Today’s Headlines

  • More on Proposed Market Street Redo (SFChron, Curbed)
  • Will Market Street Restrictions Work? (Kron4)
  • Cashless Fares Coming to Cable Cars? (Hoodline)
  • SFMTA to Regulate Modern Jitneys (Hoodline)
  • Which Big SF Project is Most Important? (Curbed)
  • Another Depressing Fact About SF’s Housing Costs (Curbed)
  • Demand for Affordable Housing (SFExaminer)
  • Pedestrian Killed by Motorist in Candlestick Point (SFExaminer)
  • Boy Hit in Fruitvale Crosswalk Left Paralyzed (EastBayTimes)
  • Progress on Alameda Ferry Facility (EastBayTimes)
  • San Mateo Readies Transportation Sales Tax (DailyJournal)
  • Hyperloop Achieves 1950s Record Rail Speeds (MercNews)

Get state headlines at Streetsblog CA, national headlines at Streetsblog USA

  • “Which SF project is Most Important?”
    Wow, a Curbed piece filled with errors. What a shock. Sorry, but the M line doesn’t even run to the massive development taking place on the east side of town. The whole $2.5-3B notion of undergrounding this line west of West Portal is beyond ridiculous, especially considering the plan doesn’t even guarantee a connection with BART in Daly City. Nor will it generate much in the way of additional ridership or savings in travel time. Meanwhile, Geary, which needs a real transit upgrade, not BRT, remains the forgotten stepchild. This is what you get when idiots are in charge of transit planning.

  • thielges

    For those interested in the investigation of Amy Suyama’s death in Windsor last year, here’s an article about the ongoing investigation: http://www.pressdemocrat.com/news/6862111-181/investigation-into-sebastopol-cyclist-death?artslide=0

    At the time of writing (three months ago) there’s still no conclusive evidence about what caused her death. This was the case where Courtney Rudin was driving a pick up truck and passing a slow moving truck coming the other direction on a narrow road and in very close proximity to where Suyama was bicycling. Suyama crashed and died soon afterwards.

  • John Murphy

    Bart, I have a lot of opinions on this one but I can’t really print them. This one goes deep.

  • John Murphy

    It is always thus.

    How many projects with huge return could have been done with the Oakland Airport Connector money? By saving a billion plus in designing the SFO extension better? By either thinking big with the Central Subway or blowing it off. BART extension to Berryessa?

    It drive me nuts, with the exception of SMART, the big projects around the Bay Area that made the cut are the worst ones. Perhaps not unrelated also the most expensive ones.

  • thielges

    I’d certainly like to know your opinions. Mine is that at a minimum Rudin’s frighteningly close pass triggered the crash, if not outright caused it. We’ve all encountered people willing to play chicken. And when it is truck vs. bike, only one party’s life is at stake. Quite a lopsided game of chicken.

  • Expensive when built and more expensive when corrected down the road.

  • Joe Brant

    Expensive flashy projects mean that politicians win by having nice ribbon cutting ceremonies, and contractors win the big bucks. It’s time to organize and hold our elected officials accountable.

  • Jeffrey Baker

    I used to be pretty down on BART to San Jose but now I’ve changed my mind. The only way to increase ridership levels, and thereby profit from the investment in BART, is to attract riders on an origin-destination pair not including San Francisco. San Jose is the only really suitable target. With TOD up and down the East Bay and a station in San Jose, BART ridership can increase dramatically.

    Plus, VTA is paying the bills.

  • (1) Ridership predictions are always rounded up. BART claimed the SFO extension would bring in thousands of additional riders and were way off in their calculations. Muni expects 75,000 riders to use the Central Subway. Not by a long shot.
    (2) San Jose is the largest city in the Bay Area, but will only get a couple stations. Given the concentration of jobs outside of downtown SJ, riders using BART to commute would require a transfer to VTA. And we all know how wonderful of a system VTA is.
    (3) You want profit from BART? Build it through the Richmond district and under 19th Ave to Daly City BART, connecting 2/3 of SF within a few minutes of a BART station, cutting travel to downtown by 75%, and connecting more people to Caltrain at Millbrae. Provide incentives for companies to build adjacent to stations, rather than huge, isolated, car-oriented office parks.

  • John Murphy

    I’m referring to the political machinations after the crash.

  • Jeffrey Baker

    This is going to sound kinda odd in this forum, but I feel like those parts of San Francisco aren’t urban enough to justify the investment. I’m actually feeling that TOD in greenfields in Union City, and the existing highly walkable, highly liveable built environment in downtown SJ, is actually more throughly urban and more deserving of train service than the semi-urban sprawlscape of the Sunset.

    Google is already talking about consolidating into a million sq. ft. of space right on top of Diridon. People are still building disgusting office sprawl all over Milpitas, Santa Clara, etc but the employees all hate it and the freeways can’t deal with it. The era of that kind of office is already over, even if the construction companies haven’t got the memo.

  • John Murphy

    Now take the same funds and pimp out the Capitol Corridor instead. What do you get?

    I don’t know what it would actually cost but it was never studied. But the alignment of that line goes through the Golden Triangle directly, extends to Sacramento, and could run to Gilroy or Salinas without added ROW.

    I fear the BART line in SJ will suffer the same fate as the SFO extension, because it loops around Berryessa it will end up being a curiosity. When Caltrain is electrified, who will want to get off Caltrain and take BART to SF? Unless you are going to Balboa/GP/24th, it’s a net loser.

  • murphstahoe
  • Jeffrey Baker

    I’m not sure that amount could electrify and double-track and grade separate CC. Even if it could you’re still talking about a train that serves mainly parking lots and a literal salt mine.

    When BART punches through to Milpitas I probably never going to ride CC again.

  • Those parts of SF are urban enough (and can certainly use some more height in places to make areas around transit even more robust) and need faster, more efficient and more integrated transit.

  • thielges

    Right, BART->SJ can’t compete with Caltrain for trips to SF even in its current diesel mode. But it will be useful to move commuters between the east bay and silicon valley. All that traffic on 880 and 680 indicates demand.