Today’s Headlines

  • Central Subway Construction to Close Powell St Muni/BART Station Entrance for Six Years
  • SFMTA Posts Own Muni Ads Countering Controversial “Savage” Messages (Muni DiariesKQED)
  • Taxi Medallion Abuse Rampant in SF (CBS 5)
  • BMW Announces SF Electric Car-Sharing Program, Parking Garage App (City InsiderABC 7)
  • Elderly Burlingame Cyclist Killed “Turning Left Into Side” of Tree-Pruning Truck (SFGateAP via KTVU)
  • Pedestrian Struck, Killed by Ambulance Diver on Hwy 4 in Antioch (CoCo TimesBCN via CBS 5)
  • Driver Crashes into Brentwood Bank, Customer Injured by Broken Glass (CoCo Times)
  • Richmond Man Sentenced to 18 Years for Robbery, Pedestrian Hit-and-Run (BANG via CoCo Times)
  • Marin Transit to Continue Service Despite Deficit (MarinIJ)
  • Pedalfest Brings Over 20,000 Attendees to Jack London Square (Oakland LocalOakland NorthEBBC)
  • Releases Details, Survey on Proposed Late Night Transbay Bus Service
  • Bike Theft Victim Starts Flickr Group For Bikes Seen at Flea Markets (Cyclelicious)

More headlines at Streetsblog Capitol Hill

  • mikesonn

    Oh SFMTA, with your one week notice about closing a subway entrance for SIX years.

    How long is Stockton going to be shut down? Pretty sure that is SIX years also. But in both cases, that SIX is used loosely as there will definitely be cost/time over-runs. Exciting!!

  • For Cyclists, it will be a long detour.

    I think we’ll get the railroad bridge because the pedestrian issues are also very big here, the beach is on the opposite side of the bridge from town, with very little parking. Parking issues could save the cyclists! Go figure.

  • deleted

  • mikesonn

    Yes, Caltrain really tweeted this: 

    #Caltrain is unable to add service to America’s Cup races. The train may not be the best way to travel to the event due to limited capacity. 

  • mikesonn

    Caltrain’s response: 

    We want to make sure that we meet our customers’ expectations. 

  • Mario Tanev

    While I also hold certain skepticism about the Central Subway, if this construction were about a project you liked, I think you would have been more forgiving. Let’s not use the arguments anti-transit trolls use to fight against transit projects in general. There are many arguments to make against (and for, to be fair) the Central Subway that don’t involve the inconveniences of construction.

  • mikesonn

    Fair enough, but why make a tunnel that goes 90 ft under Market if you are just going to close all of Stockton and an important entrance for 6+ years?

    Also, the lack of notice is the most appalling aspect of the whole thing. Even the Stockton closure notice was only a couples weeks, if that.

  • I’ve pondered lately why Central Subway is so incredibly poorly designed in terms of connectivity to the Muni underground and BART given that a huge proportion of Central Subway riders (perhaps more than 75%?) will want to transfer to those two entities. Is it that the BART and Muni tunnels under Market are in the way, so Central Subway has to go so deep to go under them?  If this is the prime problem (which is a serious one–no one is going to move these tunnels at this point)  perhaps the better design solution would have been to end the Central Subway lines (from both north and south) at Market. This would have required anyone going from Chinatown to SOMA to transfer, but this seems like a better solution than making the Central Subway so inconvenient for anyone wanting to transfer to underground Muni lines and BART that few will use it

  • mikesonn

    Yes, the reason the CS is going so deep is because they chose to go under both tunnels. This forced the next station to be Union Square since the tunnel would have to come up a bit and clear the Powell station.

    And yes, anyone who rides the 30/45/8x south from Chinatown knows that 75% of every bus unloads at Market and those passengers head down to BART. That same demographic will not go 90 ft under ground at Washington/Stockton only to wait for a T-Line (horrible reliability on that line, to the point where it is barely used and hated upon by all who have to use it), ride it for 6 blocks, go up 50+ ft at Union Square, leave the fare zone, walk 1000+ ft to Powell station, re-enter the fare zone, and go down 20-40 ft to Muni or BART.

    Clearly, this project stopped being about transit a long time ago. Add in that the SFMTA is dropping announcements a week out left and right, you can also see that they don’t really care about their customers or providing the best alternatives during construction. The delays on the 30/45/8x with the current reroute for the next 6 years will cause more lost time than the CS will hope to recover in its first 20 years of existence, and that’s being generous in saying the CS will actually save time over those bus lines.

  •  Mike,

    Thanks for the explanation (and detailed reminder of the incredibly poor connectivity being designed in.)  I didn’t realize that the benighted T was the line doomed to run in the Central Subway. Why, politically-speaking, was the Central Subway crossing Market into SOMA deemed more important than decent connectivity to BART? (SOMA residents will also be stuck with this lengthy Union Square-walk-to-BART connection.) 

  • mikesonn

    Phase 1 of T-line was Bayshore to Caltrain. Phase 2 is Central Subway. I think you are thinking of the line north to south when it was planned south to north.

  • Yes, I suppose I was thinking of it that way. So the possibility of terminating the T at Powell with an easy connection to BART and having a separate line from the north also terminate at Powell with an easy connection to BART was never considered? (Tunnel-wise it would’ve been much cheaper, and in the end, given the predicted low ridership with the current flawed design, operating costs per ride would have been cheaper as well.)

  • mikesonn

    Transit only (actually enforced) on Stockton. The Stockton Tunnel was originally built for transit. Even if you allow for unlimited deliveries to the shops on Stockton, you’d see a HUGE difference in those lines. Add in a 8-shuttle that goes from Union to Mission on Stockton, and you increase capacity 10 fold without crippling the whole system with bonds and huge increases in operating costs.

    But again, this stopped being about transit a long time ago.

  • mikesonn

    But since we are getting the Central Subway, come hell or high water, North Beach needs to fight the SFMTA to keep service levels for the 30/45/8x. Fungi has already said that service will be cut on the 30 which will impact North Beach, Marina, Cow Hollow, Russian Hill, etc since none of those neighborhoods will have access to the Central Subway. Actually, it will even impact northern Chinatown as many people won’t walk several blocks only to go down 90 ft to the platform.

    The SFMTA has to maintain surface service on Stockton.