Will Donuts Destroy This Shop?

 Some cyclists—racers, mainly—would never, ever touch a donut. Others see them as a quick and tasty source of energy.

I’ll admit that I’ve had a donut or two before or during rides. So I won’t judge you if you have.

If bikes and donuts are beside each other, I suppose they could be mutually beneficial for business. At least, a bike shop or lane might bring business to a donut shop. On the other hand, there are instances in which donuts aren’t good for a bike shop.

The kinds of donuts I’m talking about aren’t Dunkin’ or Krispy Kreme, cinnamon or Boston Cream. Rather, I am referring to an automotive stunt that involves rotating the rear or front wheels in a continuous motion around the opposite set of wheels. The goal seems to be to leave a circular skid mark of rubber and leave smoke from friction.

Of course, anyone engaging in such stupidity probably will feel the need to do it at as high a rate of speed as possible. That increases the chances of the driver losing control, sometimes with tragic consequences.

A donut “sideshow” didn’t cost John McDonell his life. But it may have cost him his life’s work—or the last 13 years of it, anyway.

During that time, he has owned and operated Market Street Cycles in San Francisco. For a few years, business was very good: The shop stands at the intersection of Market, Page and Valencia Streets, all of which have bike lanes. Thus, the establishment profited from being along one of the city’s busiest bicycles commuting routes.

That is, until the COVID-19 pandemic struck.  San Francisco was under one of the hardest lockdowns in the US. Even after it was lifted, bicycle—and vehicular—traffic never resumed. According to McDonell, there’s “less than one-third of the traffic” that passed the shop pre-pandemic. “There’s no downtown, there’s no commute anymore,” he lamented.

Since then, his shop and other businesses in the area have been plagued with robberies.  But the coup de grâce may have come early yesterday morning, when a driver doing “donuts” smashed into his shop. The 57-year-old shop owner says he’ll probably close permanently. “I’m too old for this shit,” he said.

What Color Is Your Lane?

What do Amsterdam and Austin have in common?

Well, they both begin with the same letter.  And they're capitals:  one of a nation, the other of a US State that was once, albeit briefly, a nation and sometimes acts as if it still is one.

Otherwise, I'd guess that they don't share much.  Then again, I haven't been to the Dutch city in a while, and I've never been to the center of the Lone Star State.

I have just learned, however, that they do share a trait that most people wouldn't notice, unless they were cyclists.  It has to do with bike lanes.

In New York, San Francisco and other American cities, they're painted green. That color was chosen because it stands out against the rest of the pavement and isn't easily confused with, say, a parking or bus lane. While it's great for visibility, it makes a bike lane more expensive to build and maintain because it's a coat of paint over asphalt, which wears away even when it's covered with a clear sealant.  Also, the particular shade of green used on bike lanes is more expensive to make than other colors.  

And there is another problem: Depending on the paint used, the surface can become slippery in wet weather. That might be one reason why Amsterdam doesn't paint its lanes green--or any other color.  Instead, a red  pigment is mixed with asphalt to yield a rather lovely terra cota hue.

Photo from the City of Austin

I don't know whether Austin's planners were looking to their Dutch counterparts when they designed their city's bike lanes.  They did, however, adopt the same system--and color--for the bicycle byways.  One reason is the aforementioned cost.  But just as rain wears paint away, so does heat--which, from what I understand, Austin experiences for months on end. 

While the terra cota shade is not the kind of red used to denote Texas politics, it's still rather ironic that the color is used on bike lanes in one of the state's "blue" islands. 

Using A Bike Lane To Avoid A “Brick”

 I don’t drive. So I am basing this assumption on being an (infrequent) passenger and (more frequent) observer:  When drivers are lost or confused, or detect malfunctions (in their cars or passengers), they pull over in the nearest place that looks safe.

That is, if the driver is human.  If the car’s driver is itself (Does that sound creepy or what?), it won’t pull over.  And, if it’s lost or confused, it won’t go to a therapist or spiritual counselor.

Rather, it will “brick.” No, it won’t build a wall—at least not literally. (Even Donald Trump and Greg Abbot have difficulty doing that!) Rather, said non-human driver will stop dead wherever it happens to be—even in the middle of an intersection.  

In San Francisco, which probably is denser with ride-sharing services and autonomous vehicles than any other city, Waymo and Cruise self-driving cars accounted for 215 crashes during the first four months of this year.

I could not find reports of injuries caused by those collisions.  The city’s transportation authority says that self-driving vehicles “will improve safety” but admits that the technology “isn’t fully developed yet.” One commenter wonders whether the city can “end this experiment now” or “does someone need to be killed first?”

He posted a video that illustrated his concerns:  a number of human drivers steered into the Valencia Street bike lane, in the city’s Mission district, to avoid a self-driving Waymo vehicle that “bricked.”

Twofer! Let's take a look at how well the posts are working on Valencia @SFMTA_Muni. Can we end this experiment now or does someone need to be killed first? Also did @waymo report this incident to @californiapuc? pic.twitter.com/BSBvYUw5HK

— Andy (@Shenanigans_ATL) August 7, 2023

He Rides To Work. Why Don't More Cyclists Follow Him?

We've all heard some variant of the question, "If a tree falls in a forest and nobody is there to hear it, does it make a sound?"

Here is anothe variation:  If a bicycle valet service opens in a city and nobody hears about it....

How do you finish that question?  All right, it won't quite follow the rhetorical pattern of the "tree falls in a forest" query.  But it's pertinent nontheless.

Here goes, "Will anybody use it?"

That is what the folks from the San Francisco Bicycle Coalition and The Chase Center might be asking themselves. From the moment the venue--which hosts Golden State Warriors games, among other events--a bicycle valet parking service has been available.  

Now, the Chase Center isn't the only such venue or institution to offer such a service.  The valets aren't even the only ones who will take your helmet with your bike.  They might not even be the only such service not to require an admission ticket to the venue in order to use it, like the services I've used in places like the Metropolitan Museum.  

What makes the Chase Center's bicycle valet service unique, to this date, is that it was designed as part of the Center when it was built.   Yes, there is an entrance built into the spherical structure of the arena specifically for the designated bicycle valet area.  

Better yet, the service can park as many bicycles--300--as many venues can park cars in their garages or lots.

In such a bicycle-conscious city as San Francisco, and in a densely-trafficked neighborhood like the one where the Center is located, one might expect a bicycle valet service to be a "build it and they will come" facility and service.  Sadly, though, such is not the case.  According to an investigation by the SF Gate, usage has topped out at around 100 bikes per Warriors game or other event.

While neither the SF Gate report nor team nor venue officials offered an explanation as to why the service is under-used, I have to wonder how many people know it's available.  Whatever the reason, I hope that the folks who run the Center don't decide to turn the space into, oh, I don't know, another gift shop.

There's nothing like a celebrity endorsement to boost a product or service's popularity. So, perhaps, this video or Warriors star Klay Thompson riding his bike to work--a playoff game--might entice more cyclists to park at Chase Center:

She Lost Her Parking Space

When people ask you why you ride to work or school, you might say that it saves you money, gives you exercise or simply brings you to your office, shop or classroom in a better mood than you would have been if you'd had to fight traffic or the crowds in the train or bus station.

But, do you remember what got you pedaling to work in the first place?  Was there some specific event that caused you to dust off that bike you hadn't ridden in years and use it as your commuter?

Here in New York, some long-time bicycle commuters got their start during transit workers' strikes.  Here, and in other places, there are people who rode to class or work when they were poor students or low-wage employees and never stopped even after their economic circumstances changed.  Still others simply were trying to regain health and stamina they'd lost--or to gain such qualities after not having them in the first place.

For Amy Graff in San Francisco, the impetus was losing her parking spot at her job.  So, a month ago, she pumped up the tires on her 22-year-old Specialized Stumpjumper and started navigating the city's narrow streets and steep climbs.  She recounts her experiences in a SFGate article, "What I Learned After Riding My Bike For Three Weeks."

Some of the things she learned aren't surprising:  San Francisco is hilly, but biking is often the fastest way to get around the city. That second point could also be made about riding in New York, along with "getting doored is a real thing," "drivers are clueless about cyclists" and "people wear suits, even skirts, while biking."  

But my favorite "lesson" is this:  "the streets are cleaner than the sidewalks."  That's also something I could say about New York:  Even though we have a "pooper scooper" law; I've dodged (and stepped in) more doggie doo, vomit and other vileness left by blameless animals and clueless (or manner-less) drinkers. Let me tell you, those things are really difficult to clean out of your tire treads, which you certainly want to do if you want to bring a bike into a New York or San Francisco apartment!

What Will They Accomplish By Cracking Down On The "Chop Shops"?

At least a few of my rides have included stops at flea markets.  

So why are they called "flea markets"?

Well, it's a translation of "marche aux puces", the name given to an outdoor bazaar at the Porte de Clignancourt, on Paris' northern edge.  It's been operating there since some time around 1880.

So why is it called the "marche aux puces"?  It was often said--sometimes, with justification--that items, particularly upholstery, sold there were infested with fleas.  

Not long before the market began to operate, the straight, wide boulevards lined with sandstone-colored buildings one sees all over the City of Light were first constructed.  To make way for them, old buildings on narrow, winding streets were demolished.  This left a residue of old furniture and other items out in the open, where they could have been infested with vermin.

There is another reason why people might have thought those items were infested with fleas:  The folks who salvaged them were, as often as not, themselves infested.  Not surprisingly, when Georges-Eugene, Baron Haussmann, executed Napoleon III's vision for modernising Paris, it left many Parisians homeless or simply destitute.*  During the city's transitional period, many such people had few, if any, other ways to generate income.

Homeless people all over the world continue to "pick up the pieces", if you will, all over the world.  In my hometown of New York, I have seen them selling everything from corsets to computers, from books to barbed wire.  And, of course, many pick up soda and beer bottles and cans, which they can recycle for 5 cents each, from trash bins.

In San Francisco, that city of entrepreneurs, it seems that some of the homeless have become small-time operators in the bike business:  They operate what detractors call "chop shops" from underneath bridge and highway overpasses and other semi-enclosed public spaces.  

While even homeless advocates admit that some of the bikes are stolen, the majority are the fruits of dumpster-diving, scavenging on the streets or barter.  Usually, the homeless or poor people who operate these pop-up bike shops fix up the bikes they sell or trade, or assemble bikes from parts found in various places or stripped from other bikes. 

Most of the complaints the city receives regarding these operations are not about the shops, per se:  Most people don't have a problem with people doing whatever they have to do to put food in their mouths.  Rather, many residents say that these vagabond mechanics spread their wares across sidewalks, bike paths and sometimes even into streets, making it impossible or simply dangerous to navigate.   

With that in mind, the city's Board of Supervisors is expected to pass a bill that would prohibit anyone from storing or selling the following on any public street, sidewalk or right-of-way:

• five or more complete bicycles
• a bicycle frame with its gear or brake cables cut
• three or more bicycles with missing parts
• five or more bicycle parts.

The prohibition would not apply to anyone who has a commercial license (which, of course, includes almost no homeless person) or a permit for an event like a bike rally or clinic.  The bill gives the Public Works Department authority to seize items deemed to be in violation of the code. If the owner of the items doesn't allow the PWD to seize the items, police officers can be called in.  And, the owner can appeal to have the items returned 30 days after the seizure and notice of violation.

Not surprisingly, small business associations support this bill, mainly because the "chop shops" often impede access to stores, cafes and other establishments.  Bike shops are among such small businesses, and support the bill for the same reason.  Interestingly, though, none seems to have made an argument that these shops are taking business away from them because of their lower prices, probably because people who would buy (or barter for) bikes from "chop shops" weren't going to buy their bikes in a bike shop anyway.

Also not surprisingly, this bill is adamantly opposed by homeless advocates, civil liberties organizations and the Democratic Socialist party.  Most interesting of all, though, is a letter of opposition penned by Jeremy Pollock. He writes as a ten-year member of the San Francisco Bicycle Coalition who, as he says, has had bikes and parts stolen and recovered a "ghost bike" from a homeless encampment.  

He effectively makes a point that the bill, should it become law, could violate the Fourth Amendment of the US Constitution.  He also decries the lack of collaboration between the city government and its citizens (especially cyclists) in drafting and voting on the bill.  

Pollock also expresses concern that enforcing such a mandate could make the already-challenging  jobs of DPW workers who clear homeless encampments even more difficult by making already-strained relationships between those workers and the residents of homeless encampments even more tense and hostile.  This will put a further strain on the DPW's resources, and will stretch the police department and criminal justice system even thinner than it already is.

Oh, and if the San Francisco Police Department is stretched thinner, it will dedicate even less manpower and fewer resources than it does to combat bike theft.  As it is, the Department--like others across the country--simply doesn't regard bike theft as a priority.  And, if it wants to combat bike theft, according to Pollock, "we don't need this cumbersome new notice of violation, we need SFPD to focus on catching bike thieves!"

*To be fair, Haussmann's work also made it possible, for the first time, to navigate Paris with relative ease, which helped Paris to grow as a commercial as well as cultural center.  When he widened the streets, he also added sidewalks, which made Paris the walkable city it is today. Moreover, his plan included other public works, including sewers, which greatly improved sanitation and the health of people, as well as a series of public parks and gardens.

Then again, he also made it all but impossible to mount an insurrection in Paris by widening and straightening those streets that could previously be barricaded--or used as escape routes by people who knew them.

Over The Hills (of San Francisco)

A few days ago, I was bragging about some of the things I've carried on my bicycle.  In one of my earliest posts on this blog, I talked about other kinds of cargo--and baggage--I've hauled while pedaling two wheels.

I must admit, though, that I've never tried to schlep what a San Francisco residents Matt and Dorie Apollonio carted a few days ago:  two kids and a Christmas tree.  I have never had kids and the times I bought Christmas trees, I didn't have to lug them more than a few blocks.  Frankly, it probably would have taken me more time and effort to attach the tree to my bike, cart or shoulder than it took for me to walk with it.

From Hum of The City

 And, of course, I didn't have to negotiate San Francisco's topography or even that of the hilliest parts of the Bronx or Staten Island.  I didn't even have to go up the slope of Park Slope on occasions when I bought Christmas trees while I was living there.