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SFBC: Golden Gate Bridge Bike/Ped Toll “Out of Sync With Bay Area Values”

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A toll for people walking and biking across the Golden Gate Bridge will be considered for study tomorrow by the Golden Gate Bridge Highway and Transportation District’s Board of Directors. The SF Bicycle Coalition is calling on sustainable transportation advocates to oppose the fee, calling it an tired idea that would discourage walking and biking.

“This really seems to be out of sync with the values of most of the people in the Bay Area,” SFBC Executive Director Leah Shahum said on this morning’s edition of KQED Forum. “We’ve seen not only the state of California, but both San Francisco and Marin Counties, and the Bridge District itself, commit very smartly to decrease carbon emissions.”

“This is an unfortunate déjà vu. This has been studied before,” she added. “Every five years or so, this idea rears its head, and regularly people come out of the woodwork and say this is just a bad idea.”

GGBHTD General Manager Denis Mulligan said on the forum that the board will merely consider approval of a packaged “work plan” with 45 budget proposals to study [PDF], including the tolls on biking and walking. He said the study would look at the potential impacts of such fees, like lines of people waiting to get on to the bridge, as well as possible discounts for locals.

“Like any topic, people have differences of opinion — some members of the community feel that it’s appropriate, and some feel that it’s not,” said Mulligan. Almost every forum listener who called in or commented online blasted the idea.

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CalBike Looks Back at the Year in Progress for Bicycling in California

Editor’s note: Here’s the California Bicycle Coalition’s (CalBike) post-session wrap-up of its efforts to promote bicycling through state legislation, authored by CalBike’s Ryan Price. It was originally posted on CalBike’s website. We edited it slightly for length.

California is poised to become one of the most bike-innovative states in the nation. The California Department of Transportation (Caltrans) got a new mission and vision statement this year that is more bicycle friendly, and endorsed progressive street designs. A new State Transportation Agency is shaking up how California traditionally thinks of transportation, and we got to see the first rounds of the Governor’s new “Active Transportation Program.”

While the 2014 legislative session wasn’t ideal in every way, our policymakers took huge steps forward, most importantly with exciting advances toward modern street design. You can find links to exact bill language, fact sheets, and letters to and from lawmakers at the California Bicycle Coalition website here.

We Win Better Bikeways
The California Bicycle Coalition’s main strategy for enabling more people to ride a bike is to get communities to build bicycle-specific infrastructure: networks of paths, protected bike lanes, and calm streets that get people where they need to go, and that are built to be comfortable for anyone ages 8-80. Design rules, outdated laws, and inadequate public investment have been preventing better bikeways for years.

Design rules changed this year. In April, California became the third state to endorse the NACTO Urban Streets Design Guide. “We’re trying to change the mentality of our Department of Transportation,” emphasized Caltrans Director Malcolm Dougherty. The mere endorsement wasn’t enough, however, as the Caltrans Design Chief made clear a few weeks later, stating flatly that “the standards haven’t changed.”

In September, Caltrans took another step by supporting AB 1193, the Protected Bikeways Act. Authored by Assembly Member Phil Ting and the California Bicycle Coalition’s top priority for the 2014 legislative session, this bill has two primary functions:

  • It removes language from the California Highway Design Manual (guidelines for how to design our streets) that  prohibited engineers and planners from building protected bike lanes — bikeways that have been proven to get more people to ride bikes. AB 1193 also requires Caltrans to set “minimum safety design criteria” for protected bike lanes by January 1, 2016. With new design rules, California has a chance to promote the best designs in the country and become a leader in bikeway design.
  • It allows municipalities to use other guidelines for street design, such as the bike-friendly Urban Bikeway Design Guide produced by the National Association of City Transportation Officials.

In short, Caltrans and our policymakers are responding to the voices of the people calling for a revolution in street design. A vital next step is to advocate for protected bike lanes locally. You can pledge your support here for protected bike lanes so local advocates can find supporters in your area.

More Funding Approved, but Not Much
More funding is essential to building the infrastructure California needs to get more people to ride bikes. It is also key to economic sustainability. Active transportation infrastructure creates more jobs during construction and supports the local economy during its lifetime.

At $129 million, or barely 1 percent of the state’s transportation budget for biking and walking combined, funding for bike infrastructure is paltry at best.

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Tuesday: Support Needed for a Car-Free Bike/Ped Path on the Marina

Photo: SFDPW

One year after community planning meetings began, plans finally appear to be moving forward for removing the 51 parking spaces in the middle of a walking and biking path along the Marina — the only stretch of the 500-mile Bay Trail with cars on it. But Marina boat owners aren’t giving up, and car-free path supporters need to turn out to a community meeting next Tuesday to ensure progress on this no-brainer plan.

Some of the boat owners arguing to keep the often-empty parking spaces have apparently used their connections to delay the project for several months — the city’s final proposal for the path was originally due in March. If the plan is approved this fall, the parking spaces would be removed next spring, according to a September 30 presentation [PDF].

In a letter to SF Recreation and Parks [PDF], the SF Bicycle Coalition’s Janice Li pointed out that a permit issued to the city by the Bay Conservation Development Commission requires that the plan pursue “a design of a Bay Trail segment that provides a high quality bicycle, pedestrian, and general visitor experience.”

“The only way to properly meet the Bay Trail standards and provide that experience is by creating a car-free path,” wrote Li.

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New CA Database Shows How Much Parking Costs and How Little It’s Used

TransForm’s GreenTrips Parking Database provides an unprecedented level of data on the costs of building parking — and how much it’s used — in multifamily housing developments in the San Francisco Bay Area.

Zoning laws in California usually require new developments to come with a minimum number of parking spaces. Housing, restaurants, stores, movie theaters — everything requires some number of parking spaces, theoretically based on the best available data.

Each of these empty underground parking spaces typically costs about $80,000. Image: Pixabay.com

Usually that data is whatever is listed in the Institute of Transportation Engineer’s (ITE) Parking Generation Manual. Since that manual has long been the only source of data on parking usage in the country, planners rely on it to help them figure out how many parking spaces a project should include.

But there are serious limitations with the ITE data, as is noted in the manual itself. As Professor Donald Shoup, UCLA’s “parking guru,” explained in a paper [PDF]: Providing too much parking encourages driving, thus contributing to congestion, and discourages walking and bicycling (unless you love walking across hot expanses of pavement to your store).

Plus, building parking is expensive.

A new tool, the GreenTRIP Parking Database, can help by providing better data on actual parking usage at multifamily housing units. This is only one of the many land use categories about which planners seek data, but it is a key one.

The database, created by TransForm, an Oakland-based advocacy group that focuses on better land use and transportation policies, tracks more than just parking usage. Data is available about the number of parking spaces per unit, how much of that parking sits empty, what percentage of the building is affordable housing, whether residents pay for parking separately from their rent, what level of transit service is available nearby, whether residents are offered transit passes or carshare membership, what if any parking management exists on surrounding streets, and other data relevant to parking usage.

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New Planning-Savvy Advocacy Group Pushes for a People-Friendly Oakland

Oakland, criss-crossed with freeways and overly-wide streets, could become people-friendly with the right leadership, says a new group called Transport Oakland. Photo via Transport Oakland

A group of planning-savvy Oakland residents and workers has formed Transport Oakland to advocate for sustainable transportation and livable streets.

With declining car traffic and exciting developments on the way like bike-share and bus rapid transit, the group says the growing East Bay port city could become a people-friendly mecca — given the right leadership.

Transport Oakland “started informally,” said Liz Brisson, a spokesperson for the group, who works as a San Francisco transportation planner, along with some of the other members. “A group of planners and advocates got together to talk about what we would like to see in the city, and why there are problems preventing things from happening.”

While Transport Oakland is working with groups like Walk Oakland Bike Oakland, Bike East Bay, and TransForm, the group takes a different approach to organizing for better transportation choices, such as making candidate endorsements and offering nuanced recommendations on local transportation reforms. “It’s an interesting group, and different than a typical advocacy group, in that a lot of people involved are planners or engineers that just happen to live in Oakland,” said Brisson.

Unlike other similarly-sized cities, Oakland has no transportation department or director to oversee funds and projects — its transportation planners work within the Public Works Agency. Its city council also has no transportation commission appointed to help inform decisions about transportation issues, and the city has no overall strategic plan or vision for transportation.

The city even has $15 million in earmarked transportation funds that haven’t been used for unclear reasons, the group found in its research. The numbers come from audit reports from the the Metropolitan Transportation Commission on Measure B transportation sales tax revenue [PDF] and the Vehicle Registration Fee program [PDF], both approved by Alameda County voters.

Transport Oakland decided that its most effective first action would be to encourage city leadership on improving transportation in the upcoming election. “There are three different levels of involvement that affect transportation outcomes,” said Brisson. “There are policymakers, there’s staff, and there are advocates. We agree that Oakland could use more involvement from all three. We have specific ideas modeled after other cities about how transportation should be planned, funded, and delivered, and we need policy maker involvement to create those changes.”

Transport Oakland’s first step was to interview and endorse candidates for mayor and the three city council seats that are up for election next month. “We’re not a PAC (Political Action Committee), we’re just volunteers,” said Brisson. But the group aims to influence city policymakers by publicly endorsing candidates with progressive views on transportation. In the interview process, they also aimed to educate candidates about smarter transportation policy.

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Oakland Unnecessarily Pits Safe Bicycling vs. Transit on Telegraph Avenue

At two workshops last week in Oakland, attendees overwhelmingly called for a bolder plan to make Telegraph Avenue safer and include protected bike lanes. Oakland planners ditched their original proposals for parking-protected bike lanes, instead proposing buffered, unprotected bike lanes on most of the street. In Temescal, the street’s most dangerous and motor traffic-heavy section, planners insist on preserving all four traffic lanes, with only sharrows added. But when asked to choose between removing parking or removing traffic lanes, it was clear that the majority of residents who attended both meetings would be willing to give up parking.

The majority of residents who attended two workshops would be willing to give up parking for protected bike lanes on Telegraph Avenue. Photo: Melanie Curry

Still, a few kept the discussion circling back to the potential tradeoffs between bike safety and transit reliability. Oakland city planners trying unsuccessfully tried to get traction on the idea of moving the bike route a block away to Shattuck Avenue, despite Telegraph being a clear magnet for bike traffic even without any bike infrastructure.

Several people at the workshops argued adamantly that sharrows are not a reasonable alternative to bike lanes. “Please remove sharrows as an option,” said one attendee. “I don’t want to share facilities with a car. We’ve tried it, and I hate it. It’s not safe.”

Oakland planner Jamie Parks opened up group discussions at both meetings by admitting that sharrows are “not the ideal bike facility, but this is the most constrained and congested section of the street.”

“The tradeoffs include removing parking or removing a lane of traffic,” he told attendees. “If we were to incorporate continuous bike lanes, what would people be willing to give up?”

“Parking!” one person shouted from the back of the room at one meeting. Discussions at both meetings stayed mostly polite, and there seemed to be general agreement that providing parking was not as important as safety.

But not everybody agreed. One dissenter said, “I just don’t think politics will allow for the abolition of parking.”

Only some parking spaces on Telegraph would need to be removed to provide bike lanes. But the city doesn’t seem to be seriously considering it, despite strong evidence in other cities that as motor traffic is calmed, and bike traffic goes up, commercial corridors tend to see more people shopping by foot and bike. Oakland’s own findings show that parking spaces in Temescal rarely approach 85 percent of capacity, even at peak times, and that better parking management could make even more spaces available.

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SPUR Ocean Beach Erosion Plan Shelves Road Diet for Great Highway

SPUR will not pursue its vision for narrowing Great Highway from four lanes to two, as neighbors fear that traffic will divert onto their streets. Image: SPUR’s Ocean Beach Master Plan

SPUR has set adrift its proposal to halve the size of the Great Highway along Ocean Beach, as the group strives to avoid distracting attention from implementing the other priorities in its Ocean Beach Master Plan. A road diet may be revisited later, once more pressing concerns have advanced.

SPUR calls the OBMP “a comprehensive vision to address sea level rise, protect infrastructure, restore coastal ecosystems and improve public access.” It also includes proposals to remove other sections of the Great Highway that are threatened by severe erosion, in what’s called ”managed retreat.”

One of SPUR’s highest priorities is converting the Great Highway south of Sloat to a trail. Images: SPUR

Ben Grant, SPUR’s project manager for the OBMP, said one of the plan’s most pressing priorities is closing a short, severely eroded section of the highway south of Sloat Boulevard, and replacing it with a walking and biking trail. Car traffic would be re-routed onto Sloat and Skyline Boulevards, which still would see less traffic than they’re built for.

But the “most controversial” piece of the OBMP plan, said Grant, was the proposal to remove two of the four lanes on the main stretch of the Great Highway, as well as adding parking spaces along that stretch to replace those that would be removed south of Sloat. SPUR doesn’t want opposition to those elements to distract from the more urgently needed road closure south of Sloat.

“We’ve gotten quite a few strong negative reactions to this,” Grant said at a recent SPUR forum. “We’re not going to be pushing for it at this time, because we have much more core, transformative projects to consider.”

Nothing in the OBMP is an official city proposal yet, but SPUR’s ideas are being seriously considered by public agencies that will conduct environmental impact reports for them.

“It’s an interesting thing to think about,” said Grant. “What if we take our one major stretch of oceanfront road and think of it not as a thoroughfare for moving through — [but] think of it instead as a way of accessing and experiencing the coast, as a coastal access or park road?”

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After 50 Events, Sunday Streets Director Departs to Spread the Word

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Sunday Streets on Valencia Street yesterday. Photo: Aaron Bialick

Susan King is moving on from her position at Livable City as director of SF’s Sunday Streets, after hosting the 50th open streets event yesterday in the Mission. King plans to bring open streets events to cities across the state by establishing the California Open Streets Network (CAOS).

Susan King yesterday speaking with SFMTA Director Ed Reiskin (right) and Department of Public Works Director Mohammed Nuru. Photo: Aaron Bialick

“I feel great that this program is so solid and successful, and there are really fantastic people pushing the ball forward,” said King.

To help other California cities learn from King’s experience in spearheading a nationally-renowned model for open streets, CAOS will provide services like a “calendar, shared resources, peer-to-peer advocacy, one-on-one trainings, regional trainings, webinars, and advocacy on the state level for a framework that addresses some of the barriers,” she said.

When Sunday Streets was first proposed in collaboration with then-Mayor Gavin Newsom’s office in 2008, it saw resistance from merchants who believed that their businesses would be hurt by opening streets to people and closing them to cars. The 50 events since have shown the opposite result, providing a boon for both business and public health. Merchants have since clamored for the event to bring customers to their neighborhoods, with as many as 75,000 regularly attending Sunday Streets in the Mission.

Today, San Francisco has held more major open streets events than any other American city, and Sunday Streets is “mundane, it’s part of everyday life,” said King. “That’s a good thing to create — as a fabric of what a livable community looks like.”

For today’s youngest San Franciscans, the ability to play in car-free streets may even be taken for granted, as a generation grows up with a fundamentally different experience of city streets. King told an anecdote about a woman who said her five-year-old grandson “didn’t know what life was without Sunday Streets.”

“I’m supremely proud to think about the generation that’s going to lead us, that are still in school and growing up in this city with the expectation that Sunday Streets is just part of city life,” said King. “The next generation really has a different idea of how we use and interact with our city streets.”

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Personal Garages Become Cafes in the Castro, Thanks to Smarter Zoning

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This used to be a garage. Photo: Tom Radulovich

Three new cafes and restaurants in the Castro have been created in spaces formerly used as personal parking garages. Driveways and dark garage doors on 18th Street have been replaced with storefronts and inviting patios filled with people.

A few years ago, this would’ve been illegal.

Reveille Coffee Company and Beso, a tapas restaurant, were able to move in and convert these garages this year, thanks to changes in the SF Planning Code’s zoning laws in 2011 proposed by Livable City and former Supervisor Ross Mirkarimi. The provision to allow garages to be converted into shops, housing, and service spaces in “Neighborhood Commercial” zoning districts was part of a package of parking-related reforms.

In addition to the first two garage-to-business conversions on 18th, a third is currently under construction nearby.

“These new businesses are helping make a more walkable (and sittable), vital, and convivial 18th Street,” said Livable City Executive Director Tom Radulovich. He pointed out that the curb space in front, formerly reserved to ensure private garage access, have also become public street parking spaces.

The idea seems to be spreading: Radulovich said the Ocean Avenue Merchants this week endorsed allowing conversions of garages to storefronts in their district, which is zoned as “Residential.”

Radulovich said the 2011 ordinance “also allows the addition of a single [residential] unit to an existing residential building without a new off-street parking space, so long as that unit meets the other requirements of the code, including density limits.”

The entrance to Beso. Photo: Tom Radulovich

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Prop L Proponent Makes False Accusations Against SFBC, SFMTA About Polk

Chris Bowman, a Republican proponent of the Prop L “Restore Transportation Balance” ballot measure, aimed false accusations at the SF Bicycle Coalition and pro-bike SFMTA officials in a panel discussion this week.

Chris Bowman, right, with Supervisor Scott Wiener at a panel discussion this week. Photo: Aaron Bialick

Bowman and Supervisor Scott Wiener were featured at the forum, organized by the Alice B. Toklas LGBT Democratic Club, to discuss Prop L. The proposition claims to promote motorists’ interests, calling to enshrine free parking and build more garages. Prop L is funded by tech billionaire and Mayor Ed Lee backer Sean Parker and the SF Republican Party.

Even though nobody else at the meeting brought up the SFBC in discussing Prop L’s implications, Bowman devoted much of his speaking time to attacking bike lanes, and making false claims about the SFBC and SFMTA Vice Chair Cheryl Brinkman.

Bowman said that the SFBC urged a boycott of certain Polk Street merchants who had opposed removing car parking for protected bike lanes: ”The Bicycle Coalition, to add insult to injury, got the transcripts from [an SFMTA Board] hearing and put on their website, ‘these people testified, these are their businesses, boycott them because they’re anti-bike’… That is hardball politics and that does not create a respectful dialogue. That never should have been tolerated by anyone.”

In fact, the SFBC did the opposite — the organization has “actively encouraged our members, and the broader bike community, to frequent Polk Street businesses — and show support for biking to local businesses on popular bike routes,” said SFBC Executive Director Leah Shahum. ”Those claims are absolutely untrue.”

As to where such misconceptions could come from, Shahum noted that the SFBC did hear from individual members, who had urged the organization to launch a boycott through social media posts on Facebook. She said she suspected that those spreading the lie could have misconstrued such messages, although they were written by individuals who don’t speak for the SFBC.

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