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Pressing on

By Lisa Provence

Long before the pandemic further slashed advertising revenue, newspapers were in distress. Ad dollars are being sucked up by huge corporations like Google, which made $4.7 billion in digital advertising on news sites in 2018, almost as much as the $5.1 billion every single U.S. news outlet combined made that year.

Add to that corporate takeovers of once venerable media chains that continue to gut newsrooms. 

“As long as financial groups like Alden Global Capital treat newspapers as commodities, rather than the bread and butter of democracy,” says UVA media studies professor Christopher Ali, the future of the daily newspaper looks dim.

Charlottesville’s local media is feeling those shifts. Around town, established media outlets are trying to adapt, with varying levels of success. Meanwhile, two veteran reporters launched or expanded their own Substack news sites during COVID-throttled 2020.

“The thing I continue to see is the ongoing evisceration of the Daily Progress,” says Ali, who is on the board of Charlottesville Tomorrow. “I continue to see the decline of the newspaper of record.” 

The Progress has been struggling since it was owned by debt-laden Media General. When Warren Buffett’s Berkshire Hathaway Media Group bought the chain in 2012, it was seen as a lifeline to the shrinking paper. But Buffett was not the white knight journalists had hoped, and after declaring newspapers “toast,” he sold 31 dailies to Iowa-based Lee Enterprises early last year.

And, like other corporations that unload newspapers’ real estate, BH Media is selling the Daily Progress building on Rio Road and leasing back a portion of the building to the paper, publisher Peter Yates announced last week.

Lee is known to squeeze out profits through layoffs and consolidations. Even more chilling for those who care about their local newspaper, hedge fund paper-killer Alden Global Capital owns 13 percent of Lee. In April 2018, before Lee took over, the Progress had 26 staffers. Today it has 15 in the newsroom.  

For the staffers at the Progress, adapting to the changes in the national media landscape meant forming a union, the Blue Ridge Guild, which signed a contract with Lee last April. 

The union wasn’t enough to keep the paper’s copy desk from going to Midwest. Nor did it prevent already low-paid employees from being furloughed without pay for two weeks last year. Nor were vacant positions, like a dedicated UVA reporter, filled.

“The biggest difference? We don’t go to work every day with the existential dread we’ll be laid off,” says Guild president Katherine Knott. 

The contract guarantees two weeks notice and four weeks severance. “That’s as big as we could dream,” says Knott.

With the reduced staff and fewer reporters assigned to beats like UVA or health, a lot of the Covid-19 coverage has been done by committee. “Maybe that means a meeting doesn’t get covered,” says Knott.

“I feel like local news was not in a sustainable situation before the pandemic,” she says. “The pandemic has exacerbated that. I’m not an optimist. I hope Lee figures it out. I hope someone figures it out.”

Daily Progress editor Aaron Richardson declined to comment.

It’s no secret that Charlottesville’s other print newspaper, the one you’re reading right now, has also seen advertising revenue fall as local businesses have been hurt by the pandemic. Coronavirus was a “nearly perfect weapon against alternative weeklies,” reported Nieman Lab this spring, and in June, C-VILLE laid off six employees. 

Since then, the paper has continued publishing, and started a membership program. “It’s a way for readers to support local journalism,” says publisher Anna Harrison. “We had people reaching out asking how to help. Lots of other alternative papers are doing this—at least the ones still in business.”

Harrison says the paper has over 100 paid memberships, and more than 9,500 readers receive its weekly newsletter. The memberships don’t add that much to the bottom line, she says, but do help pay for photographers or freelance reporters—and they’re a way to engage readers.

The memberships don’t surprise Ali, who says local news weeklies and dailies “have to experiment with different revenue models because the advertising revenue is not there.” For example, ProPublica seeks funding to pursue certain articles, he says. Hosting events is another way papers have sought revenue.

Harrison bucks the trend of those who see advertising-supported print as doomed. “I think the majority of our revenue will continue to be in print once things open up again,” she says. C-VILLE’s circulation fell in the early days of the pandemic but has trended upwards since.

At the same time, some independent writers are changing the way they operate. Dave McNair, a former Hook reporter, started his DTM news site in 2012. Last year he switched to subscriptions and was surprised how many people signed up.

“There’s definitely been a shift in things,” he says. For a long time, “‘paywall’ was such a dirty word. Things have changed and people are willing to pay subscriptions. That saved the New York Times.”

Other changes McNair has seen since the Hook closed in 2013? “A lot of information comes directly from sources,” he says. “We didn’t have to deal with a mayor with 4,000 Facebook followers.”

He points out the reach activist Molly Conger has with her 104,000 Twitter followers. “C-VILLE Weekly has 16,000. The Daily Progress has 35,000. She has more followers than local media.”

McNair is not a believer in traditional print revenue models. “I don’t see how you can make any money on print advertising,”  he says. “I think the corporate ownership model is doomed. You see how it affects the people who work [at the Progress]. They have to use their energy to fight their employer when you’re not even making that much.” 

And he notes that the Daily Progress Twitter feed includes no local news. The paper’s digital content coordinator was laid off in September.

What the DTM brings to local news—besides McNair’s institutional knowledge—is a zestier writing style than more established media. In a recent story in which Charlottesville Police Chief RaShall Brackney took to task the Unitarian Universalists Church of Charlottesville for alleging racial profiling, both the Progress and C-Ville headlines said the chief “refutes” the church’s claims. The DTM described Brackney’s comments as a “blistering rebuke.” 

McNair declines to say how many subscribers he has, and he isn’t giving up his day job.

Former Charlottesville Tomorrow reporter and Piedmont Environmental Council land-use representative Sean Tubbs did give up his day job. He was working on a podcast with PEC’s blessing when the pandemic began, and by summer, he felt a need to get back to work as a journalist.

He’s been delivering a podcast and newsletter on Charlottesville Community Engagement five days a week. “Initial interest was enough to help me take a leap of faith,” he writes in an email.

Tubbs has doubled down on covering the pandemic locally, as well as covering government meetings. He says he brings “years of experience covering municipal government, and a renewed interest in documenting how this community gets through the next set of challenges.”

Tubbs’ Patreon account has 75 contributors. “That’s just one of many sources of revenue,” he says, listing his Substack platform and sponsorship opportunities. “The audience is growing slowly, and I’ve demonstrated I’m here to do this work.”

While he declines to say how many subscribers he has, Tubbs offers that he has produced more than 130 newsletters and each is read by around 500 people. 

Veteran reporters deciding to go it alone is “something we’re seeing a lot of,” says Ali. “The challenge with these startups is not professionalism and is not gusto. The problem is sustainability.” Burnout and financial sustainability take their toll, he adds.  

Tubbs does not plan to remain a single-proprietor news shop. “My hope is to be able to hire people in the future, and train younger people in the kind of civic journalism I believe every American community deserves to help restore our democracy,” he says. 

The one news org in town that seems impervious to pandemic pain is nonprofit Charlottesville Tomorrow. Founded in 2005 by deep-pocketed donors to focus on land use, community design and transportation, Charlottesville Tomorrow has expanded its purview.

“We did rewrite our mission to become a public service news entity for the whole community rather than focus on land use,” says executive director Giles Morris, who used to be C-VILLE editor. 

Charlottesville Tomorrow partnered with In My Humble Opinion radio show that covers issues affecting the local Black community, and with Vinegar Hill Magazine, which supports a “more inclusive social narrative,” to form Charlottesville Inclusive Media.

“Charlottesville has a big gap in trust between the Black community and legacy news organizations,” says Morris.

The inclusive mindset and partnerships have paid off in grants, including $150,000 from Google GNI Innovation Challenge, $35,000 from Facebook Journalism Project and $23,000 from Charlottesville Area Community Foundation.

“We didn’t have the disruptions in our revenue like others did,” says Morris.

The nonprofit model seems to work well in a town like Charlottesville, with a large, highly educated donor class. In 2018, Charlottesville Tomorrow’s revenue was around $500,000. Now it’s $700,000. “This has been our best year,” says Morris. 

And Charlottesville Tomorrow is hiring. Its ad for a community engagement reporter with a salary range of $50,000 to $60,000 has certainly caught the attention of local reporters stuck in the $30K salary range.

“Someone has to pay for reporters,” says Morris. “We believe in journalism” and the importance of its role in a democracy, he says.

“I think Charlottesville Tomorrow is doing exactly what a local news organization needs to do to be local,” says Ali. “They’re clearly being rewarded for that. They’re hiring and they’ve doubled down on local news. No one goes to local news to find out about Afghanistan.”

Among the publications thriving in their own space is Vinegar Hill Magazine. “I wouldn’t call Vinegar Hill Magazine boutique,” says its content manager Sarad Davenport. “I’d call it bootstrapped.” The quarterly publication started as a two-page newsletter to tell the stories that otherwise wouldn’t get told, and has seen an increase in advertising. 

“We’re in a different galaxy from other news organizations in how the pandemic has affected us,” says Davenport. “Some people have lost a lot but we never had anything.”

Charlottesville is a “pretty news-hungry area,” he says. “Everyone is settling into its niche. The publication struggling with that is the Daily Progress.”

He suggests local news orgs think in terms of “coop-etition” and cites the groundbreaking, now-defunct agreement between the Progress and Charlottesville Tomorrow in which the paper ran CT’s coverage of government meetings. That, he says, was the “intersection of competition and cooperation.”

McNair similarly says that  teamwork could be the key to keeping local news in business. He suggests individuals who have created huge platforms online could team up to form a local digital subscription platform. 

“People are hungry for real independent news,” he says.“They’re willing to pay for news now moreso than in the past.”

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Take the bus: Is this public transit’s moment?

Charlottesville is a growing city. We’ve added 5,000 residents since 2010, with another 10,000 in the county. And by 2040, projections from the Weldon Cooper Center for Public Service show an additional 6,000 people in Charlottesville and 33,500 in the county (roughly), bringing our total population to more than 196,000.

Now imagine if all of those people are relying on their cars to get around. The typical suburban household generates 10 vehicle trips per day, according to the Institute of Transportation Engineers. Without an efficient public transit system, our traffic and parking problems—not to mention greenhouse gas emissions—are likely to get much worse.

Transportation makes up almost a third of the carbon emissions generated within the city limits, says Susan Elliott, Charlottesville’s climate protection program manager. Investing in public transit will be crucial for meeting the new, more ambitious climate goals that are currently being set by the city, county, and UVA. And in addition to helping manage traffic and greenhouse gas emissions, public transportation can also reduce household costs, and is vital for those who can’t afford a car.

Charlottesville wasn’t built around mass transit, but as the city evolves and rethinks its ideas about density, we also have the opportunity to support a 21st-century transit system. And now might be just the right time. In 2017, the area’s planning district commission created the Regional Transit Partnership to help our patchwork of transit systems work better together. The city will soon hire a new director for the city-owned bus service, Charlottesville Area Transit, and other developments make this a promising moment for public transportation. 

While systemic change is needed, it’s also up to individuals to change their habits and commit to making fewer trips by car.

“Setting a personal goal, like to avoid driving one day each week, could help people have an impact and transition into being comfortable with other available options,” Elliott says. To hold myself accountable and inform the work I do at the Piedmont Environmental Council, I’ve spent the last month retraining myself to go as car-free as possible.

After some growing pains, I learned how I can make Charlottesville Area Transit work for me. Now, I want to help others figure out how they can change their commute and to help our localities and institutions find solutions for others. For those who live outside the central core of Charlottesville, that will require a better regional bus system.

Environmental advocate Sean Tubbs embarked on a month-long experiment to ditch his car and rely on public transit to get around. Photo: Eze Amos

Declining ridership

I bought my house, near Buford Middle School, in 2008, in part because there was a CAT stop six houses away. For five years, I frequently took the bus to work, a mile and a half away from home. I could get there in 15 minutes.

But in 2013, City Council approved a major realignment of CAT routes in order to increase the efficiency of the buses. The intent was to make routes more direct, but the changes coincided with a ridership decline that continues to this day.

In 2013, CAT reported just over 2.4 million trips to the U.S. Department of Transportation. By 2017, that number had fallen by nearly 9 percent. Ridership on all CAT routes declined another 5.35 percent from December 2017 to December 2018.

My decision to stop riding is reflected somewhere in those numbers. What had been a fairly straightforward journey to work became difficult and confusing. Rather than a straight shot downtown, Route 4 now looped around UVA hospital. Route 6 took 30 minutes to get downtown. Driving became the default, a choice I could make because my former employer paid for my parking pass.

It is conventional wisdom in transit planning that people are more likely to take the bus if they can simply go to a stop where a vehicle will come along every 10 minutes. However, expanding the system to run buses more often takes money.

Better road ahead

One reason that hasn’t happened is that for years, the region’s public transportation scene has been fractured. Charlottesville Area Transit, which had a budget of $7.42 million in 2017, has been owned and operated as a branch of city government since 1975. Albemarle County pays for service on several routes but has traditionally had no formal say in how the agency operates.

JAUNT, a public service corporation founded in 1975 to provide mobility to senior citizens and those with disabilities, has evolved over the years to also provide commuter routes from outlying counties.

And University Transit Service, the bus system at UVA, is its own separate entity, providing high-frequency service in a 1.5-mile area.

A previous attempt to merge all three into a Regional Transit Authority was aggressively studied at the end of the last decade, but the idea did not become a reality, in part because the General Assembly refused to allow a referendum on a sales tax increase to pay for expanded transit.

But the new Regional Transit Partnership, combined with other recent encouraging developments, could finally put us on the road to making mass transit a viable alternative to driving a car.

In recent years, JAUNT has launched a series of ambitious routes to bring additional service within Albemarle County’s development area. These include an early morning and late afternoon hourly service to Hollymead Town Center called the Route 29 Express, as well as a public route between the University of Virginia Research Park and Grounds. The latter even offers wi-fi.

On August 5, JAUNT is expected to launch service between Crozet and UVA Grounds via Charlottesville. This is the first of several new commuter routes the agency hopes to begin. 

Public transportation factored highly in the final report from UVA President Jim Ryan’s University-Community Working Group, with calls for greater regional cooperation—a move that would be welcomed by city and county officials.

City Councilor Heather Hill, a member of the regional Planning and Coordination Council, says it’s important to look at the role UVA plays in our transit system, given how many of its employees and contractors come into the city from across the region. And Albemarle County Supervisor Diantha McKeel says UTS can help with data on where people live and where they’re going, to help the partnership determine community transit needs.

But as someone who wants to reduce driving now, I realized I had to adapt to the system we have. I bought a 30-day pass for $22 and began my experiment.

Rethinking my commute

I started with the closest Route 4 stop, up a steep hill on Cherry Avenue. I used CAT’s app, which is supposed to allow riders to see when the next bus will arrive. Unfortunately, the tracking software that runs the app isn’t very precise. I would walk out of my house, check the app, and begin the trek to the stop, confident I had several minutes before the bus arrived. On at least two occasions, however, I watched the bus blow by the top of my street, even though the counter still told me I had minutes to spare.

Inconvenience will stop people from trying transit, and in years past, bad experiences had convinced me to not even bother to try. But with my rising concern about climate change, I knew it was up to me to take some time to learn the system. Eventually, I realized I should walk to another spot on Cherry Avenue, where the bus was more likely to be stopped at a traffic light, giving the app’s counter time to catch up. That also built a 10-minute walk into my commute, which is good for my health.

On the first day I had my pass, I made it a challenge to meet JAUNT director Brad Sheffield at Stonefield by taking the Route 8 bus. It took me just under an hour to get there from my house, and that included a brief pit stop to get a coffee downtown while waiting for a transfer. As I rode down Hillsdale Drive, I could envision the redevelopment of shopping centers into more homes and businesses closer to our core.

Sheffield is taking a customer-centered approach that’s worth listening to and emulating.

“We have to inform residents about all aspects of their transportation choices at the moment they are making the choice of which mode to use,” Sheffield said. “We have to go beyond simply comparing a bus route and schedule to travel time of driving a car.”

In other words, we need to consider all the benefits of public transit (and all the costs of driving). In my case, technology used by CAT has helped me get my commute down to about 20 minutes. That’s still twice as long as driving, but I don’t have to worry about paying for parking, I’m saving money on gas, and I’m getting some exercise.

On other days, I experimented with new routes to see how long it would take to get to parts of Albemarle as a passenger, reacquainting myself with the landscape. One day I took the Route 10 to Sentara Martha Jefferson Hospital to meet with planners in Albemarle to talk about the future of Pantops. My conversations about land use have changed significantly now that I see the world a little differently as a bus passenger.

But I also experienced how inconvenient it can be when the system is disrupted. On the day of the Charlottesville marathon, I had planned to take the bus as far north on U.S. 29 as I could go, so I could go on an urban hike. However, many routes were canceled to make way for the race.  If I had to rely on transit to get to a job in the same location, I don’t know what I would have done.

On one Thursday, I used Route 9 to travel to a Little League game at McIntire Park. The journey to get there took much longer than I would have liked. Thankfully, the game ended before the final bus was scheduled to leave the YMCA at 8pm, so I wasn’t stranded. But the family of six I met on the bus who was traveling to the Dogwood Festival wasn’t so lucky—they had to take a cab home.

In 2010, 11% of households in Charlottesville and 6% of households in Albemarle County did not have a car. Source: Charlottesville Transit Study, 2013

What’s next

After a month of taking the bus, I feel much more in tune with what’s going on around me. I’ve managed to figure out how to learn the rhythm of the system in order to navigate it so I can drive less. I have bought a second monthly pass.

But not everyone is willing to spend 30 minutes or more on a commute that would take 10 minutes in a car. And what about those who don’t live near a bus route? After years of monitoring land use and transportation issues in this community, I feel we have a golden opportunity to make a serious push for a better regional system.

As the city prepares to welcome Tarron Richardson as city manager, and as the search for a new CAT director begins, the system has an opportunity to adjust to meet the needs of those who want to take public transit.

In the near future, there is a lot of behind-the-scenes work going on to ensure the buses run much more smoothly. The regional partnership’s first major success is a funding agreement that will give Albemarle a more transparent look into how Charlottesville calculates the cost of providing service in the county. Such a move should inspire Albemarle to have more confidence in the system, and then more funding for more routes to expand coverage.

Another step forward would be greater integration between the University Transit Service and CAT, so areas of Albemarle and Charlottesville like Ivy Road continue to be served when the University is not in session.

And advocates would like to see further study of a route that connects Harrisonburg and Charlottesville, to provide an alternative to the thousands of people who commute every day from the Shenandoah Valley. The idea was looked at by area planners in 2017, but an initial effort to fund a pilot project was not successful.

But most importantly, we need a regional system that works together for the purpose of moving people across the region.

For this to happen, our transit systems must continue building working relationships. And we, as individuals, can work on changing our habits.

Since challenging myself to get out of my car a month ago, I’m experiencing Charlottesville in a much more human way. If I’m stuck in traffic now, at least I’m not driving. I don’t have to worry about where my car is parked, and my employer doesn’t have to pick up the tab.

I don’t plan on selling my car anytime soon. But relying on it less is possible, and I encourage you to give it a shot if you can.

Sean Tubbs covered land use and transportation for Charlottesville Tomorrow for many years. He currently works on smart growth issues for the Piedmont Environmental Council. You can follow his transit exploits on Twitter @seantubbs.