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“This is my no. 1 complaint about Muni. They really, really need to consolidate stops. I understand the tradeoff — that I might have to walk a block farther to get to my stop. But I will most definitely trade that for a faster ride.”
– megan allison In response to "Moralism vs. Utopianism--of Red Lights, Helmets, Bike Lanes and..."
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by Matthew Roth
The idea that the speed and free-flow of cars is the proxy that is being used across the state of California to measure whether a project is [environmentally] impactful is in the long run undermining the very quality of life [we] are working to protect. Continue reading »
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Michael
Perhaps it's a clever attempt to appeal to both bikers and committed drivers.
The guy looks fit, not like the pathetic caricatures of bike riders sometimes seen in such ads. That suggests he may be getting respect for being a healthy, adventurous biker. He needs a really good bank because anything less wouldn't be up to his high standard.
On the other hand, the bike is causing him to lean forward a bit, in a way that suggests it's a burden (and his legs are a bit to thin for him to be a paragon of fitness). To drivers, perhaps it suggests that the guy could use the help of a bank that might ultimately help get him into the driver's seat.
So there you go, it's an ad designed to make us see what we want to see, and to feel affirmed by Chase either way. Or, in light of their bailout, we should be encouraged that they're apparently not wasting money on intelligible advertising.
in response to Ad Nauseam: What Are You Implying, Chase?
John Murphy
Kudos to Dave Snyder!
in response to Today's Headlines
Pat
$300,000? I bet I could set up a better crossing then they are planning with a couple dudes at around midnight costing probably $100. Widen the curbs just before the crossing to slow traffic, raise the crossing area by around 5 inches and put blinking lights on the ground... Done!
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
Ciaran
Oh, and there I was thinking it was just sexual innuendo...
in response to Ad Nauseam: What Are You Implying, Chase?
Gillian Gillett
But a crosswalk where? I take my kids to Rolph Playground and alternate between watching the jaywalkers and watching my kids. People jaywalk to avoid the Chavez/Potrero (non) crosswalk as they are trying to reach Bayshore and points east, to get from park to park, and to avoid the (non) southern crosswalk at 25th & Potrero where drivers are looking north at oncoming traffic (not at crossing pedestrians).
I think Jeffrey is right in calling out that this is less than optimal urban planning. To design two youth-oriented recreational open spaces across freeway ramps from one another and only then "treating" the pedestrian environment is a wake-up call.
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
Jeffrey W. Baker
The problem, John Nuno, is it's a ridiculous instance of urban design. They build two parks across the street from each other, but you can't walk between them because of the freeway ramp that runs down the middle. When faced with the induced demand for pedestrian crossing, they should accommodate it with a crosswalk, not block it with a fence.
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
SimonSays
@John Nuno don't you know that pedestrians (and cyclists) do nothing in this city? Cars are to blame for everything, mmmkay?
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
elizabeth
Maybe they did choose carefully. Unemployment in Michigan is pretty high. Obama is photoed with now-employed construction workers in a depressed area, if not at the most news-worthy project. Financially speaking, Kalamazoo (the city adjacent to Portage) is particularly bad off. See everyone, the federal stimulus is helping people feed their families.
in response to Obama Falls Prey to Ribbon-Cutting Syndrome
John Nuno
Wait. So what's wrong this fence? I'm confused. I think this will stop 95% of the young kids and teenagers here from crossing into speeding traffic. I take my son here a lot and I've seen a few close ones already.
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
Shannon
EBBC has a great resource for theft prevention and reporting:
http://www.ebbc.org/?q=theft_prevention
I'm not sure if it's linked into the database referenced above, but it gets a lot of traffic and seems a good place to report your bike stolen.
I would love a place to report sad-looking bikes - the ones that appear to be prime targets, or that have already been stripped of wheels - and help folks avoid theft and/or donate their stripped bike pieces to Cycles of Change or some similar bike charity. Ideas?
in response to Making the Best of Having Your Bicycle Stolen
Steve K.
Whoops....here's the link....
http://www.nationalbikeregistry.com
in response to Making the Best of Having Your Bicycle Stolen
Steve K.
How about these guys for registering your bike?
in response to Making the Best of Having Your Bicycle Stolen
Fran Taylor
The nasty Cesar Chavez crossing came up at the March 25 meeting. Neighbors asked what discussion had taken place with the mayor's office about this dangerous crossing. We were greeted with a blank look and told that no such discussion at all had taken place. This lack of concern for genuine pedestrian safety and access shows that what the mayor really cares about is not inconveniencing drivers getting on and off the freeway with pesky jaywalkers crossing at a natural spot.
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
Josh
And let's not pretend the existing crosswalk at Potrero and C Chav is even remotely safe:
http://tinyurl.com/c2ayj9
The East leg of the three-leg crossing is a barely marked crosswalk across a blind corner of the off-ramp, where cars are still going 50 MPH or so. How is it even remotely acceptable to have children cross there?
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
mikesonn
Why not some traffic calming measures? Speed bumps, flashing light, a mid-block crosswalk?
in response to Eyes On The Street: Potrero Median Fence Is Partially Built
Charles Siegel
I do think it is useful to say that we are not against all suburbs, since being against all suburbs would just alienate most Americans. We are against auto-dependent suburbs, and in fact, New Urbanists have begun to build more walkable suburbs.
The earliest American suburbs were built before the automobile, based on public transit and on walking. See the picture of a streetcar suburb at http://preservenet.blogspot.com/2005/07/streetcar-suburbs.html and notice how much better it looks that today's suburbs because there are no cars parked on the street.
in response to Reaching Across the Urban-Suburban Divide
Clarence Eckerson Jr.
Really strange: London must be one of the most polarized of opinions of bike cities out there: I have friends that have visited or have known people who have lived there and there is either:
A) No cyclists anywhere, very dangerous to ride
or
B) Lots of good cycling, numbers up, cyclists everywhere.
I guess like almost any city it all just depends upon when you go, where you visit, time of year, etc. I guess I will have to just go check it out myself.
in response to Over the Pond
Andy B from Jersey
Uhhh....
Weren't there more cars in the Presidio when it was an active military base?
I'm no fan of hoards of cars but this sounds a bit too much like whining. I wish we had such good, adaptive reuse ideas for our old military bases here around NYC.
Hey, at least this is a good reason to expand streetcar service west, through the tunnel at Fort Mason and down to the Presidio.
in response to Enviro, Preservation Concerns Drive Opposition to Presidio Main Post Plans
Kassie Siegel
Please also sign the online petition asking Interior Secretary Ken Salazar to repeal the damaging Bush Endangered Species Regulations by the May 9th deadline: http://www.savethepolarbear.org/
in response to Public Hearing On Off-Shore Oil Drilling and Protection of Endangered Species
John Murphy
@Jeffrey Baker -
As transit grows in popularity, the political capability of transit advocates to get other sources of funding increases because the pool of voters who prioritize that funding grows. In theory anyway. The problem being that each additional voice from a rider is very soft compared to the voices of those who benefit from the status quo.
in response to California Cities Need A Predictable Fund For Transit Operations
marcos
I'd not look to the Human Rights Campaign nor California's same sex marriage advocates for lessons on how play politics to win.
Not only can we not get married, but queers throughout the heartland do not enjoy housing and employment protection even though the polling numbers have shown broad support for those life-critical rights over the past 15 years.
Hmm, why does that sound familiar, significant public support on your side, inability to move your agenda....hmmm....
-marc
in response to California Cities Need A Predictable Fund For Transit Operations
Colin
This is fantastic news. Not only will it be a great tourist attraction, a great recreational path, it will continue to decrease vehicle miles driven, reduce BART peak congestion, it should also decrease the socio-economic isolation that faces West Oakland. BRAVO! Now lets make sure it gets built!
everwhereatonce.blogspot.com
imagining urban futures
engaging urban landscapes
exploring urban histories
in response to MTC to Award $1.3 Million for Bay Bridge West Span Bike Path Study
Michael Scheper
A couple of months ago, I took part in a Day of Action against Prop 8 in Sacramento. It was organised by the Human Rights Campaign and put us face-to-face with lawmakers.
I'd love to see a similar Day of Action to support public transport in this state, and I'd happily take a day off to be part of it. Surely I'm not the only reader of this blog who feels that way! Hell, I'd jump at the chance to help organise it, if I can get help forom somebody a bit more experienced with this sort of thing.
in response to California Cities Need A Predictable Fund For Transit Operations
marcos
The tendency is that younger, healthier folks are the ones arguing for increasing the distance between bus stops to speed up service. Disabled advocates have repeatedly observed this and asserted that this is because there is not much downside for them to walk the extra block(s). I concur with this analysis.
I did not mean to imply that younger, healthier folks are not transit dependent, rather that the constituency supporting the idea of removing bus stops are not the ones most likely to be negatively impacted by it at this point in their lives.
There are articles of faith which have gained credence as means to speed up the system. Each one of them makes simplifying assumptions, assumptions which will get tangled up in the political process because they gloss over inconvenient truths.
Removing stops is one of them, and that is most likely to attract a legitimate Americans with Disabilities Act lawsuit.
Another is this notion that vehicles pulling back out into traffic are significantly delayed citywide, all the time.
When we look at the impacts of stops: approach, dwell time and reintegration into traffic, we need to do so empirically, based on the evidence and political considerations, rather than to take the assumptions of MTA staff as unassailable givens.
MTA staff took community input on their alignment plan, but apparently the public process for the TEP shut down prior to the discussion of stop "consolidation."
At the end of the day, the only reason why stops slow down a line is that they are getting used by people. If stops are not getting used, then they are not slowing down a line.
My bet is that the stops being considered for elimination are used but not often. If this is the case, then it is not out of the question that were other treatments put in place to speed up a line (TPS, vehicle investment from line consolidation, enforcement), more frequent service would mean that those infrequently used stops would not cause a problem for most runs, given that the infrequent users would be picked up by another of the more frequent vehicles. More intense service obviates the "problem" of too many stops.
But, no, it is not going to be okay to cut out "redundant" lines, lightly used but essential community service and stops, all three and expect anyone but commuters to be happy with the result.
-marc
in response to Streetscast: An Interview with MTA Chief Nat Ford, Part 1
marcos
I am curious how the Obama Administration arrives at the conclusion that funding transit operations is a local matter when climate change and emissions are not local matters and that dependence on foreign petroleum is not a local matter.
The fact is that any solution is going to have to survive the political process, and that means identifying viable new sources of revenue or viable existing expenses that can be cut.
They are not listening to us because we are not organizing numbers. There are captive audiences on transit vehicles that, if organized, could have transit advocacy compete with the labor unions for general fund attention.
-marc
in response to California Cities Need A Predictable Fund For Transit Operations
Rob
Nice post, Chris. As a daily cyclist and blogger here in London, I agree that there's been a rapid rise in the visibility of cyclists since 1999, and even 2007.
A figure being knocked about is a '91% rise in cycling since 2000', and it certainly feels that way at the traffic lights and on London's bridges.
As to what has caused the rise, I suspect it is *not* down to a single factor. The 7 July bombings and the recession are being touted by some as factors, but I think it's more subtle than that: the Critical Mass effect. As more people cycle, more people think it's OK to cycle - a self-sustaining, virtuous circle.
in response to Over the Pond
those dudes
Unfortunately this post doesn't offer anything that regular streetsblog readers don't already know. Why not offer some suggested solutions that advocates could rally around?
in response to California Cities Need A Predictable Fund For Transit Operations
Andy
I lived in London from 2005 - 2008, and cycled to and from work for most of the time. The key to survival on two wheels in London is to avoid traveling on main roads as much as possible. It's not as easy as it sounds, because unlike grid arranged cities it is nearly impossible to find you way without using main roads. Thankfully transport for london publishes fantastic bicycle maps that show roads with segregated cycle paths, roads marked for cyclists, and quiet roads that are preferred by cyclists.
https://www.tfl.gov.uk/tfl/roadusers/cycling/cycleroutes/default.asp
in response to Over the Pond
Dave
Marc,
Why do you assume that the young and healthy are not transit dependent? - it's not mutually exclusive
in response to Streetscast: An Interview with MTA Chief Nat Ford, Part 1
Jeffrey W. Baker
But would a gas tax be considered a stable source of transit funding? As transit grows in popularity it would naturally erode its own means of support.
in response to California Cities Need A Predictable Fund For Transit Operations
marcos
So I'm on the 33 headed out to the terminal at Sacto and Cherry. The operator has pulled into each stop fully and has not been contested by an auto when pulling into traffic.
Beware of "problems" asserted by the "waving of the hands" they become articles of faith.
-marc
in response to Streetscast: An Interview with MTA Chief Nat Ford, Part 1
Yokota Fritz
The Federal tax deduction against the sales tax charged on new car sales apparently worked in my apartment complex, where four of my neighbors bought new cars. Three of the new cars are, lamentably, SUVs.
in response to Sen. Mikulski Supports Car Tax Breaks While Transit Languishes
Yokota Fritz
You guys are indeed the best. Keep up the _fantastic_ work you all have been doing.
in response to Treehugger Names Streetsblog "Best Green Transportation Advocacy"
Seth Andrzejewski
Raise the Gas tax now! We should not be getting away with paying $2.20 a gallon for gas. Demand is inelastic and gas constitutes a small percentage of overall auto transportation costs.
in response to California Cities Need A Predictable Fund For Transit Operations
marcos
I am now suffering a gout attack. For those who advocate removing bus stops, please take a moment to contemplate the exquisite agony that is involved with trying to get the few hundred feet from my house to the closest 33 bus stop, and consider what doubling that would mean to folks with mobility impairments, be they permanent or temporary like mine.
Sure, I could ride my bike to the stop which translates the impacts into an ellipse, but try using a Muni bike rack if one of your feet can take you down in shooting pain if articulated improperly.
It should speak for itself that the only ones arguing for "consolidating" stops to facilitate commuter travel are younger and healthier, not mobility impaired in any way or otherwise transit dependent.
-marc
in response to Streetscast: An Interview with MTA Chief Nat Ford, Part 1
stroller46
Thanks for the interesting post, Chris Carlsson. I lived in London in 1971-2, and cycled to work across half of North London every day. I hated the car traffic (especially in the rain), but I have to say the drivers are good. I don't remember ever having a brush with disaster that wasn't mostly my own fault. I'm glad to see cycling has picked up some; I don't believe I ever waited at a stoplight with more than a couple of other cyclists, and that was rare. Mostly I rolled alone. Cities should be home ground for bicycles; cars just clog things up.
in response to Over the Pond
Schtu
London's Oyster Card is hands down the best payment system I have ever used in any metro city. It puts our timid translink to shame. Road around on buses all day with my Oyster card on my last visit, topped off the card so I would have enough to finish out the day. By the time I hopped on my last bus for the evening, the system had determined that it would have been cheaper had I purchased a day pass instead of individual trips, so it credited my account for all the bus trips I had taken that day and then deducted the cost of a day pass. Stellar.
I don't think I waited for more than 5 minutes for any bus. Most of my friends in London commute by bike, they are brave souls in my opinion....
in response to Over the Pond
Clarence Eckerson Jr.
Hey folks, keep voting! Right now LSI is winning its category, which is exciting. On another note, in the "People and Politics" section I just saw that Mayor Newsom is ahead of his counterparts in his category, which could set up an interesting vote for "Best in Show" later in the month!
in response to Treehugger Names Streetsblog "Best Green Transportation Advocacy"
Todd Edelman
Some ideas...
* Transport: Ban automobiles except for cross-streets from Van Ness all the way to Mission/Steuart. Widen bus/streetcar islands. Dedicated lane for cyclists, skaters and skateboarders. Give transit vehicles priority by enabling them to activate a green in their favor in order keep their schedule.
* Life between buildings: Soften the space with more grass areas, flexible/movable furniture for sitting, water features. When current contracts run out eliminate advertisement from bus shelters and other street level spaces (except for cultural and non-profit content) and ideally redesign all to have individual look. Create transport-free days or partial days: No transit, no cycling... just walking, playing and dancing. Redirect cross streets if possible on these days. Install separated recycling bins.
* Culture: Require all institutions which receive funding from the city (everything from the Opera to middle schools) to provide a certain amount of free performances or even hold rehearsals on the street.
in response to Streetfilm: Making a Better Market Street
Paul Dorn
Prohibiting through traffic would be a start. Creating a ped/transit plaza at Powell/Market, closing the street to cars between 4th and 5th, would be a great start.
in response to Streetfilm: Making a Better Market Street
Todd Edelman
Regarding the visualization above, what kind of meshuga idea is that for a bike lane? Between the buses and the median? As a cyclist, I would feel trapped, with no flexibility to check out the stores or PEOPLE on the side of the street. It also seems two narrow for two cyclists to ride side-by-side.
The bus lane is okay I suppose (though just a dedicated lane, not really any form of true BRT.) Nice street surfaces, though perhaps a little demarcation-heavy. Trees are green as trees should be (though don't forget what this will look like about six months of the year.). I don't see any permanent street furniture (and I mean for sitting, not for ads for cars being used to fund "free" bikes.)
The main problem of course is that a little over half of the non-pedestrian space is still dedicated for cars, and including the bus and bike spaces it is all about Holy Traffic Flow, the Omega Molecule of Throughput (and why not? This street seems to have some off-street parking, based on that large sign. So why have something that no one can get to?)
Clearly examples like this of "complete streets" are better than most current designs for the spaces between buildings, but if the starting pointing was the bottom of a latrine in Hell, a JCDecaux public toilet (provided in trade for ads encouraging people to eat too much) has to be an improvement.
Many of us had it pounded into our heads that a "complete breakfast" includes juice, toast, cereal milk and meat.. and a good deal of us eventually realized that this was NOT the case, that it was just a marketing slogan by the various involved industries. Similarly, in the current way that "complete streets" is used, cars are bacon and perhaps milk is the desire for flow...(at least for me as I am lactose-intolerant). Complete streets - along with its fully un-demarcated European first cousin Shared Space - is a car-preservation plan, i.e. a car-industry preservation plan. As my friend says: "Green capitalism will save us! we just need more astroturf PR scams to convince affluent white people that their street could have a more aesthetically pleasing arrangements of cars!" Indeed, this marketing plan is fully endorsed by the people who call themselves eco-friendly.
What I suggest is that a new starting point, a new definition of "complete", is that simple and peaceful place between buildings for people to meet, talk and play. Every compromise to move people faster (starting with bikes and then with trams, buses, etc. unless it makes more sense to put these underground) is understood to be something to make the street LESS complete.
in response to Livable Streets Promised Land
jdub
Mr. Ford understands the operational issues related to on time performance and reliability. A couple of points:
1. He indicated that he would like to remove bus stops but not right now because of the budget crisis. On the contrary, the budget crisis presents a great opportunity to introduce the bus stop consolidation plan since cutting stops increases efficiency and improves service, thereby increasing ridership. Presenting the issue as a choice between cutting bus stops system-wide or cutting a few routes entirely, the vast majority of people would likely support the bus stop removal option. So, instead of saying "Our budget forces us to cut routes in order to retain existing stops", he could say, "Our budget forces us to cut stops in order to retain existing routes". You might still want to cut some redundant routes while cutting stops.
2. "We know how citizens adhere strictly to bus-only lanes." This is a not a God-given situation. SFPD does not enforce bus lane restrictions because we as a city have CHOSEN to not enforce them in order to favor cars over transit vehicles even in designated bus-only lanes. It is a bit discouraging that Mr. Ford did not suggest that fixing this is one of his priorities.
in response to Streetscast: An Interview with MTA Chief Nat Ford, Part 1
Dale
I'm a volunteer for the Presidio's natural areas program and appreciate the coverage of this issue. Sounds like the art museum and expanded programming at the Main Post would result in additional automobile trips to the Presidio, and maybe even traffic lights at intersections such as Girard @ Lincoln. That would be a huge, negative environmental impact and no amount of photovoltaic panels or permeable surfaces would compensate.
in response to Enviro, Preservation Concerns Drive Opposition to Presidio Main Post Plans
Jamison Wieser
Work orders have their place. In many cases it's not practical or cost effective to have staff for something when there is an entire city department who's job it is. It essentially just contracting out a job like you would whenever you need a specialized service and work orders allow them to track how the money flows between agencies so it all gets accounted for in the various department's budgets. And tracking it over time might tell you if you'd be better off bringing the job in-house.
Done right, the work orders let us know where our money is going better. That is how this SFPD shake down of the SFMTA came to light.
in response to Streetscast: An Interview with MTA Chief Nat Ford, Part 1
p.th
nobody makes the same parallel in terms of the cost of maintaining the huge grandiose stations that are underground in Oakland and San Francisco. Suburban riders pay for those.
Blalock is an idiot. Where the hell does he think suburban riders are getting off? They're causing so much congestion in the "huge grandiose" stations that they've become the major bottleneck on system capacity.
As a city resident I have not, and will never, use a suburban parking garage. They have nothing to offer me -- not even Zipcars!
in response to BART Releases 2010 Budget, But Board Doesn't Debate Its Merits
mikesonn
Congrats! This is a great blog doing a great job. I look forward to the change you are going to be able to bring!
in response to Treehugger Names Streetsblog "Best Green Transportation Advocacy"
Josh
I generally like Mr. Ford, but I'm disappointed to see him roll over on these work orders. City agencies' budgets should reflect the costs of the services they provide. This practice of using work orders to shuffle the numbers around only serves to obfuscate the city's accounting.
I'm also concerned that this practice leads to the buck always stopping with the MTA. If Muni is getting a bill from every department under the rotunda, who are they sending work orders to?
Voters insulated Muni's budget from the grabby hands of the General Fund for exactly this reason.
in response to Streetscast: An Interview with MTA Chief Nat Ford, Part 1
poncho
enough is enough, charge them with obstructing government business.
in response to BART Releases 2010 Budget, But Board Doesn't Debate Its Merits
mikesonn
"Sometimes the future needs to look to the past."
Though, I like the service cut and Gavin ones.
in response to Caption Contest: Riding the Historic Streetcar
Michael
I'm not sure corporate sponsorship is such an awful sign, with regard to Sunday Streets. Last year, it was a struggle to get the support of merchants. This year, merchants are tripping over themselves to support this. Sunday Streets is a microcosm of the livable streets movement, and we're going to need to perform a similar operation more broadly to ever really achieve our larger goals.
in response to Today's Headlines