Today’s Headlines

  • Four Collisions in 13 Hours: Three Pedestrians, One Bicyclist Struck by Drivers (CBS, Appeal, SFGate)
  • SFBC Sends SFMTA a List of Members’ Priorities for Next Wave of Bike Projects
  • Pedestrian-Friendly Castro Street Revamp Begins Construction Thursday (Castro Biscuit)
  • New Coalition Launched to Push for Central Subway Extension to Fisherman’s Wharf (SFGate)
  • Aging Muni Trolley Buses to be Replaced Soon as SFMTA Purchases New Fleet (SF Examiner)
  • Proposal to Increase F-Line Single-Ride Fare Still Faces Strong Opposition (CBS)
  • Cable Cars Undergo Overnight Cable Repairs (SF Appeal)
  • Wired Editor Counts the Number of Tech Buses That Go by his House (SFBG)
  • Person Killed by BART Train at Balboa Park Station, Delaying System (CBS, Mission Local)
  • SMART Track Work Begins in Marin (Marin IJ)
  • Golden Gate Bridge to See Longest Closure Ever for Installation of Movable Median Barriers (CBS, MIJ)
  • State Regulators Ponder the Future Liability of Driverless Cars (SFGate)

More headlines at Streetsblog USA

  • It might be “too obvious”, but I’d add this John King article about the big Mission Bay fire yesterday, and its impact on that neighborhood’s growth:

    Mission Bay fire a blow to emerging neighborhood

  • Jamison Wieser

    The group proposing to extend the T looks to be following an alignment with station placements along columbus which I wrote about as a suggestion in 2012

  • Sean Rea

    The wired editor should count the number of cars that go by his house each day, and ponder if more are really desired.

  • jonobate

    I very much doubt this will ever happen. Consider the following political constraints:

    1) It’s too late for Muni to revoke the decision to remove the TBMs at Pagoda Palace and continue on to North Beach instead.

    2) If they do remove the TBMs at Pagoda Palace as planned, redeploying TBMs at Washington Square at a later date would cause a huge amount of disruption, more than the neighborhood would tolerate given past history. It would also be extremely costly to complete the subway to Fisherman’s Wharf ($1.7 bn according to SFCTA). So, no subway extension is likely, at least for the next decade or two.

    3) The original plan of bringing the line to the surface with a portal at Washington Square would likely cause even more opposition, as there would be a permanent and ugly piece of transportation infrastructure right next to a historic landmark. So, no surface extension is likely, unless combined with an extension of the subway so the portal could be placed somewhere less sensitive.

    4) Muni and Ed Reiskin appear to be sick of the Central Subway, and more focused on implementing the TEP – which is a good thing.

    The most likely “phase 3” would be the construction of an end-of-line subway station at North Beach, and nothing more. This would also be disruptive to the neighborhood, but it would be an order of magnitude less costly than redeploying TBMs and finishing the subway. There would be no permanent impacts to the neighborhood as there would be with a portal, and the neighborhood would benefit from having a station.

  • Jamison Wieser

    For not knowing what you’re talking about, you seem pretty certain a Central Subway would never happen.

    Did your study conclude the only digging option was a deep bore tunnel, or did you look at cut and cover too?

    If your sticking with a subway the portal doesn’t matter and SFMTA is does more than one thing at a time.

  • jonobate

    I doubt that cut-and-cover subway construction is going to be palatable to the residents and merchants of North Beach, given their strong opposition to the smaller impact of TBM extraction.

    If you stick with a subway alignment, there wouldn’t be a permanent portal where the trains emerge, but you’d still need to dig a launch box and deploy the TBMs. Imagine everything that’s been happening on 4th St underneath I-80 for the last few years happening in the middle of North Beach, and try to imagine the residents and merchants agreeing to it.

    There is no official study on T-Third phase 3. Until there is, we’re all just speculating.

  • Making tourists walk a few extra blocks to the Wharf means more gift shops — the merchant group for that area would never allow this configuration.

  • Jamison Wieser

    All this jumping to conclusions.

    @jonobate:disqus if you’re going to speculate, get creative. The naysayers are going to oppose anything, don’t let that sink your ideas before you give them a real think through.

    Using the Pagoda site for construction is a big difference than for extraction and running construction out of there really would be a huge disruption for the neighborhood. With TBMs and an alignment along columbus ending around North Point, that’s where you’d want to run construction from, digging south towards the pagoda extraction site. In the meantime it could be decked over as a temporary park or food truck court. Tunnels could be dug one at a time to reduce the volume of material moving in and out. That’s exactly how Seattle dug the Central Link subway extension (University Link) from the current terminal (Westlake Center) and what will be the next station (Capitol Hill) on the line.

    To put that in a more positive light @MrEricSir:disqus, that could be reframed as “encouraging infill development” and sloganeering aside, that’s what exactly what’s happened along the F-Line when it was extended beyond Fisherman’s Wharf to a relatively dead area at Jones Street. The fact it doesn’t go any further west is what leads to crush-loads of people waiting at the Jones and fill the streetcars before they leave their first stop.

    That’s one of the motivations to extend the F-line to Fort Mason and open a second E-Embarcadero line to keep up with already growing demand. From my experience with the Wharves merchants through the Market Street Railway and the public realms plan, they would like Fisherman’s Wharf to be more than the pier and a neighborhood residents would actually want to come visit.

    Excuse the quick sketch, but here’s what a Central Subway extension, plus the F-line extension and (coming soon) 11-Downtown Connector would look like over the public realm plan area.

  • Richard Mlynarik

    4) Muni and Ed Reiskin appear to be sick of the Central Subway, and more
    focused on implementing the TEP – which is a good thing.

    US transit agencies — and Muni is a prime exemplar — exist solely to provide welfare to construction contractors, agency staff, and operating unions.

    So good luck with the moving nearside stops to farside and all that jive: there’s several billion dollars of sweet, sweet pork that says Muni will never be tired of incinerating cash for negative public benefit

  • jonobate

    $1.7 bn for two subway stations and half a mile of two track tunnel. Surely not even Muni would pay that much for such little return.

  • Richard Mlynarik

    You just described the Central Subway, Phase One.

    Carry on as before!