San Francisco, CA
Ten Things the Bay Area Can Learn from Spain… – Streetsblog San Francisco
I recently visited three Spanish cities in 10 days while not burning a gallon of gasoline. I saw the future and the past, all converging to make the cities I stayed in imminently more liveable than cities in the US. It’s no wonder that people in Europe are happier, live longer, and have much lower carbon emissions than in the US.
To start, life is centered around your neighborhood. Almost every block I walked down has a coffee shop, a pharmacy, a restaurant, maybe a bakery, and a fruit/vegetable vendor; this is the case even in tourist districts. There’s no need to hop in the car for an errand or generate instant trash with take out when you can stop in for a bite, a coffee, or carry home that cucumber you forgot to buy from the supermarket.
Second, the government actively invests in maintaining small-scale retail. Barcelona is famous for its markets, helping to eliminate food deserts and making sure everyone across the city has access to high-quality and sustainable food. There’s more than just the Mercat de la Boqueria on La Ramba (which is the market tourists know about). The City of Barcelona has public/private partnerships to operate over 40 local-serving markets across the city. These markets allow small clothing, produce, meat, cheese, seafood and prepared food vendors to rent small booths and operate successful small businesses, all without having to take on hundreds of thousands of dollars in debt to open a free-standing location. Each market has 100-200+ stalls/vendors.
Cities across Spain also invest heavily in making outdoor public spaces inviting for all ages and lifestyles. A wine bar near me in Oakland has to get a special permit to open because it’s within 1,000 feet of a school. In contrast, Spanish cities build outdoor bars (with plenty of non-alcoholic options) immediately adjacent to public playgrounds because it’s OK to put things that are fun for kids and adults next to each other. Public living rooms work and are much more effective at activating public spaces than expensive and one-time events.
As for transit, my first experience with taking a bus in Madrid was realizing that I didn’t buy the right kind of transit pass (train only). The good thing is that every single bus in Spain’s big cities have tap-to-pay systems. Transit should be easy to use and easy to pay for. With almost every credit or debit card allowing for tap-to-pay, this should be table stakes for any transit provider in the US. Few people have $1.25 or $2.50 or $2.75 in exact change in their pocket to pay for a fare.
And as much as some voices on the left like to crow about “fare-free” transit or other social-equity driven ideas, being a stakeholder in something often means supporting it with your time, money and effort. Transit in Europe is definitely not free but it’s reasonably priced, convenient and has stiff fines for breaking the rules. I saw a team of 5 fare inspectors working in Barcelona as soon as I entered my first Metro station and they were issuing €100 fines to scofflaws. I didn’t see a single person hop a fare gate in Spain over 10 days. Social cohesion usually requires enforcing a shared set of rules; this is in contrast to BART and Muni’s wholly ineffective fare enforcement programs. From personal experience, if I don’t see a person hop over a BART fare gate when I enter or exit a station, I’m usually surprised.
One of the reasons why I think people are more willing to take transit in Spain is I rarely if ever needed to know when the next train or bus was coming. Subway trains would show up every 4-6 minutes regardless of whether it was 7am or 11pm; this is in stark contrast to BART, Muni and AC Transit’s often 20-30 minute waits until the next train or bus. These waits in the Bay Area making taking trips via transit a logistical nightmare, especially when transfers are involved.
And when transit stations are designed in Spain, they are central hubs allowing for easy transfers for people of all ages and mobility levels. Brand new Muni stations in San Francisco in contrast, like the “Market Street” stop for the T train, requires a rider to ride massive escalators and walk hundreds and hundreds of yards to transfer to the other Muni or BART lines that are actually along Market Street. Transit stations shouldn’t make your life a nightmare if you have limited mobility or are carrying suitcases.
America on the other hand is dominated by the almighty car, particularly the massive “body-on-frame” SUV/Pick-up Truck. I didn’t see a single one of these super-sized vehicles in Spain. Delivery “trucks” and work vehicles in Spain are mostly small hatchbacks; “bigger” jobs are carried out by vans smaller than the smallest truck you could rent at your local “U-Haul”. Nothing is more intimidating than teaching your kid how to ride their bike and seeing an 18-wheeler driving down your neighborhood street at 30 miles per hour. Trust me, I’ve seen this in Oakland.
Also, something that really stood out is how police in Spain mainly drive around in small sedans or “tiny” crossovers. Almost no police departments in the Bay Area are allowed to initiate high-speed car chases (except in the most dire scenarios) and most police work revolves around responding to crimes that already occurred. Is it really necessary for OPD to respond to calls for service in massive Chevy Suburbans, Ford SUVs or F250 Super Duty Pick-ups? Police should keep us safe, the sizes of their trucks are dangerous.
Lastly, local streets in Spain are for people, not cars. Almost every street in Spain has some form of hard barriers to protect pedestrians from vehicles. But that’s almost not necessary because speed limits typically range from 6 to 25 miles per hour on local streets. But cars often can’t even go this fast since the streets are for people, not cars. If a street is narrow, people have priority, cars need to follow behind the pedestrian. You won’t hear horns honking from drivers in frustration, you don’t hear growling V8s intimidating you, the cars just calmly scoot along, slowly and safely.
It’s amazing how much more pleasant walking in a city can be when you know that cars will stop for you in a crosswalk and you see that the cars are approaching the crosswalk at 5-15 miles per hour and not over 35 (a speed that is almost guaranteed to kill you).
Americans often equate the car and the open road with freedom but is it really empowering to circle the block for parking, pay >$1,000 to operate your vehicle, or have to sit in your car and drive somewhere everytime you need to take your kids somewhere, buy a loaf of bread or grab a bite to eat? There is an alternative, we just need to decide what future we want to have… and maybe it involves a bit of going back to the past.
***
Ryan Lester is a transit and Vision Zero advocate, a long-time Oakland resident, and he served as a Co-Chair on the City’s Reimagining Public Safety Task Force.
Cross that big street
Major arteries like Market Street and Van Ness constitute mental borders for many drivers. If your destination is near a popular street, aim for the other side of it, where there’ll typically be more vacancies.
Stray uphill
Hills, too, create mental obstacles for people looking for parking. If you’re willing to walk up one of San Francisco’s many hills either before or after the show, you’ll find more spots.
Always check signs
Pay attention to posted time restrictions to avoid tickets. Some meters in San Francisco mercilessly run until 10pm. Also, street cleaning hours can start at 12am, before some shows get out.
Know when you’re beaten
Some neighborhoods are hopeless. North Beach, Nob Hill, Divisadero — forget about it. The sooner you accept this, the more inner peace you will find.
Trust your gut
I acknowledge that I am a 6’1” man, and not everyone feels as comfortable as I do walking alone at night. If you’re not a local, and you’re feeling unsure, read up on the neighborhood beforehand.
Realize the ‘right’ way can be painful too
If you’re tempted to suck it up and pay for a parking lot or garage, remember: after the show, you may be stuck for a long time in a parking-lot traffic jam as cars try to get out all at once.
Okay! On with my list, with suggested free parking areas marked red.
Where to find parking for Davies Symphony Hall, War Memorial Opera House, Herbst Theater or Bill Graham Civic Auditorium
East side of Gough Street, between Golden Gate and McAllister
Pro tip: Park on the left side of the street. Quick eats to go are almost nonexistent in the area, so pick up any pre-show provisions you may need at the Super Sam corner store.
Where to find parking for SFJAZZ, Rickshaw Stop or Mr. Tipple’s Jazz Club
North side of Oak Street between Buchanan and Octavia
Pro tip: The right lanes are almost always congested due to the upcoming freeway onramp. Watch for cars speeding down the hill behind you in the left lanes, and nose in rather than backing into the spot, if possible.
Where to find parking for the Castro Theater
Castro Street, between 14th and 16th
Pro tip: Separated from the Castro by Market Street, and up the hill a little, most people don’t think of parking here. I found a cool old metal dustpan on the street here once. Still use it.
Where to find parking for the Chapel
South Van Ness Avenue between 17th and 21st
Pro tip: Parking in the Mission District can be maddening; find solace on either the east or west side of the main artery on the edge of the neighborhood. Say hi to Whiz Burger for me.
Where to find parking for the Great American Music Hall
Franklin Street between Ellis and Geary
Pro tip: I’ve also found Geary Boulevard, between Van Ness and Franklin, to usually have open spots. (Plus, you’re right next to Tommy’s Joynt for post-show eats.)
Where to find parking for the Regency Ballroom
Franklin Street between Post and Bush
Pro tip: Separated from the venue by Van Ness, and up the hill a little, most people don’t think of parking here. Aim for the left side of this one-way thoroughfare, where parking is usually more open. Pour one out for the closed Walgreens.
Where to find parking for Mabuhay Gardens or On Broadway
Leavenworth Street between Francisco and Chestnut
Pro tip: Trying to find parking in North Beach is like repeatedly hitting yourself in the face with a hammer for a half hour. I park an entire mile away, and enjoy the walk along Columbus, which is teeming with action on weekends.
Where to find parking for the Midway
Illinois Street between 23rd and 25th
Pro tip: Do not be seduced by the road leading toward Pier 80; it looks wide open, but is full of private parking, and Pier 80 itself will be closed off.
Where to find parking for Chase Center
16th Street between Carolina and Connecticut
Pro tip: For concert parking, the Chase Center garage currently charges $75. Ahem. I think you’ll agree that a nice 10-minute stroll down 16th Street is a better alternative.
Where to find parking for the Bottom of the Hill
16th Street between Carolina and Connecticut
Pro tip: Parking’s not nearly as plentiful as it used to be here; be aware of the new-ish protected bike lanes on 17th and the many time restrictions. (Also, bring presents for the excellent staff at one of the city’s best clubs before it closes at the end of the year.)
Where to find parking for the Fillmore
Geary Boulevard between Divisadero and Scott
Pro tip: I agonized for years driving in circles on neighborhood streets until finding this wonderful stretch of Geary, down the road and on a slight curve, where no one thinks to park.
Where to find parking for the Warfield
Folsom Street between 7th and 6th
Pro tip: This one’s tough, being close to both Union Square and the Tenderloin. I shoot for the less-populated area south of Market and walk up 6th Street, home of harm-reduction services, pizza-by-the-slice joints, SROs and Tú Lan.
Where to find parking for the Brick and Mortar Music Hall or Public Works
Gough Street between Market and McCoppin
Pro tip: This is on an odd little diagonal block that’s off of most people’s radar, on the other side of a freeway overpass. It’s never let me down.
Where to find parking for Oracle Park
Harrison Street between 3rd and 4th
Pro tip: Optimal ballpark spots used to change each year. In a coincidence that I won’t overanalyze, I’ve had luck parking on this block ever since Buster Posey left the Giants in 2021.
Where to find parking for the Masonic
Van Ness Avenue or Franklin Street between Sacramento and Pine
Pro tip: Sorry, man. You will not find parking on Nob Hill. You can try driving up California while looking for a spot, but likely, you’ll have to head back and make the five-block walk.
Where to find parking for August Hall
Mission or Howard Streets, between 5th and 6th
Pro tip: The “park up the hill” trick doesn’t work here, since the nearby hill is Nob Hill. If you strike out on Mission or Howard, Folsom is often open.
Where to find parking for the DNA Lounge
Treat Street between Florida and Alameda
Pro tip: Luckily the DNA is surrounded by a pretzel of strange, short, wiggly streets, good for finding parking; head south of the freeway overpass to this hidden curve. (It’s where I parked when I saw Prince at the tiny club in 2013; yes of course I am bragging.)
Where to find parking for Golden Gate Park, Outside Lands or Hardly Strictly
Clement Street between 34th and 38th
Pro tip: The best way to get to these festivals is to throw a bike in the trunk, park near Ocean Beach, and ride in past the bison to the free bicycle parking area. Barring that, your other best bet is to park up the (very) steep hill, near the VA hospital.
Where to find parking for the Cow Palace
Geneva Avenue between Stoneridge and Carter
Pro tip: I don’t really have a pro tip for this one. I just want to say that there should be more concerts at the Cow Palace, which is cool as hell.
Where to find parking for Stern Grove
Portola Drive between San Fernando and Santa Clara
Pro tip: Park across the major artery of 19th, and up the hill a little bit. And, since Stern Grove concerts always take place on Sundays, there are no two-hour parking restrictions to contend with.
Where to find parking for the Independent
Divisadero Street between O’Farrell and Turk
Pro tip: You’ll have to go back in time to when you could park at the DMV lot, because this neighborhood is impossible now. I go down the hill a ways, and usually find a spot north of Primo Pizza.
Where to find parking for the Black Cat
East side of Van Ness Avenue, between Turk and Ellis
Pro tip: Aim for Van Ness, the west boundary of the Tenderloin. For a major thoroughfare, Van Ness often surprises me with open spots, especially on the east side heading north.
Where to find parking for Cafe du Nord or Swedish American Hall
16th Street between Guerrero and Sanchez
Pro tip: Once the daycare that’s just east of Dolores on 16th closes for the day, the white curb — which tends to scare off many drivers — is free for you to park at. Bonus points for the view of the Mission Dolores basilica, just a beautiful building.
The SF venues you don’t need my help parking at
San Francisco is having a civic nervous breakdown because the brother of President Donald Trump’s son-in-law is buying a minority stake in the Giants.
Not Donald Trump. Not Jared Kushner. Joshua Kushner. And not control of the team. A minority stake.
Apparently, that is enough to send parts of San Francisco’s activist and media culture into full panic mode.
One Giants employee posted a video from Oracle Park turning in their uniform and quitting because Kushner was buying into the team.
Social media lit up with complaints about “MAGA ownership” and Trump-world influence invading one of San Francisco’s most beloved civic institutions.
There is just one problem. Joshua Kushner is not exactly Steve Bannon in a Giants cap.
He has historically donated heavily to Democrats and has occupied a very different political lane than his brother Jared and the Trump orbit. But nuance never stood a chance here.
For some in San Francisco, the name “Kushner” was enough. That is the story.
The Giants are not some random expansion franchise nobody cares about. They are one of the oldest and most storied franchises in Major League Baseball history — with eight World Series titles and a lineage that includes Willie Mays, Barry Bonds, Buster Posey, Madison Bumgarner, and Bruce Bochy.
Oracle Park is one of the great settings in American sports. Giants-Dodgers is still one of baseball’s defining rivalries. Generations of Northern Californians are emotionally attached to this team.
Which is precisely why the reaction has been so revealing.
Nobody was arguing about payroll. Nobody was debating the farm system. Nobody was asking whether this helps the Giants close the gap with the Dodgers in the NL West.
The panic was political from the first pitch.
That tells you where we are now.
Sports ownership used to be judged mostly by whether owners were competent, stable, and willing to spend money to win. Now it is an ideological background check.
Who donated to whom? Who attended what fundraiser? Whose brother married whose daughter? Who might show up in the owner’s suite?This is what happens when politics becomes religion. Everything becomes a loyalty test. Even baseball.
The irony is almost too perfect.
San Francisco is not exactly at risk of becoming a MAGA beachhead because a Democratic donor with the wrong last name bought a small piece of the Giants. But symbolic politics runs the city now.
In Democrat circles in San Francisco, politics is not just something people believe. It is something they perform. It is identity. It is status. It is social sorting.
So even indirect association becomes contamination. Joshua Kushner does not have to be Trump. He does not even have to be conservative. He just has to be Kushner.
That is enough.
To be fair, Giants ownership was already politically sensitive. Current owner Charles Johnson has drawn years of criticism for conservative political donations.
So this latest development landed on dry grass.
Still, the reaction says more about San Francisco’s liberal elite than it does about the Giants. The city’s activist class cannot even let baseball remain baseball.
A minority owner becomes a political emergency. A family connection becomes a scandal. A business transaction becomes a moral crisis.
This is not normal.
Fans used to argue about batting orders and pitching rotations. Now they investigate ownership family trees.
And the Giants are not being bought by Donald Trump. They are not being turned into a Trump campaign surrogate. They are not replacing team mascot Lou Seal with a MAGA hat.
A minority stake is changing hands. That’s it.
Yet for the loudest voices in San Francisco, even that apparently requires public anguish.
If this is the reaction to the brother of Trump’s son-in-law buying a minority piece of the Giants, imagine what happens if Donald Trump ever throws out the first pitch at Oracle Park.
Jon Fleischman, a longtime strategist in California politics and a lifelong baseball fan, writes at SoDoesItMatter.com.
San Francisco, CA
Casting shade on shadows: S.F. supervisor seeks to bar using shadows to block new housing
Shadows cast by tall and not-so-tall buildings alike have long been used to block housing in San Francisco, and Supervisor Bilal Mahmood wants it to end.
The District 5 legislator is announcing a law on Thursday that would eliminate the ability for people to say shadows cast by a building are an “environmental concern” that can be used to delay, and possibly block, new housing.
“In San Francisco, we’ve literally paid the price of being too afraid of our own shadow,” Mahmood said, pointing to data showing that shadow-based concerns were used to delay or block 2,195 housing units in 11 projects since 2017.
Whenever a new housing project is proposed in the city, its developer must create an environmental impact report on a variety of factors, like toxic waste and seismic hazards.
San Francisco requires that report to include a shadow analysis noting whether the new building will cast shade on any open space in the city. Mahmood’s legislation would get rid of that requirement; it is not in state guidelines, and most California cities do not consider shadows an environmental factor.
The environmental impact report is intended to help politicians make an informed decision about whether to approve or deny a development proposal. But any resident can file an appeal if they think environmental impacts were not fully considered, which can delay, block, or alter projects.
Shadows ultimately led to a delay for the infamous 469 Stevenson St. project from 2021, a 495 unit building on the site of a Nordstrom parking lot in SoMa.
Some SoMa residents were concerned that the project, which contained about 100 affordable housing units, would gentrify the area.
But gentrification alone is not a legal reason for supervisors to block a project. So residents filed an appeal alleging the project’s environmental impacts were improperly evaluated. The Board of Supervisors ended up siding with them in an 8-3 vote, citing shadows cast on nearby Mint Plaza in their decision.
The developer was forced back to the drawing board and had to redo his environmental report, delaying the project by several years.
Even when projects are 100 percent affordable, shadows cast uncertainty: Residents near 16th and Mission’s “La Maravilla” housing project, a 380-unit project next door to Marshall Elementary that broke ground last month, raised concerns that the development would darken the school’s playground. That forced the nonprofit developers to hold meetings and negotiate with residents about the issue.
Mahmood said even if appeals are ultimately rejected, the length and cost of the appeals process makes it difficult to produce housing projects and leads developers to avoid building in San Francisco.
“The housing problems we’re facing are death by a thousand cuts,” said Witt Turner of the Housing Action Coalition, a proponent of the bill. “We need to start sewing them up one by one.”
San Francisco is required by the state to plan for 36,000 more housing units by 2030, and the city’s best guess is that even under the most favorable scenarios developers will build less than half of that, and in four times as much time.
Mahmood, a YIMBY, has made streamlining housing a focus of his 15 months in office. His new legislation eliminates certain intermediate appeals and hearings and shortens appeal timelines, mostly from 30 days to 15 days.
The bill will be evaluated by the planning commission and the Board of Supervisors in early summer.
The bill is no silver bullet, however. Environmental appeals often cite more than just shadows when seeking to change projects. In the case of the Nordstrom parking lot building, for example, a failure to properly consider the seismic impact of a building was also a component of the decision.
YIMBYs have long pursued reform to CEQA, a California law outlining the environmental appeals process.
“We shouldn’t let outdated laws get in the way of building housing, which is actually important to making progress on our climate goals,” Mahmood said.
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