Today’s Headlines

  • Housing, Retail Redevelopment Deal Reached for Schlage Lock Site at Bayshore Caltrain (SFGate)
  • Muni’s Reliability Improving Slowly as Ridership Booms (SFGate, KTVU); Onboard Crime Drops (KQED)
  • More on SFMTA’s Strategy to Improve Muni Service in Low-Income Neighborhoods (SF Examiner)
  • A More Thorough Look at Scott Wiener’s Push to Improve Late-Night Transit Service (KQED)
  • SFist Reviews the Etiquette for Wearing a Backpack on Muni and BART
  • SFPD’s Park Station is Leading the City’s Bike Theft Crackdown (Hoodline)
  • Disabled Advocate Says SF Chronicle Obscured Complaints About New BART Cars (BeyondChron)
  • Three KALW Reporters Race From Oakland to Palo Alto by Bike/Ferry, Car, and Transit
  • Peninsula Transportation Updates, From Parking Pricing to TOD Along the Caltrain Corridor
  • Google Tests Self-Driving Cars in Mountain View, With Some Success (CBS; Atlantic Cities)
  • Friends Say Mill Valley Cyclist Who Attacked Driver Was Defending Against Two Drunks (Cyclelicious)
  • Mill Valley to Make 30 Downtown Parking Spaces Free; Greater Marin Says It Should Measure Impacts

More headlines at Streetsblog USA

  • murphstahoe

    The non-car commutes on the KALW story left a lot to be desired. Our discussion includes the following adjustments.

    Transit – transfer at Embarcadero to N/T, take that to 4th/King Caltrain, to PA. All BART trains go to EMB, only 1/4 go to Millbrae, removes the long loop through Colma, and the possibility of landing at Millbrae in the slot where a train skips Millbrae.

    Alternatively – BART to Union City and take the Dumbarton Express.

    The bike commuter appears to have taken a suboptimal route if he was on El Camino Real in San Mateo. And alternatively he could have of course hopped on Caltrain – SSF has mediocre service but with a bike you could get to San Bruno or Millbrae.

    I think the flat out fastest would be BART to Embarcadero, grab a bike share to Caltrain.

  • jd_x

    If the money and resources Google was putting towards driverless cars was devoted to more efficient forms of transport — public transit, cycling, and walking — imagine what they could accomplish.

  • In the end driverless cars have the same problem as electric cars–they use a lot of energy to move 3000 lbs of unnecessary metal around. I could see them being popular as taxis until I consider NYC. In Manhattan pedestrians barely allow car traffic to cross when that traffic has a green and the drivers are inside their cars yelling and honking and ready to run the pedestrians over. Once your average NYC pedestrian figured out that a driverless car is guaranteed to stop for obstacles, I don’t see how the car would ever move at all at some intersections. (For the same reason, I don’t think driverless cars would get through the Mission too quickly either.)

  • aslevin

    they could be useful for efficient first/last mile to backbone transit outside of peak hours and in low density areas

  • jd_x

    True, but I don’t feel like that case (last mile to backbone transit outside of peak hours in low density areas) is the one we should be prioritizing. We can’t even move people efficiently in peak hours in high density areas, so I don’t think Google is focusing on the real issue. In fact, it’s just another example of a company throwing technology at what is in reality a behavioral/social problem. The tech solution just avoids the real issue and digs us deeper.

  • aslevin

    80% of jobs in bay area are within 2-3 miles of Caltrain or BART. Addressing this would actually help a lot. totally agree that the vision that driverless cars will compensate for sprawl is misguided

  • david vartanoff

    The best time on a Baby Bullet 4th to Millbrae is 17 min most are 18. Muni’s scheduled time (LMAO) EMB to 4th is 10. BART EMB to Mill is 32. Those 4 min “saved” are lost by the platform to platform time at EMB even if there were perfect connection times. Even the badly designed Millbrae station is easier than being trapped by traffic signals/Muni congestion at 4th. So this time the long way around actually works.

  • Jeffrey Baker

    I always think of this when I read Streetsblog NYC. I _slightly_ sympathize with the drivers because I once made the mistake of driving across Manhattan and it’s really true, if you don’t make a credible case that you’re willing to run people over, they won’t ever stop crossing in front of you, no matter what phase the signal.

  • Jeffrey Baker

    There’s really nothing more fun than standing on the N watching cars turn left in front of the muni train while your caltrain departs.

  • Andy Chow

    I did the Millbrae dance before and I prefer to get off at Powell and even walking south on 4th to Caltrain. On BART there would be delays causing a missed connection, especially on nights and weekends that all trains need to make a switch back at SFO.

  • murphstahoe

    Depends. They started at McArthur. Millbrae trains leave McArthur every 15 minutes. There are 10 other trains each rush hour that go to Embarcadero – so depending on when you arrive McArthur you might be getting time back. And if you arrive at Millbrae on BART and miss say, train 322 by 1 minute, the next train skips Millbrae and the *next* train is a full local to Palo Alto – that one minute costs you ~45 minutes.

    In other words – grab a bike share at Embarcadero and cut out the middle men.

  • TN

    When I was a student at UC Berkeley, a long time ago, there was a privately chartered bus that picked up commuters in Berkeley (Elmwood) , North Oakland and beyond and took the passengers to the Palo Alto/Stanford/SRI area. At the time, this was by far the fastest alternative to driving. I imagine that it isn’t that different now, hence corporate shuttles.

    By privately chartered, I mean that it was not institutionally sponsored, but rather started by a group of commuters for themselves. There was another private charter that went to Sacramento. For this bus, you had to get up very early and come home very late.