Uber and the Ongoing Erasure of Public Life

By Nikil Saval : newyorker – excerpt

Uber has become a subsidized alternative to the public-transportation systems that it claims to support.

Last September, Uber rolled out a rebranding campaign. A new television commercial showed car doors being flung open and the young and the old crowding in, flying out, and ending up in a small open-air mercado or at a lake. Though there were a few drivers, the image presented was of ceaseless, liberating mobility for passengers, anywhere in the world. Uber changed its logo, too, to a demure sans-serif display—white against a black background, its only flourish a modest pair of mirrored stems attached to the “U” and the “b.” This was a significant change. Since 2016, the phone app and the stickers that identified Uber-enabled cars had enjoyed an image designed partly by the co-founder and then-C.E.O. Travis Kalanick: a circle bisected with a cord, placed against the background of a colorful tile. When tilted ninety degrees counterclockwise, some design and technology journalists noted, it looked unmistakably like a human bent over and seen from behind.

The era of what has been referred to as Uber’s “asshole” logo happened to coincide with the company’s longest stretch of bad press, including multiple reports of sexual abuse inside the company and by its drivers. In 2017, the company’s investors ousted Kalanick. His successor, Dara Khosrowshahi, has made considerable efforts to improve the company’s image in advance of a likely I.P.O. this year. Last October, Khosrowshahi, like many corporate leaders, pulled out of a summit held by Saudi Arabia’s crown prince, in Riyadh, following the murder of the journalist Jamal Khashoggi. (Uber still benefits from vast infusions of Saudi funding.)… (more)

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California Autobahn? Long-shot bill proposes freeway lanes with no speed limit

By Alyssa Pereira : sfgate – excerpt

Motorists sick of idling in traffic on Interstate 5 in California would theoretically have another option, if a new bill introduced on Friday to the state legislature turns into a reality. But critics say that’s not likely.

State Senator John Moorlach (R-Orange County) introduced SB 319 as a way to ease congestion on I-5 and State Route 99. Moorlach pitched the idea as a way to ease greenhouse gasses from idling cars.

The plan calls for the Department of Transportation to build two additional traffic lanes on the north and southbound directions of both highways. Those lanes would not have speed limits, although drivers in the other pre-existing lanes would still need to abide by the official 65 miles per hour limit… (more)

Replacing High Speed Rail with a High Speed Highway, another bay crossing, and train electrification sounds like a cheaper, easier, faster solution to reducing traffic and congestion, if that is the goal. Without taking a position on any these options, we applaud the thinking outside the box on how to do more with less taxpayer transit dollars. Recent over-budget large public transit projects have not gone well. It is time to shift priorities and do more with less.

SFMTA Proposes Parking Changes to Prepare for Chase Event Center Opening

Public letter from SFMTA:

Dear Dogpatch and Potrero Neighbors and Visitors,

The Chase Event Center, located at 16th and 3rd Streets, is expected to open its doors in August 2019.

The 18,000-seat Event Center could host over 200 sports and entertainment events annually, including up to 50 to 60 Warriors home games, which will start at 7:30 pm on weekdays and 5:30 pm on weekends.

In anticipation of the opening, the SFMTA has worked with the nearby neighborhoods to develop a plan to discourage people from driving to Chase Center events and to maintain parking availability for nearby residents and businesses during events.  The SFMTA presented these plans to neighborhood associations for their feedback, including the Dogpatch Neighborhood Association (DNA), the Potrero Boosters and the Potrero Dogpatch Merchants Association (PDMA). Based on feedback received at these meetings, the SFMTA prepared a proposal for changes to the hours of parking enforcement and meter rates.

Special event meter pricing and extended Residential Permit Parking (RPP) enforcement hours on streets surrounding Oracle Park (formerly AT&T Park), home of the San Francisco Giants, have proven effective at maintaining parking availability for residents and local business customers.  As you may have experienced during games and other events at Oracle Park, meter rates are $7 per hour during events, while RPP Area Y parking is enforced from 8 am to 10 pm every day.

The SFMTA proposes to implement similar measures on blocks potentially impacted by the new Chase Event Center. The proposed parking changes, which are illustrated in the attached map, include:

  •  Metered parking
    • The metered blocks listed below and shown on the attached map will have:
    • Enforcement until 10 p.m. Mon-Sat
    • Enforcement 4-8pm on Sundays with events
    • $7/hour special event rates starting an hour before events
  • Metered blocks affected:
    • 7th Street between Daggett Street and Hooper Street will be enforced until 10 p.m.
    • Metered blocks in the Dogpatch north of 22nd Street between Indiana and Illinois Streets
    • 16th Street between 7th and Vermont (meters already legislated, to be installed after 22-Fillmore transit improvements are completed)
    • New signs will be posted on special event metered blocks to inform drivers to check the meter for current rates
  • Residential permit parking
    • All Area EE blocks will be enforced Monday through Saturday until 10 p.m.
    • Some Area X blocks (see attached map) east of Wisconsin Street and north of 18th Street enforced Monday through Saturday until 10 p.m.
    • Existing time limits (1-hour or 2-hour, depending on the block) will remain the same
  • General time-limited parking                       
    • The 4-hour general time-limited parking will not change
    • 4-hour general time limits will continue to be enforced between 8 am and 6 pm, Monday through Friday

We want to know what you think. Comments on the proposal received prior to February 25th will be considered as we prepare the final proposal.  Please send your comments to pamela.johnson@sfmta.com

In order for the modified hours of enforcement to be in place by the time the Chase Event Center holds its first events, the final proposal would need to be presented at the SFMTA Engineering Public Hearing in March, tentatively scheduled for March 8th at City Hall. (Check the SFMTA website for actual public hearing date).

Depending on the outcome of the public hearing, the SFMTA Board of Directors could consider these changes at an April board meeting.  This will allow new signs to be ordered and installed in August or September.

We will send updates when the Public Hearing and SFMTA Board of Directors meeting dates have been finalized.

For more information visit: Special event meter pricing.

Map of Proposed Parking Enforcement Changes.jpg

SFMTA extends special event parking for sports fans into more neighborhoods.  SFMTA intends to turn most of Mission Bay, part of Dogpatch, and most of the SE part of Southbeach into event parking for the sports fans.

Let Mat Haney and Shamann Walton know how you feel about this plan. How much should the citizens of SF give up to the wealthy fans of wealthy ball teams and owners? How many ticket holders are going walk a quarter mile to a game, especially through the kind of streets we have in SOMA? Most will park and take an Uber or Lyft to the event. If you can think of an alternate plan, suggest it.

Bay Area’s New Transit Station Reopens Parking Debate

By Rachel Dovey : nextcity – excerpt

It’s a classic indicator of success in California, a sign that when you built it they did indeed come (in cars). It’s the giant parking lot — whether football field-sized or rising in a multi-storied garage — and while it’s so often bestowed on retail centers, sports arenas and even churches, the question of whether it should accompany popular transit hubs is still a sticking point among many city planners.

In the East Bay city of Antioch, however, soaring ridership numbers may force consensus…

The transit agency now plans to add 700 parking spaces on another lot it owns close to the station. But if the lots continue to be packed, and commuters’ parked cars continue to line neighborhood streets, BART may reopen what the Chronicle calls a “long-standing debate … over whether building more parking is the best way to promote the use of public transit.”

“Wouldn’t it be better to divert people off the roads and onto transit rather than have them continue driving to the urban core?” Keller said, according to the paper… (more)

Build parking and people will park and ride.

Can Walnut Creek be a model for reducing gridlock? It hopes so

By Hannah Norman : bizjournals – excerpt

As Bay Area traffic congestion hovers at an all-time high, the East Bay suburb is taking matters into its own hands to limit single occupancy vehicles on the roads and becoming a model of smart transit among smaller cities… (more)

San Francisco Sees Decline in Bike Riders

By Christie Smith : nbcbayarea – excerpt (includes video and graphic)

Number-of-Bicyclists-Drops-in-San-Francisco_Bay-Area online

It’s a shock to say the least as numbers show fewer people are biking in the Bay Area, a stunning statement considering how much the city has made streets bike friendly.

With more people moving to San Francisco, riders said there are not enough protected bike lanes for bicyclists.

Considering how much the city has done to make streets more bike friendly, trends show a decrease of riders from 126,000 riders in 2015 to 95,000 in 2017 according to the San Francisco Municipal Transportation Agency (SFMTA)… (more)

One of the interviews is with a Valencia Street Bike Store who admits to having sinking sales over the last five years. It appears that not all industries have done well during the explosion of Bike Lanes. If any bike store in town should be successful it should be one on Valencia, one of the heaviest traveled bike streets in town. We should determine which industries are successful and which are failing by talking to more merchants on Valencia.

Jammy dodgers: Boffin warns of auto autos congesting cities to avoid parking fees

By Richard Speed : theregister – excerpt

And if traffic is slow, that’s just another efficiency saving

New research anticipates congestion problems as owners of self-driving cars allow their steeds to prowl the streets instead of forking out for parking charges.

The paper by Adam Millard-Ball, an associate professor of environmental studies at the University of California, Santa Cruz, was published in the rivetingly named “Transport Policy”.

Millard-Ball makes the point that far from requiring automated parking abilities, such as those trumpeted by the likes of Volkswagen, a self-driving car need never actually park at all. The robotic chariots can simply putter around the streets until the driver is ready for collection… (more)

Is this the nightmare our CPUC is planning to unleash on us next? Constantly prowling auto autos, that never park will congest our streets, waste fuel, and add to the emissions a lot more than private cars that park will. Everyone has noticed the increase in traffic since TNCs arrived on the scene. All hte TNCs at least park at night, while the drivers sleep so the streets are clear at night. Allowing corporation to flood the streets with cars that never park means the traffic will never stop.

We need to implore our Governor to take control of the CPUC.by appointing a new board that will regulate the industries not support them. No one is happy about the PG&E fiasco. Suing them while the CPUC gives them free reign is a waste of taxpayer money. If we had a regulatory agency that regulated the industry we would not need to take it over.

She handed a stranger $2,220 cash in a paper bag. Her reward: a BART parking spot

By Rachel Swan : sfchronicle – excerpt (include waiting list, and fill time charts)

It was like a drug deal.

Once a year, Joy Hoffmann would arrive at a Safeway parking lot next to the Lafayette BART Station clutching a paper bag with $2,220 cash. A white car would be idling there, with a woman waiting inside. Hoffmann would furtively hand over the bag, and the woman would give her a plastic tag to hang in her car windshield: 12 months of permitted parking at BART…

Today, the list of applicants is just shy of 41,000 people for 6,512 monthly parking spots scattered throughout the BART system. Board directors will discuss the crunch during an intensive two-day workshop that starts Thursday, where parking likely will emerge as a contentious issue

Board Director Lateefah Simon, whose district stretches from Richmond to downtown San Francisco, said she gained a new perspective on suburban commuting last August, when she moved from West Oakland to North Richmond.

Simon doesn’t drive, so she takes Uber or Lyft to Richmond BART each morning.

“A bus to BART would take 45 minutes, and as a single mom with multiple jobs, I don’t have that kind of time,” Simon said. “I now understand in a different way the complexities of why people need a place to park.”…(more)

Winning comment: “It sounds like a lot of people making decisions about things of which they know little.”

Riders are voting with their feet away from pubic transportation that does not meet their needs. It is a silent boycott of a failed system.

CASA ‘compact’ needs major changes to protect tenants

By Aimee Inglis : sfexaminer – excerpt

The Committee to House the Bay Area (CASA) process has come to a close. The proposal will now move forward through the Metropolitan Transportation Commission (MTC), the Association of Bay Area Governments (ABAG), and the state legislature. The policies that come out of this process will impact housing, development, and displacement in the whole Bay Area and perhaps even the state.

But at the final vote of the Technical Committee on CASA, Tenants Together voted that the CASA “compact” should not move forward without major changes. We do not endorse the CASA “compact” as-is, and we disagree with many of its proposals. We are releasing this statement to clarify where we disagree and shine a light on this committee process.

What has come out of the process reads as a developer wishlist with few meaningful tenant protections. The tenant protections presented in CASA are more of a baseline from which to build, not model policy. There were several key problems with CASA, as follows:… (more)

NEED A REASON TO HATE CASA?
CASA Compact is supported by San Francisco, Oakland, San Jose and (for some reason) Santa Rosa. This is primarily a legislative plan to force development where is is not wanted on hundreds of other cities and counties that do not perform according to the dictates of the Big Four. The real killer is who pays for the development. The plan is to float more taxing legislation at the regional level by promising to fix the roads and relieve traffic congestion THIS TIME, if only the taxpayers will give them more money for red lanes and HOV lanes and bridge tolls and gas taxes. The long plan is to use our money against us. But, don’t take my word for it. Read it for yourself.

RELATED:

42 people flew to Manhattan for a three-day event that had no real policy purpose — and MTC is stonewalling on releasing the price tag.

By Zelda Bronstein : 48hills – excerpt

During the final meeting of the CASA Technical Committee on December 12, Oakland Mayor Libby Schaaf let slip that she and unnamed others had recently taken a trip to New York City. No such trip had appeared on any public agenda.

CASA is the organization that is trying to create a “grand bargain” on housing, although it’s really a developer-friendly coup... (more)

Paradise narrowed its main road by two lanes despite warnings of gridlock during a major wildfire

: latimes – (excerpt from November 20, 2018 article)

After a fast-moving fire swept into town a decade ago, burning more than 200 homes and trapping thousands of fleeing residents on gridlocked mountain roads, a grand jury called on officials to improve evacuation routes.

But six years later, the city decided to narrow a portion of the main road through town from four lanes to two as part of an effort in the downtown area aimed at boosting commerce as well as traffic and pedestrian safety.

Two other roads in the city were also narrowed, records show..

The so-called Skyway “road diet” slowed traffic, and a local civic group donated benches and landscaping to beautify the zone.

Nearly two weeks ago, Skyway was the scene of unspeakable horror when the worst wildfire in California history besieged Paradise. Up to 27,000 residents trying to escape the flames instead were stuck in traffic, the buildings around them burning. Some died in their cars when the fire roared over them… (more)

A number of people have raised this issue with San Francisco authorities. How are the evacuation plans supposed to work in San Francisco? We have very few lanes for traffic to flow from the Bay side of of the city to the Western side. Only two streets cross both 101 and 280, and one of those is up for major alterations. How is this making San Francisco safer? How does removing street lanes from evacuation routes make these neighborhoods safe?