The story so far, and now this:
Posts Tagged ‘SFPD’
Back in the day, you’d be able to tell what a taxi was.
But these days, you need to be able to spot teeny tiny little things:
Unless you already know that most of the black Priuses you see in/near the Financh in the daytime are UBER Lyft taxis, some with trade dress, some not, some with license plate holders from far off places like Tracy, Stockton and Daly City, some not, in this Year of Our Lord Two Thousand One Dozen And Four…
Man with a Bicycle Instructs Owner of a 650-Horsepower Corvette “Supercar” How to Drive – But Get This: THE DRIVER LISTENS!Tuesday, November 29th, 2016
IDK, is a Chevy Z06 a supercar? New GM seems to think so.
Anyway, as seen in Frisco’s Twitterloin / Tenderloin near the foot McAllister, amongst a sea of stolen bikes and untraceable bike parts, an SFPD bicycle officer lays down the law:
Reason #12 for UBER / LYFT Drivers to Stay Off of Frisco’s Market Street: Getting Hassled by The ManTuesday, November 8th, 2016
They’re gunning for you UBER LYFTERS, these days, the SFPD is, particularly on Market Street.
Harley Davidson = Motor Patrol = all what these popo do all day long is hand out moving violations, mostly. (They mostly come in the daytime, mostly.)
And remember, trade dress = extra scrutiny for you, sry.
Market Street: Where Parking Your Bike “For Just Five Minutes” Turns Into Five Days, and Then Maybe Five WeeksThursday, October 13th, 2016
That’s what everybody says, that they parked their bike for just five minutes and then when they came back it had been ripped off. Then the owner gives up and leaves the carcass there and then we have this, for day after day:
A quarter century ago, there were fewer bike thieves in Frisco, and they’d endeavor to steal your whole bike, instead of just parts off of your bike. It was a better era.
Anywho, if you took this mess into a Local Bike Shop, they might tell you to make an appointment, I’m srsly. And then they’d tell you that you’d be better off buying a whole new bike, most likely.
On It Goes…
A Crazy New SFMTA Plan to Allow Bike Riders to Run Red Lights on Fell and Oak in the “Panhandle-Adjacent” AreaTuesday, October 4th, 2016
The basic idea is to take out one of the four lanes of Fell and one of the four lanes of Oak along the Golden Gate Park Panhandle from the Baker Street DMV to Stanyan and turn them into dedicated bike lanes.
You don’t need to even look at the report to know that this idea is “feasible” – obviously, our SFMTA can do this if it wants to:
But why does the SFMTA want to do this? This is not stated in the report.
As things stand now, you can ride your bike on the left side of the left lanes of Fell and Oak, or on the right sides of the right lanes of Fell and Oak, or in any part of any lane of Fell and Oak if you’re keeping up with traffic (but this is especially hard to do heading uphill on Fell), or on the “multi-use pathway” (what I and most people call the bike path) what winds through the Panhandle.
So, why not widen the bike path again, SFGov? It used to be 8 foot wide and now it’s 12 foot wide, so why not go for 16 foot wide? (Hey, why doesn’t our SFMTA simply take over Rec and Park? You know it wants to.)
My point is that it would also be “feasible” to somehow force RPD to widen the current bike path (and also the extremely bumpy, injury-inducing Panhandle jogging/walking path along Oak) independent of whatever the SFMTA wants to do to the streets.
Anyway, here’s the news – check out page 12 of 13. No bike rider (or what term should I use this year, “person with bikes?” Or “person with bike?” Or “person with a bike?”) is going to want to sit at a red light at a “minor street” when s/he could just use the bike trail the SFTMA figures, so why not just allow them to ride on Fell and Oak without having to worry about traffic lights at all? And the pedestrians? Well, you’ll see:
“Minor Street Intersections
The minor cross-streets in the project area from east to west are Lyon Street, Central Avenue, Ashbury Street, Clayton Street, Cole Street, and Shrader Street. Each is a consistent width of 38’-9” curb-to-curb with 15-foot wide sidewalks. All of these streets are discontinued [Fuck man. How much colledge do you need to start talking like this, just asking] at the park, each forming a pair of “T” intersections at Oak and Fell streets. The preferred control for the protected bike lane at these “T” intersections is to exclude it from the traffic signal, allowing bicyclists to proceed through the intersection without stopping unless a pedestrian is crossing the bikeway. Due to the relatively low pedestrian volumes at these intersections, it is expected that people using the protected bike lane [aka cyclists? aka bike riders?] would routinely violate the signal if required to stop during every pedestrian phase, creating unpredictability and likely conflict between users on foot and on bicycles. This treatment also recognizes that in order to attract many bicycle commuters, the new protected bike lanes would need to be time-competitive with the existing multi-use path that has the advantage of a single traffic control signal for the length of the Panhandle.
Excluding the protected bike lane from the traffic signal requires installing new pedestrian refuge islands in the shadow of the parking strip. The existing vehicle and pedestrian signal heads currently located within the park would also need to be relocated to new poles on the pedestrian refuge islands.
Implementing these changes would cost between $70,000 and $150,000 per intersection, and require the removal of approximately four parking spaces per intersection. Over the eleven minor-street “T” intersections along the Panhandle (excluding Fell Street/Shrader Street which which has been discussed separately), the total cost would be between $0.9 and $1.5 million dollars and approximately 48 parking spaces would be removed.
This design introduces a variety of benefits and compromises [“compromises!” Or maybe “costs,” as in a cost/benefit analysis?] for pedestrians crossing to and from the park at the minor intersections:
– Pedestrians would be required to wait for gaps in bicycle traffic to cross the protected bike lane (which may present new challenges to people with low or no vision). Design treatments for the protected bike lanes (e.g., stencil messages, rumble strips, signs) should also be considered to clearly indicate the necessity of yielding to pedestrians to people on bicycles.”