, potentially forcing privatization of essential services such as solid waste and transit. Private operators, however, are not bound by the same timelines or public service mandates. This imbalance increases the risk that California may miss its 2045 GHG and air quality targets.

We also caution against overreliance on exemptions as realistic solutions that provide for a well planned implementation. Exemptions tied to infrastructure readiness are challenging. Agencies cannot accurately forecast power needs before utility plans are finalized, and multi-year lead-times from utilities are typical in our experience. In addition, the City is at financial risk posed by mandatory power allotment purchases, even if unused, to get the necessary infrastructure installed.

We respectfully request CARB directly coordinate with utilities to streamline these critical infrastructure issues.

ATTACHMENT 2
Regarding ZEV purchase exemptions, specialized vehicles (e.g. solid waste, vacuum trucks) frequently lack functional zero-emission equivalents. Public agencies must have the ability to request exemptions where no legitimate ZEV alternative exists. Similarly, daily usage exemptions are difficult to implement due to absent benchmark ZEV performance data in certain sectors.

Transit systems have shouldered early transition mandates despite the insufficient reliability of' current ZEV bus technology. We have participated in pilot programs that underscore these challenges, as the ZEV buses were not usable to serve our customers. These ZEV transit vehicles have unproven long-term reliability significant and costly maintenance burdens. Public transit serves as a foundational infrastructure that enables seniors and individuals with limited income to access education, healthcare, and other essential services. Imposing mandates may prematurely jeopardize these critical connections.

We are also deeply concerned about the financial burden the proposed regulatory timeline imposes, which eat hiyal li, ms i docum The ransparenty spayes be sign can chare is t ommercial utility bills
real risk of driving local businesses out of California and disproportionately harming seniors, young families, and lower-income households.

Our proposed path forward includes:

Realistic timelines that reflect technology development and infrastructure readiness; Meaningful exemptions where technology or unreasonable cost barriers persist; : State-mandated coordination with utilities to relieve local agencies' administrative and risk burdens; and
• Clear financial support mechanisms, including grants, to protect ratepayers and communities.

We look forward to CARB's continued engagement.

Thank you for your leadership and attention to these critical issues.

Sincerely,
Vong Mouanoutoua
Mayor, City of Clovis
City Hall Administration • 1033 Fifth Street, Clovis, CA 93612 • 559.324.2010 • TTY-711 [email protected] • www.clovisca.gov