Promoted

Jersey barriers should be used to save lives.

Presidio makes inadequate improvements to Arguello and promises more, but apparently protected bike lanes are no longer on the table

A debate over self-driving cars has reached a fever pitch in San Francisco. Companies like Cruise (a subsidiary of General Motors) and Waymo (a subsidiary of Alphabet/Google), under mounting pressure to commercialize their decades of research & development into autonomous vehicles, have been pushing hard to expand self-driving taxi services in the city. At the same time, city officials are sounding the alarm about how their cars are disrupting essential services including public transit and emergency vehicles. Grassroots advocates from all sides have also jumped into the fray, engaging in everything from online tech boosterism to guerrilla tactics to disable vehicles on sight.

Officials talk about how important it is to provide open space for the kids of the Tenderloin. But then they block projects that might touch the political third rail of removing parking

The longest headway will now drop from 30 minutes to 20 on any line at any time. Advocates say it's a good first step towards adapting to changed travel patterns in a post-COVID world

After objections from AC Transit that a road diet and wide, protected bike lanes on Grand Avenue would slow buses, Streetlight Data crunched the numbers.

On Wednesday OakDOT's Fred Kelley, during a SPUR interview, said that protected bike lanes should be the default, but then listed a bunch of exceptions and political considerations. Later that same day he told the grandmother of a four-year-old girl killed on Lakeshore that the city can't build protected bike lanes on the east side of Lake Merritt, even though they would have saved the girl's life.

It's still illegal to ride a bike between Treasure Island and downtown San Francisco on a bridge with ten lanes for motorists. But do tell us again how cyclists are privileged.

...and September is Transit Month