Bicycle Parking

It's been one month since the Caltrain Board of Directors approved a plan to increase bicycle capacity on its trains, a move advocates welcomed but felt didn't go far enough because it won't entirely prevent bicyclists from getting bumped.

Caltrain claims it "values bicycle commuters." In its goals and objectives the agency says "Caltrain must be a competitive alternative to traveling by automobile." That goal will be tested tomorrow when the agency presents its final plan to increase bicycle capacity on Caltrain to the Board of Directors. Advocates are frustrated it isn't being made public before it's presented and voted on.

One of the unintended consequences of San Francisco’s bicycle injunction, which Rob Anderson and fellow NIMBYs will likely rue for some time to come, is the arduous thought and labor that advocates and professional planners have invested in doing away with LOS all together.  

Though Superior Court Judge Peter J. Busch ruled the MTA will not get an immediate exemption to the bike injunction to remove the eastbound segment of the bike lane at Market and Octavia because he didn’t think an “adequate case has been made that there's a public safety crisis,” when the hold on the bike plan is lifted as early as this spring, the agency will likely try to remove the lane anyway.  

Two-and-a-half years after a judge issued an injunction preventing the city from adding any new bicycle infrastructure to its streets, the San Francisco Municipal Transportation Agency (SFMTA) and the San Francisco Planning Department have released a 1353-page Draft Environmental Impact Report (DEIR) on the San Francisco Bicycle Plan. At a cost of more than $1 million, the city has attempted to demonstrate in excruciating detail what would seem to be obvious: better bicycle amenities contribute to increased cycling and an improved environment.

"Cyclists are so used to doing with scraps and they've been that way for so long that they are shocked when they get anything that satisfies their needs."