Intersection daylighting removes parked vehicles from the last 20-30 feet before a crosswalk so drivers, cyclists, and pedestrians can see each other before the conflict point.

A delivery truck blocking sight lines to an approaching cyclist is not an edge case. It is the most dangerous condition at an intersection.

Daylighting improves visibility. Better visibility gives everyone more reaction time.

Opposition is usually about parking spots. The alternative is measured in lives.

A pothole in a bike lane is not an inconvenience. It is a fall hazard.

Drivers swerve or absorb potholes with suspension. Cyclists hit an unseen pothole and go over the handlebars.

A 3-inch pothole in a bike lane is categorically more dangerous than the same defect in a travel lane. Pothole repair priority in bike lanes should reflect that risk differential. Cities that treat both the same have not thought carefully about consequence.

ADUs are the most impactful affordable housing program in California that no one calls a housing program.

Since California streamlined ADU permitting starting in 2017, production grew from a few thousand per year to over 20,000 annually. Small units, mostly rentals, often below-market or for family.

No state budget appropriation. No new agency. Just removing regulatory barriers that had been blocking homeowners from building on their own land.

That's what zoning reform looks like in practice.

You can't have a productive workforce without stable housing. That's not politics. That's logistics.

Companies are struggling to recruit workers at every income level. Those at the top can afford Bay Area housing. The ones running the office infrastructure, cleaners, security, food service, can't.

Two-hour commutes from Stockton to San Francisco are not a thriving labor market. They're a broken housing market.

Workforce housing is not a social program. It's a supply chain problem.