Traffic

Take a shot at budgeting San Francisco's future transportation revenue with the new online "Budget Czar" simulator from the SF County Transportation Authority, and it will quickly become clear: If residents want better transit and safer streets for walking and biking over the next 25 years, the city needs to collect new sources of transportation revenue in a way that effectively reduces motor vehicle congestion.

For the fifth year, San Francisco's transportation system will absorb one of its largest floods of travelers when 65,000 daily attendees descend upon Golden Gate Park this weekend for the three-day Outside Lands music festival.

How can more cars relieve congestion at an intersection?

Last year, the D.C. region ran away with the dubious honor of Most Congested Metro Area. D.C. area drivers wasted 74 hours and 37 gallons of fuel sitting in traffic last year, which would have cost about $100 over the course of the year. But the gasoline cost is just the tip of the iceberg.

“Whose Streets? OUR Streets!” yell rowdy demonstrators when they surge off the sidewalk and into thoroughfares. True enough, the streets are our public commons, what’s left of it (along with libraries and our diminishing public schools), but most of the time these public avenues are dedicated to the movement of vehicles, mostly privately owned autos. Other uses are frowned upon, discouraged by laws and regulations and what has become our “customary expectations.” Ask any driver who is impeded by anything other than a “normal” traffic jam and they’ll be quick to denounce the inappropriate use or blockage of the street.

The Chamber of Commerce released its annual Transportation Performance Index (TPI) last week [PDF], and you can tell it's due for a total overhaul, because according to the Index, recession-battered 2009 was a banner year for transportation performance.

There is a strange world where up is down, in is out, right is wrong, and black is white. I'm not just talking about the San Francisco Planning Department's indefensible trip-generation analysis for new parking spaces.

The Central Freeway sections damaged by the Loma Prieta Earthquake in 1989 have been replaced by such a distinctive Octavia Boulevard, for many San Franciscans the double-decked behemoth that used to dominate the neighborhood has become a distant memory. Most of the traffic the freeway carried, however, has not disappeared and now city planners are tracking its displacement on city streets and devising scenarios for reducing it to make surrounding neighborhoods more hospitable to transit, pedestrians and cyclists.

At the heart of the San Francisco Planning Department’s 328-page Draft Environmental Impact Report (DEIR) for CityPlace, sustainable transportation advocates have pinpointed one glaring flaw. In assessing the impacts of new off-street retail parking, the environmental analysis [pdf] concludes that building a 167-space garage will have the same effect on traffic as building no garage at all.