One Horse Town

Say goodbye to the bad guy.

Over at NBC Sports Bay Area, Scott Bair reported yesterday that the Raiders, who had an option to play at the Coliseum in 2020 just in case Allegiant Stadium didn’t get completed in time, recently declined the option. They had until April 1 to renew.

With the Raiders leaving Oakland behind, we can officially leave behind silly concepts like this:

Or this:

And especially this:

It was never going to end well. At least one team had to leave which grew to two. There are lessons to be learned. Memories to savor. Once we get through the current crisis, Oakland can get back to what it was like when baseball ruled the town.

October 3, 2012

When the dust settles, the A’s and A’s fans will have to pick up the pieces. What world will we live in? What restrictions will be placed on our movement, or on limits to assembled crowds? It’s more than a little ironic that the cavernous Coliseum could work in an era of social distancing – at least if the crowds are limited to 20,000 or less.

MLB is saying for now that the start of the season is postponed until mid-May at the earliest. Until then confusion reigns, as teams are deciding where to set up camp for the season. A’s staff and players have it relatively easy, since they can easily shuttle between Oakland and Mesa. Players often have offseason homes in Arizona. Other teams have more complicated logistics. Take always-an-Athletic Sean Doolittle and Eireann Dolan, who described their living arrangements, which included the specter of dual concurrent leases.

Whenever the season starts, it will be truncated and condensed. You might see many more doubleheaders (hooray!) and expanded rosters, perhaps six-man rotations. Gotta get the games in somehow. Fortunately, there won’t be anymore $250k baseball-to-football-to-baseball Coliseum conversations to plan this year, maybe forever. There is also the matter of the Raiders locker rooms. The A’s will have about two months between now and the start of the season. Should the team choose to keep all their training in Mesa, they can continue to use the old cramped clubhouses with few complaints. If they choose to move more of the team to Oakland before the official start of 2020 season, they’ll need the extra space. And while a scant two months is a tough timeline to hit, that should be enough to make sure the plumbing works, install new carpeting, and slap a new green-and-gold paint job on the joint.

Modern NFL locker rooms are vast, perhaps overkill for the A’s (photo: Flickr user rocor)

The benefits would be enormous. It’s a larger space to house the entire 40-man roster and camp invitees if needed. The facilities on that level are newer and more functional than the old baseball clubhouses (insert plumbing joke here). The team will still run the shuttle between Oakland and Mesa as needed. Parts of each football locker room could be cordoned off for press use or other functions. And outside on the field, Clay Wood and his stalwart crew can focus on keeping the turf and infield as pristine as possible without much worry about divots, dealing with the gridiron, or 300-lb. dudes trampling everything.

It’s no vaccine for the coronavirus. It could help the team be more competitive with the rest of the American League, and if the theme this year is to strike while the iron is hot, I can’t think of a better way to prepare for this season.

MLB Pushes Opening Day Another 8 Weeks

My only question is: Does this mean that the A’s can skip over the usual horrid start to the season?

 

Giants cancel 3/23 Bay Bridge Series game due to coronavirus, A’s decisions loom

UPDATE 6:43 PM– Oakland is also suspending 1k+ events.

UPDATE 2:20 PM – Alameda County is going the same way as SF.

A recent San Francisco directive to ban assemblies of 1,000 or more persons pushed the Giants to cancel the planned Bay Bridge Series game featuring the Giants and A’s on Monday, March 23. As the game is technically an exhibition, it won’t have any effect on standings, unlike the Warriors decision to play tomorrow’s home game vs. the Brooklyn Nets in a Chase Center devoid of fans. The A’s, who also have a planned Bay Bridge Series game and a weeklong opening homestead starting March 26, produced their own wait-and-see statement:

Those familiar with the normal Spring Training operations schedule know that there’s a big media meet-and-greet in the Bay Area prior to the start of the Cactus League schedule, followed by pitchers and catchers reporting in mid-February. After that is the start of games, then the split into major and minor league camps. Throughout the month of play fans of all stripes travel to Arizona to watch their teams and soak in the sun (not so much this week, unfortunately). Cactus League play ends a week before the regular season starts. That week usually includes one or two tune-up games like the Bay Bridge Series. At the same time, rehabbing players start extended spring training back in Arizona, while the major league players and staff moves to their regular season homes. It’s a fairly well-orchestrated set of logistics that, thanks to a growing pandemic, has been thrown into chaos.

As Opening Day rapidly approaches, the A’s will have to make key decisions on how to operate. Do they play their Bay Bridge Series game in Oakland? In front of a crowd? If Oakland adopts similar assembly restrictions as SF, there’s no telling what will happen. As the Bay Bridge provides that tune-up function, it’s worth asking if the A’s should host one or both games in Oakland sans a crowd.

In trying to figure this out I put together a quick poll with a focus on Opening Week, which the A’s traditionally play at the Coliseum:

It gets complicated, even more for visiting teams. The Twins were supposed to open the season in Oakland, the fly up to Seattle for a series. But the State of Washington is restricting events as well, which puts the Twins in a pickle. The Twins spring in Florida’s Grapefruit League. They don’t have a West Coast base on which to fall back. And they can’t realistically plan to play games in Minneapolis for the first week due to weather. So the A’s and Mariners have to adjust their plans to accommodate the Twins as well. Same goes for other California teams.

Here in Arizona, there are nine reported cases of coronavirus, including three this week. There isn’t the same widespread work-from-home strategy deployed in AZ as elsewhere, although there are exceptions. The coronavirus outbreak is relatively mild here compared to California or Washington. Normal seasonal warming here and in Florida may help limit cases of COVID-19. It may also come back with a vengeance after summer ends, who knows? For now, people here are still attending Cactus League games. As the virus spreads and more cases are reported, everyone from teams and players to fans and families have to plan and prepare for the worst. This is so much more than a game.

EIR will come out eventually (advanced thumb twiddling)

UPDATE 11:30 AM – The A’s are trying to respond to all the questions.

Can you imagine what this will be like if March comes and goes without delivery of the EIR?

The problem with this step of the process is that it’s opaque and inscrutable. So we wait.

ORIGINAL POST

Any day now.

I hope you readers understand why over the past several months I haven’t devoted many posts to the EIR process. Having read the completed reports for Levi’s Stadium, Earthquakes Stadium, and Chase Center, I wanted to wait until there was a finished (draft) work product for the Howard Terminal ballpark. And so we wait for that product.

Good thing we have spring training to pass the time. Until the report arrives, enjoy the spring. There’s plenty of other things to read. Or other diversions.

Gone Baby Gondola

2018 gondola route map (with older ballpark design)

Two related bits of ballpark-related news came out of FanFest over the weekend. First, the Chronicle’s Phil Matier picked up on the transportation study that shows that people will continue driving even if the A’s come to Howard Terminal, which belies the notion of an “urban” ballpark. On a related note, Oakland’s Department of Transportation is now downplaying the prospects of a gondola bridging the nearest BART station (12th Street/City Center) and the ballpark. After all the hubbub coming out of last year’s FanFest, this news is what I feared. Dave Kaval remains optimistic. I have my doubts.

I discussed the prospects of the gondola at length exactly one year ago. It saddens me that the discussion may end there, not so much because the gondola dream is dying, but because all parties seem to be satisfied with the current lack of solutions to deal with the last mile problem. The prevailing attitude seems to be that technology will solve the gridlock problem. Of course, it’s much more complicated than that.

Transportation Network Companies, from Uber and Lyft to bike and scooter share startups, are supposed to bridge that gap along with walking. Profitability remains off in the distance. Strategies are largely confined to waiting for a competitor to go under and become a default monopoly player due to attrition, then jack up fares to become profitable once the competition is gone. Another possible scenario is a merger to eliminate competition, which makes some sense given that many drivers work for both Uber and Lyft. When that consolidation occurs, and more realistic pricing emerges, we’ll start to see how many people choose ridesharing as an option instead of walking or taking a bus shuttle. The upshot is that it’s a very difficult game to make transportation that merely breaks even, whether you’re talking public or private. (Note: Not touching the impact of AB 5.)

This is the point where I have to point out (again) that the Giants’ ballpark deal in China Basin was made with SF agreeing to a light rail extension from Market Street to the ballpark along the Embarcadero. That won’t happen in Oakland. Perhaps a BART extension could happen once everyone figures out how and where a second Transbay Tube will be built (and funded). That probably can’t happen until 2050.

Take it or leave it for now

For the majority of fans who will be driving to Howard Terminal, they could reserve parking spots at participating area garages depending on how much they’re willing to pay and walk. There’s enough parking inventory in downtown Oakland to handle the demand. How fans react to longer walks to their parking spots or BART is the coming source of friction. If fans encounter a fairly tranquil day as has been experienced for the Jack London Square version of FanFest, they’ll be encouraged to keep going to games. If they see difficulty in game night traffic, the parking experience, the walk/shuttle, or a train incident blocks the way in/out, that could mean one or more fans or families that choose to go on a weekend instead of a weekday, or simply less frequently than they used to. However the A’s and the City/Port are pitching this, convenience is not the main selling point. It will be convenient for some who live in Oakland near the park or a short AC Transit bus ride away. The problem is that it isn’t an improvement for practically everyone else who lives in the East Bay. There could be improvements with the bus schedules, helpful for those who choose to take the bus. I could see more Amtrak trains and ferry service. None of those options help the rest of the East Bay, where most of the fanbase originates.

Baseball, especially in Oakland, is dependent on casual fans who choose to go on a whim instead of being season ticket holders. The A’s even modernized their season ticket plan to effectively encourage going on a whim. But it’s not a good trend if the end result is lower friction to buy tickets and higher friction to actually attend a game. Bottom line: the only infrastructure being planned so far is the transit hub, a single pedestrian/bike bridge, and the addition of bus lanes. To be honest, I’m confounded at how this passed as a first draft of the transportation plan. A’s fans, whether you live in Oakland or Concord, whether you’re young or old or need assistance, deserve better.

P.S. – I chose not to go to FanFest this year. The lack of news about the ballpark, combined with the minimal turnover in the roster, made it easy for me to look ahead towards Cactus League play. Speaking of which, the A’s brought back their Spring Training Pass for those fortunate enough to be in the Valley of the Sun for the entirety of the spring. Maybe this time I’ll be able to go to more than a few games.

 

United(?) Stakeholders of Howard Terminal

Earlier this week, the City of Oakland presented some findings related to transportation at Howard Terminal. While some of the observations were quite sharp, many of the proposed solutions were fuzzy and ill-defined.

Take this zinger for starters:

For a year or more, I’ve heard a ridiculous mantra, No one lives at Howard Terminal, which should pave the way for all manner of changes with few complaints. Problem is that impacts are not confined to the project site alone. The surrounding area is much larger and can suffer from being in close proximity. That’s the flip side to the economic improvements often claimed in stadium projects. Sure, Howard Terminal will get a lot of jobs. Is it worth the gridlock? The CEQA process is designed to help the public make an informed decision.

Squeaky wheel gets the grease, so to speak

To that end OakDOT has apparently decided to attack the gridlock problem by prioritizing certain types of traffic on specific streets in the area. Embarcadero West/1st Street has train tracks right in the middle of it, forcing rail activity there to take priority. A block north, A four-block stretch of 2nd Street is the location of a transit hub. Which sounds pretty exciting, until you scratch the surface and realize that it’s mostly a staging area for BART shuttles. That’s not stopping Oakland from full-on selling the hub’s prospects:

It’s Oakland’s version of the Transbay Terminal, except, not

There is talk of a potential BART stop there, though BART nixed any near term prospects. You can hope for 2050, which at the current rate of stadium aging is around the time that a Howard Terminal ballpark becomes obsolete. Bottom line, what’s planned is the stop for the bus bridge between the ballpark and BART, whether you’re talking about 12th Street/City Center, West Oakland, or Lake Merritt. Buses would line up along that stretch before turning onto a bus-prioritized Castro Street, then heading to one of the BART stations or the other parts of Oakland.

Bike traffic currently has 2nd Street as a designated route, which got the attention of bike advocates:

Strangely, 2nd Street is a designated bike route

Every redevelopment vision is going to have winners and losers, which makes it incumbent upon local government to work to protect the interests of those who can’t afford to buy their way out of the gridlock (hello, ridesharing). Keep in mind one of the bullet points above:

While BART serves a critical transportation role for communities of color, riders are disproportionately whiter than the residents around the stations

BART functions as a set of contradictions. It uses the same technology that powers metro subways, yet has less frequent, more spread-out stops and runs longer distances like commuter rail. For a long time it had those comfortable, e. Coli-infused wool seats. BART’s operational and spiritual hub is in Oakland, which makes it strange that the A’s and the City/Port are working so hard to propose a project that actively sidesteps it. Yet those contradictions make it difficult to justify an infill station nearby, as any slowdown in speed or efficiency within downtown Oakland could negatively impact ridership from the admittedly whiter suburbs.

Absent a direct connection to BART, HT proponents are pumping up that transit hub, limited as it is, and other solutions. As part of designating certain streets for certain types of travel, ballpark vehicular traffic is mostly confined to Market Street and Martin Luther King, Jr. Way.

Rush hour gameday traffic map is a huge visual improvement from the old LOS (level of service) charts

You may remember that last year there was talk of a new ramp to the Adeline overpass to help route cars to the Nimitz. Evidently that idea encountered some resistance from Port interests, as there’s no mention of the ramp in the presentation. That’s probably just as well, since the ramp would mix ballpark traffic with Port traffic, which trucking companies have been fighting to keep separated for some time. It doesn’t help that the ramp runs through Schnitzer Steel, another opponent of the ballpark. Are those measures enough to satiate all concerned stakeholders? As usual, color me skeptical. Project mode splits show that with the move from the Coliseum to Howard Terminal comes a shift in cars to downtown Oakland, a duh moment but one with surprisingly minimal planning to deal with it.

10,000 vehicles is 10,000 vehicles, no matter how you slice it. Thankfully, fewer than half are expected around the ballpark on gamedays.

Some infrastructure is planned. Again, whether that’s enough is up for vigorous debate. Consider the following legend from the pedestrian map:

The terms Proposed and Potential are the keys here. The pedestrian/bike bridge at Jefferson is Proposed. The vehicle/pedestrian bridge at Market is listed as Potential, as are some underpass improvements. Can you discern the difference?

You’ll notice a passing mention of the gondola above. You haven’t heard much about it since its splashy introduction a year ago. That should tell you how much traction it has. Whether it gets traction or evaporates like most non-traditional transit proposals, there still remains a big last mile transit hole that is being addressed with little efficacy. Not much new infrastructure is planned, other than the stuff the Port interests are pushing for. The above map shows a bus rapid transit station at 12th Street, a separate project from Howard Terminal. Presumably BRT would be expanded to include HT, effectively making the hub a nice BRT stop. The disjointed nature of how all of the various transit options (three BART stations, Amtrak, ferry, AC Transit) come close but don’t actually converge is rather disturbing, more than a year after studies started. Obviously, you can’t move a ferry terminal or the train stations, but that last mile problem remains vexing. The way to resolve it, as proposed, is to throw a bunch of rules, operational costs (buses), and gridlock at it. That doesn’t sound much like progress to me. I eagerly await the end of the month, when the draft EIR is scheduled for release.

Giles out as A’s COO to start own business

Fairly big news out of Jack London Square today:

Giles had been largely responsible for the subscription-style “A’s Access” plans that supplanted traditional season tickets, as well as other OOTB marketing ideas.

Next time you see Chris Giles he might be slinging a guitar instead of a bat

My immediate thought is that Giles was getting good feedback around baseball (and perhaps other sports) about how well A’s Access was implemented. He then saw a nice consulting opportunity coming out of that. His work, in the COO role, is more-or-less done for now. If Howard Terminal gets approved, which likely won’t be this year, Giles would be waiting like the rest of us for the next big steps. Chief Operating Officer was, for the A’s, created for Giles, so if Giles is replaced, I could see the A’s filling from within the organization or choosing not to replace Giles at all. Ron Leuty’s SFBT summary suggests that the A’s have a deep bench if the need arises.

Even if I were a huge Howard Terminal supporter, I wouldn’t be too concerned about the loss of Giles or some of the other organizational losses over the last few months. The A’s are, after a long period of running lean, growing a much larger sales and marketing side of the business. Some attrition is to be expected. As I’ve been saying throughout 2019, we haven’t hit the really difficult obstacles yet. Save your fretting for when those come up.