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    Aaron Bialick

    I added ACS stats on total household car ownership in the article so as not to give the impression that we’re “obscuring the big picture.” As Michael noted, the 2013 SFMTA Fact Sheet cited those stats incorrectly.



    Fascinating comments by the ‘You Must Own a Car’ lobby. I trust you’re not all auto dealerships. Regardless, our car-centric world is changing. This is being lead by the Y Generation. So, Mr and Mrs Negatory wake up and smell the coffee.



    Sorry, can’t do that. Have called them out (carefully) in the press and in meetings but this isn’t the place to do so.



    Thanks for your concern, Sanfordia113. It happened out-of-state and I decided that the same scenario would have been much less likely here (I had to so I could get back on a bike in SF ;-) There was a police report but, as that is a ‘no-fault’ state, filing against the driver would have just yielded headaches and even more paperwork. The driver had made a stupid decision, in the thrall of what I call ‘The Accelerator Pedal Imperative,’ i.e. Speed is good; I’ve got the power and I’m gonna use it.
    Here’s the good news: those of us who are fit – like cyclists – recover much more quickly* In a follow-up visit 4 days post-crash, the surgeon asked if I could stand and when I easily did so without using the walker, he laughed. I was puzzled until he explained that I was at the extreme top end of the post-op mobility spectrum, that he almost never sees that, and that I’m physiologically decades younger than my chronologic age. I’ve worked with many cowboy-surgeon types. Most use finely-honed skills and scalpels but otherwise proceed with breathtaking bluntness). His assessment gave me a needed boost then, and I boast about it now because the recuperation period in between was a hell I would not wish on anyone.
    I’ve been extremely fortunate but far too many are not and reminding myself of that at the lowest points in my efforts to improve mobility in SF, has helped fix my resolve to continue.

    *Discipline and diligence with rehab help :-)


    Conor Johnston

    Aaron, since it didn’t come up through the Board, she’s not on DCCC, etc., there hasn’t yet been much of a public opportunity for Supervisor Breed to discuss Prop L. But as I hope anyone who knows her record can surmise, she obviously and unequivocally opposes it.

    I’m texting Peter Lauterborn to ask him to officially add her (and me) as No on L endorsers.

    Conor Johnston, Leg Aide to Sup. Breed



    The wording of the ACS data is unclear. The numbers are a percentage of workers 16 and over with “no vehicle available”, “1 vehicle available”, etc. It doesn’t specify ownership. So while the percentage without access to a vehicle decreased in the survey, do we know how much that reflects increased car ownership vs increased car availability via car sharing?



    Sorry for posting 2 years late, but doesn’t it look like the pedestrian is walking with a cane (possibly even one-legged)? Incredible!



    Not half… should be 10x, and a lifetime ban from driving. That would be equitable.



    It is unfortunate that people entrusted with the fiduciary duty of the D.A.’s Office perceive any death involving an automobile to be an “accident.” If your car assaults another object or being, you are at fault for driving too fast for the conditions and should be held 100% liable.



    Any update on what happened to David Mark Clark? Last news article I could find said he was pleading insanity. Interesting that his lawyer was Brendan Conroy, who Governor Brown has since appointed SF Superior Court judge and was the man who allowed 119- time woman beater to avoid jail. This judge/defense attorney is bad news. Next time he is up for election, we need to vote him out. No telling what he will do when the next cyclist victim (or deceased victim’s family) is before him in court.


    Michael Rhodes

    The graphic is all about addressing people’s concerns about growth and increased traffic, demand for parking, etc. As it shows, our shift towards lower vehicle ownership appears to be making it possible to grow without adding many vehicles. It ultimately doesn’t matter whether that’s because new residents don’t have vehicles or because existing residents are selling them. It’s probably more of the former than the latter, but it’s definitely some of both.


    Michael Rhodes

    That is the point I intended to make. I certainly didn’t want to trick people — hence including “net increase” in the title, which indicates this is about new households, not about the total population. I also asked Aaron to explain this in the article, which he did quite clearly.


    Michael Rhodes

    DMV vehicle registration data isn’t very accurate. People often don’t update the address on their vehicle, among other issues. I suspect there’s also some lag in their reporting. The data ultimately isn’t design for analysis at this fine grain, unlike US Census data, which tells you exactly what the margin of error is.


    Michael Rhodes

    In that case, you are part of the statistic, since (as the figure states) it’s the “net increase”, i.e. including existing households that sold vehicles (which could be offset by new households that have vehicles).


    Michael Rhodes

    It’s US Census data, so it’s collected by door-to-door survey workers. Agreed, DMV data for the address of vehicle registration is very inaccurate for a number of reasons, so I don’t generally trust it.


    Michael Rhodes

    The SFMTA fact sheet data is incorrect. They are aware of this and are in the process of correcting it. The source for the data they cite (3-year-average ACS data) is here:

    As you can see, the actual share of households with no vehicles is 30.7%.



    SFMTA issues an annual Transportation Fact Sheet. They list the number of households without a vehicle using ACS data
    in 2010 was 30.3%,
    in 2013 was 21.0%

    The author wants thinks he can mislead the readers by obscuring the big picture.

    SFMTA fact sheet shows the number of households that own two cars
    in 2010 was 21.2%
    in 2013 was 28.1%.

    The author writes “SF has actually seen a net decline in two-car households since 2000 despite growth in total households.” This is the complete opposite of what SFMTA says.

    We can’t trust what M Rhodes writes. He hides sources. And is more interested in distorting facts to prove his points.



    Is this the household survey performed by door-to-door survey workers? Does this survey data include car ownership self-reporting, or is that figure obtained from DMV records? If the latter, it is an inaccurate representation, as many people who bought or inherited a car before living in SF do not bother to re-register the vehicle license, because doing so will not only increase vehicle license fees, but also increase insurance premiums.



    Do tell, who threatened to withhold liquor licenses? This “civil servant” needs to go to jail, after being fired.



    Let’s hope the maxim holds



    Sorry to hear about your hip. Has it healed? Did you file a civil suit against the driver? What was the outcome?


    Upright Biker

    So, @donsf2003:disqus how could I be so unethical as to suggest that block-numbing parking structures could be built right in our quaint little neighborhoods? How about the one a few blocks from my house in North Beach? Real beauty, eh?



    They say “don’t become a statistic”, and I guess I didn’t, since I didn’t join a new household in that period of time. But I did sell my car and go car-free in 2009. So there’s that.


    Upright Biker

    While I really wish I could take this story to heart, I don’t know how to reconcile it with the DMV stat covering essentially the same period showing vehicle registrations in San Francisco going up by about 10,000 cars.



    The article is addressing a common argument about urban policy that every new housing unit should require a new parking space because one household = 1+ new cars. The point of the article is that SF has been adding housing while the number of cars has only increased by 1/10 as much.

    Agreed that the graphic is misleading, but I don’t think the intention of the author was to trick people.


    Dave Moore

    For details on the number of households see

    I accidentally used a slightly inflated number of 350K. That was units but only 329,700 were occupied in 2000. So it’s a 3.34% increase over 12 years, still less than 3/10 of a percent per year.



    I do not know anything about the politics about which you all have commented on here, but I would like to submit my thoughts about Polk St. and the initiatives to provide safer biking, with the concomitant loss of parking spaces. I have lived in SF for nearly 40 years and the Polk St. corridor is one of my favorite neighborhoods, because much of it has resisted gentrification, its businesses are mostly composed of small enterprises with a decent diversity of styles and offerings. While I do not bike anymore, I am in favor of safer biking conditions for those who do, and I abhor the increasing traffic year after year and the degradation of our environment (and sanity) by greater congestion. As I wait (too long) for the 19 Polk bus to bring me back to Market St., I sit and observe the interplay of customers with businesses and the patterns of vehicular and pedestrian navigation on the street. I truly believe that merchants are defending parking spaces and opposing bike lanes because many of them and their employees live outside the City or in outer neighborhoods and they want to retain spots in front of their businesses for their own use. In other words, they arrive early in the AM and feed the meters throughout the day. IF this is a widespread practice, then their opposition should be discounted. The way to prove this hypothesis, is to survey each business, determine the home addresses of the working owners/family members/employees and ask them where they park. I really do not believe that everyday workers would be paying to park in the garages. What I do see, is people of all ages walking along Polk–be they long-time residents, seniors, millennials queued up at their neighborhood brunch spot (to which they’ve walked), tourists wending their way eventually to the piers and the Bay and LOCAL residents patronizing their own neighborhood businesses–to which they have WALKED.


    Dave Moore

    This is an extremely misleading way to characterize these numbers. Just because you mention it below the lead doesn’t make it any less disingenuous. It’s not that 88% of new households are car free. It’s that there has been a minor shift of households to ones without cars. In 2000 there were approximately 350,000 households. If there are 11,000 more of them with no cars then it’s a shift of 3.1% over 12 years, or less than 3/10 of a percent per year. That is still an interesting number and especially if you could show a steady trend over that time it might be compelling.

    It would be more interesting to show the total increase in population and the total increase in the number of cars to see whether the per capita rate has decreased. I expect it has but not in a way that allows you to make it appear so drastic.

    It’s too bad, because you might be able to make your point in a more honest and straightforward way.


    Teryl Lodan

    They think the same thoughts at the same time, no matter what part of the world they live in, or what language they speak ended up wth a herniation



    They’re just upset that Tom Boonen is fading away and the next generation of Dutch pros look more promising. And don’t get me started on the Czechs and the Slovaks.



    Don’t forget about those out of town fans if any, regardless of whether they are A’s fans or Dodger fans or fans of other baseball teams that also can be clueless



    Exactly! What’s so funny to me is the sensationalist tone that even the next-door Belgians (whose infrastructure is not nearly as bike-friendly and whose bike modeshare is much lower) have about all the supposed bike traffic jams in the Netherlands, like this Belgian “news” report very calmly and objectively entitled TOO MANY BIKES IN THE NETHERLANDS:

    Hahaha. Fox-News style stuff. Bike backups are really not *that* common, and when they happen they’re not THAT bad. Besides, every country has car traffic jams and as you point out a bike traffic jam is much less annoying than a car one–after all, the people in the backup pictured there are even smiling! :)



    The clueless ones are not the season ticket holders, they are people who are going to a game instead of a movie this week.

    The Niners are 90% plus season tickets



    Public transit operators are no longer permitted to charge special event fares for such services (used to be $12 on Muni), so the SFMTA has made the choice to simply not provide the football shuttle buses that used to serve many different parts of the City since they no long can recoup the costs.

    I tried to find more information for you, but couldn’t dig up the article I remember reading. Perhaps someone else can..



    I’d take being stuck in a traffic jam with my kids in the bakfeits bucket over being stuck in my car w kids strapped into their car seats ANYDAY.




    It’s an extrapolation probably projecting (somewhat simplistically) from the estimate that the city will reach the 1 million mark by 2032. But not to say that’s unrealistic.

    And, yes, the ‘restoring balance’ turn of phrase is pretty mind-blowingly ironic given the city’s shameful underfunding of transit.



    Yes, finally a measure of environmental justice for East Palo Alto residents.



    If sports fans are supposedly more knowlegeable about public transit than concert goers, why is Embarcadero Station always filled with clueless people season after season whenever the Giants are playing at home?



    Glad this may finally happen.



    To begin with, Muni should not have forced most passengers coming in on BART to transfer at Balboa Park or at Downtown to the T. Lines for the Muni shuttles, particularly the 75X, were LONG. The wait was exasperated by the inadequate amount of shuttles, which itself was underscored when Muni had to divert an 8X bus to operate on the 75X.

    It’s interesting to see that Muni has successfully provided service to Candlestick during weekday evenings in the past, particularly for the Monday Night Football games, but that was because they had express routes running to different parts of the city, which allowed passengers to be dispersed without overwhelming the rest of the system. Was it a fleet/operator issue that prevented deploying the maximum amount of buses/running more routes for last night’s event?


    Andy Chow

    When it is not a game there are fewer transit options available (like no charter bus service that were once run by SamTrans, VTA, and Golden Gate Transit). Caltrain recognized but never marketed it as a option to get to Candlestick (because it didn’t want to compete with SamTrans bus service when it ran it). The only time I think it ran a special train was after a playoff game.

    If the show were to end earlier like 10:30pm or BART/Caltrain were to run a hour later, it might make people heading to the show less worried about making it in time when the show is over, but the Muni stop at Candlestick was packed anyway.



    I’m surprised there’s no Greenwave on Ocean:

    At least two new stoplights have been installed in the past three years, with no consideration to timing with other lights. In its current state its a pretty terrible experience for everyone – motorists, pedestrians, muni riders, and bikes.



    Concerts are worse than games because games are attended by people who have established a routine and go over and over and over and know what to do, thus not having to go over a hurdle.

    Niners playoff games don’t occur during commute rush hour, McCartney played on a Thursday.

    My experience with the Caltrain and Giants is that the older fans are even more appreciative of the transit.


    SF Guest

    If you think last night’s traffic was a mess wait till the Warriors come to SF. While there will be a decent percentage of those who will take public transit there will always be loyalists who drive.

    SF voters wanted AT&T park with the belief that many of them will defect to taking public transit. The problem with the Mission Bay site is there are only two major arteries to get there — 3d St. and 16th Sts.



    I went to college with Zach! He is the most kind, creative person you could ever meet. I hope he pulls through!


    Andy Chow

    The traffic at Candlestick was a mess especially after 7pm, even worse than playoff games that had even higher attendance. Even though Muni provided extra service, I wasn’t so sure about BART, so when the show ended, I wondered whether people catching Muni was able to connect with the last BART. Even though the attendance may be comparable to Jay-Z, but people who are going to this one are generally older and may not be as drawn to transit due to age, disability, work, etc. A weeknight show is also a factor since people more likely to arrive at the same time.

    It is kind of a moot point since there won’t be any other event at Candlestick anymore, and Muni’s problem is now going to be VTA’s problem.



    Yup! I used my bike bell fairly often in the NL. It really works well most of the time–if someone’s really out of it there’s always a “HEY” but that’s rarely needed.

    There are a few stretches near Centraal Station in Amsterdam with luggage-toting tourists streaming from the station to the nearby hotels not realizing they’re blocking a cycletrack, but again a bell and the ubiquity of bike traffic flow (much like in the Duboce vid) mostly fixes this:

    Occasionally it can get as bad as this–and what can ya do–but thankfully that’s not how it looks in most of the country most of the time:



    This is why people biking in the Netherlands all have bells. If they see someone walking up ahead that looks like they might not be paying attention, a ding-ding from a bike bell lets them know a bike is coming through. Works great and not loudly rude like a car horn.



    “If you have to drive, if you want to drive, if you find yourself behind the wheel, your best friend is the person who took Muni — not your parking place”

    Yes. This.

    Look how little auto traffic there is on Duboce in the background. Imagine if even a minority of those on transit, bike or foot in this scene instead were each in their own cars. It’d be gridlock.

    You’re welcome, drivers.


    Upright Biker

    200,000 more people in SF…is that an accurate figure? If so, I think it’s safe to say we’re drastically underinvesting in transit, pedestrian travel, and bicycle facilities, and that “restoring balance” the way the Prop L supporters want would actually end up capsizing the ship.