Urban Planning

One of the many casualties of the bicycle injunction has been the community led plan for reconstruction of Cesar Chavez Street between Guerrero and the 101.  Over the past five years, community groups led by CC Puede, the Precita Valley Neighbors (PVN), Mission Antidisplacement Coalition (MAC), Mission Economic Development Agency (MEDA), and PODER have participated in workshops and charettes that produced a plan to transform a traffic sewer into a livable street with greenery, a bike lane, wide sidewalks, and safe pedestrian crossing times. 

Transportation consultants and planners associated with the San Francisco Transportation Authority's (TA) ATG working group sent excited bursts of email to each other earlier this month about a new development coming from the state Office of Planning and Research (OPR), the body responsible for writing and amending the CEQA guidelines related to transportation and traffic.  The OPR had adopted much of the spirit of the working group's recommendations and proposed an amendment (PDF) to CEQA guidelines that de-emphasized LOS and indicated that it would be much better to use measures for vehicle miles traveled (VMT) reductions such as ATG.

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.  

The idea that the speed and free-flow of cars is the proxy that is being used across the state of California to measure whether a project is [environmentally] impactful is in the long run undermining the very quality of life [we] are working to protect.

“Here was a territory that existed for which there was no map,” said Rebar’s Blaine Merker. “We kept seeing little plaques that said these were public spaces, but you had to go past security guards and up elevators to get to them. We felt that art could be a form of urban research, but we needed to create art that was equally as absurd as the spaces.”

The Board of Supervisors, in one the first tests of the new progressive bloc, failed to muster a supermajority vote to support an appeal that would have overturned the Planning Commission's approval of a conditional use (CU) permit, which allowed seven more parking spaces than the ratio set in the Market/Octavia Plan for a proposed condominium and commercial development at 299 Valencia Street.