Today the MTA Board was updated on the delay in finalizing the Commuter Bus program from last week’s BOS meeting. The Director instructed everyone to continue the Pilot Program that officially expired Jan 31, 2016.
The Board of Supervisors will hear the EIR appeal Tuesday, Feb 9, 2016. If they approve the appeal, the Planning Department must prepare an EIR. In that event, MTA will prepare an interim plan beginning Friday March 18, 2016.
For now, the Pilot Program will continue to be operated and enforced. The MTA Board comments included: fine tuning, responding to citizen concerns, safety, takes autos off street, good for city, and continuous improvement. Bottom line: the shuttles are here to stay on the neighborhood streets.
Letters/emails supporting the appeal to the individual members of the Board of Supervisors are encouraged before the Feb 9, 2016 meeting.
Based on the previous MTA agenda item related to the Environmental Review Process, environmental comments to the BOS can focus on:
+Safety of passengers boarding MUNI in the street because the curb is blocked
+Bus noise — engine and air conditioning — compared to Muni are louder,
+Wide turning buses delay traffic
+Buses operate without passengers on the return trip to board another load of passengers
Note also that the Envirnomental Review Process is undergoing changes with Senate Bill 743.
– Ed Mason
Amidst numerous horror stories and predictions of doom for the two-week Super Bowl celebration, SaveMuni engaged SFMTA spokespersons Kristin Smith and Ed Cobean to give us a little more insight on the planning for the event.
The first thing we learned was that the long-dreaded plan to take down Muni wires in the Financial District for the sake of putting up canopies had thankfully been discarded as infeasible. On the other hand, much of downtown will indeed be blocked off, with the F line completely shut down northeast of Beale, and replaced by buses to the southwest. This map shows the numerous Muni reroutes that will go into effect on January 23; the MTA site also has suggestions for how to get around. On the positive side, the number of trains in the tunnel will be increased, and many single-car trains will be replaced by two-car trains. Also, the nightly 9:30 and all weekend tunnel shutdowns will be discontinued during the event.
Transbay Transit Center, Destined to be San Francisco’s Big Empty?
Under the Lee Administration transportation in San Francisco is heading toward a cliff. For starters, City Hall is neglecting, if not actively impeding, the downtown extension of Caltrain (DTX), a project that would connect Caltrain to 6 Muni rail lines, 4 BART lines and over 40 bus lines at the new Transbay Transit Center in the middle of San Francisco’s 340,000 person employment center.
In November 1999 the SF voters recognized the value of DTX by approving Prop H by 69.3%. Prop H specifically calls for Caltrain to be extended to the new Transbay Transit Center (TTC) at First and Mission Streets. In November 2003 the SF voters approved Prop K by 75%, which provided $270 million for the extension. In June 2010 the SF Voters approved Prop G, calling for high-speed trains to also terminate at the TTC. This measure was approved by an overwhelming 83.8%. Yet it appears that the public policy implicit in these three Propositions was lost on City Hall.
All that expensive tunneling (in green) to serve only the east edge of the Development?? A shuttle bus to a depressed Holloway Station would serve many more people and be much cheaper.
Some time back SaveMuni posted an article entitled: “A Roundup of Recent SFMTA Mistakes.” Mistake No. III describes the ill-conceived 19th Avenue/M-Line tear-up.
Despite the absurdity of this project, the SFCTA and SFMTA are ploughing ahead, pointing to a $70 million “contribution” from the developer of the Park Merced Project as justification for spending between $1.2 and $2.0 billion of the taxpayers’ money to put the Muni M-Line in a subway along the west side of 19th Avenue in order to facilitate a tunneled detour a short way into the Parkmerced Development.
The Metropolitan Transportation Commission is a troubled organization. Dan Borenstein’s excellent column (Mercury News: Opinion, Nov. 1) exposed some of the issues, but there’s more:
As Borenstein indicated, the Metropolitan Transportation Commission (MTC) carves out a piece of the assets that pass through its hands to fund its own extensive administrative operation. But how do 200 MTC staff members occupy their time? Certainly it’s not to plan regionally. If it were, the Bay Area wouldn’t have the unenviable distinction of being the third-most congested metropolitan area in the country. Nor would its per-capita public transit ridership be declining as its per-capita automotive travel rises.
(This article revises previous article dated October 10, 2015)
Whether commuters get back and forth to work in public transit buses or privately-operated shuttle buses, it beats solo driving. For this reason SaveMuni is not against shuttle buses per se. However, in San Francisco there’s a problem. In this city the streets are often narrow and steep and therefore not conducive to overly large commuter buses. Moreover Muni provides frequent service during peak commute periods and for that reason is easily impeded and interfered with when shuttle buses are permitted to use its routes and bus stops. Because of these factors, City Hall’s careless decision to allow hundreds of overly-large hi-tech and other privately-owned and institutionally-owned shuttle buses to pick up and drop passengers on the crowded streets of San Francisco is causing serious problems, including:
a.) Traffic-blocking and other conflicts on neighborhood streets (including large hi-tech buses turning into opposing traffic lanes to get around traffic blockages, causing traffic stalemates at busy intersections and even using private driveways to pass obstructions),
b.) Violations of existing vehicle codes, traffic laws and street regulations (including shuttle buses that habitually violate posted street weight limits and that do not display the required SFMTA ooperating tags or in some cases even the required California license plates),
c.) Significant interference with regular Muni peak period operations, especially at heavily used Muni stops.
SaveMuni has made a new 12 minute video that condenses most of the important points made by the speakers at the DTX rally. It’s called Voices for DTX, and you can watch it here.
To focus on the Downtown Caltrain Extension project (DTX) and the overriding need to complete it as soon as possible, the following 12 organizations held a press conference on the steps of SF’s City Hall on Wednesday June 24, 2015:
Coalition for San Francisco Neighborhoods
San Francisco Tomorrow
RailPAC (Rail Passengers Association of California)
TRAC (Train Riders Association of California)
Bay Rail Alliance
Mission Bay Alliance
Friends of Caltrain
Bay Area Transportation Working Group
For a synopsis of why this issue is so important click here.
To watch the press conference, or individual speakers, click here.
No….not at all….if properly phased and coordinated. However, instead of getting behind the early extension of Caltrain into downtown San Francisco, a small continent in the San Francisco Mayor’s office seem determined to sow doubt about the future of the Downtown Caltrain Extension project (DTX). Their position seems to be that in order to proceed with ambitious plans to fully build out and beautify Mission Bay, it would be necessary to add billions of dollars to the cost of extending Caltrain and to delay the extension by 15 years or more. This is not simply true. There is no inherent conflict between extending Caltrain now and developing Mission Bay. On November 2, 1999, the voters of San Francisco overwhelmingly approved Prop H. Prop H called for a high municipal priority to be placed on getting Caltrain up and running in San Francisco’s new Transbay Transit Center as soon as possible. That was sixteen years ago. Instead of allowing individual staff members to throw up unnecessary roadblocks, the Lee Administration should get behind this vital project and provide it with the strong political support needed to get the job done without further delay.
According to MTC, 281,000 cars travel northward into San Francisco every day from San Mateo County. This northbound influx is 40% higher than the cars entering SF from the two bridges combined. Excessive auto-commuting loads up city streets, slows down Muni, uses up parking space and generates greenhouse gas emissions. MTC projects that if nothing is done the number of cars from the South will rise to 310,000 vehicles a day by 2035. The need for a better and faster way of getting to San Francisco from the South is obvious.