The SFBC’s volunteer photographer Volker Neumann took photos every five seconds with a camera mounted to a nearby telephone pole.
Photos and statistics are great, but nothing shows the potential to grow bicycling in San Francisco quite like the sight of serious bike traffic in action.
After a second uneventful trial, it’s as clear as ever that BART is due to lift the ban on bikes during rush hours.
A commuter takes a bike aboard BART during the March trial period, and the sky doesn't fall. Photo: SFBC/Flickr
The BART Board of Directors, which is set to vote on the policy change next week, held a hearing last week on the results of a one-week trial in March, during which the agency surveyed passengers about the effect of allowing bikes on trains during rush hours. The trial followed an initial experiment in August that lifted bike bans on four Fridays.
The results of the March trial were similar to those of the August trial, with 75 percent of survey respondents reporting that the change had “little or no effect on their trip.” More promising is the finding that the number of respondents who favored retaining the bike blackout periods dropped from 37 percent in August to 23 percent in March.
“The bottom line is it was a non-event,” said Alan Smith, vice chair of the BART Accessibility Task Force, who observed behavior on BART during the March trial.
Shirley Johnson, who conducted research for the SF Bicycle Coalition’s Bikes ONboard campaign, pointed out that out of 36 major transit systems in the U.S., 75 percent allow bikes on board during rush hours, including the New York City subway.
BART board member Gail Murray is one of the strongest critics of lifting bike bans. “They talk back to you, they don’t listen to you,” she said of "rude" bike-toting customers. Image: BART Board TV
Johnson also pointed out that ”cyclists are already avoiding crowded trains” on BART during the periods when they are allowed on board, since not all of the most crowded trains run during the current blackout periods.
As a condition of lifting the bike blackouts, BART staff propose keeping bikes off only the first three cars of trains during rush hours — a provision that was included the March trial. BART Bike Program Manager Steve Beroldo said the agency is also taking measures to better accommodate bikes, including expanding designated on-board areas for bikes and wheelchairs, as well as adding bike parking at stations. BART plans to launch a “bike etiquette” campaign to remind bike-carrying riders not to board crowded trains and to follow other rules, like the prohibition against bringing bikes on escalators.
“Our ultimate goal is not large numbers of bikes on trains, but a higher percentage of riders using bikes to access BART,” said Beroldo.
Elected officials and thousands of commuters took to two wheels for the 19th annual Bike to Work Day, welcomed by the new protected bike lane on Oak Street and the city’s first bicycle counter on Market Street. As in the past few years, the mayor and city supervisors gathered on the steps of City Hall to give speeches cheering bicycling, with some calling for the implementation of more bike lanes.
Supervisor David Chiu neglected to mention Polk Street in his Bike to Work Day speech. Photo: Aaron Bialick
The event saw record-breaking bike traffic counts, according to manual counts by the SF Municipal Transportation Agency, which found that bikes accounted for 76 percent of eastbound vehicle traffic on Market at Van Ness Avenue between 8:30 and 9:30 a.m. — a three percent increase in bike traffic over last year, and a nearly 30 percent increase since 2009.
By 9 a.m., the new digital bike counter on eastbound Market between Ninth and Tenth Streets displayed a total of 1,300 bicycle commuters. (That may be an underestimate, as riders who didn’t run over sensors in the bike lane appeared to not be counted.)
While city leaders had a few recent improvements to point to, important issues went unaddressed. At the podium, Mayor Ed Lee made no mention of the SFMTA’s Bicycle Strategy, which he has so far refused to fund.
Meanwhile, the Board of Supervisors’ supposed bike champion, David Chiu, said nothing about Polk Street – the vital bicycling corridor on which the rally was held, where the SFMTA has ruled out plans for protected bike lanes on all but six blocks. His omission didn’t seem to sit well with several rally attendees, who, after Chiu’s speech, shouted “Polk Street!”
Mayor Ed Lee made no mention of the need to increase funding for bicycle infrastructure on the 19th annual Bike to Work Day. Meanwhile, Morgan Fitzgibbons (out of the frame) holds a sign in the back reading, "19th Annual Photo Op & Empty Promises Day.” Photo: Aaron Bialick
After the rally, when Chiu was asked if he planned to take a stand for protected bike lanes on Polk, he declined to do so, instead characterizing himself as a mediator between street safety advocates and parking-obsessed merchants. “I think there has not been enough dialogue between the various sides of this perspective,” he said. “On the one hand, we’ve had significant safety issues for pedestrians and cyclists on a thoroughfare that is used every single day by thousands of folks. On the other hand, the plight of our small businesses is very, very real.”
“I do hope we will have more protected bikeways around the city,” he said. “The question is if that should be for all of Polk Street.”
Chiu, along with Supervisors Scott Wiener and David Campos — who represent San Francisco on the Metropolitan Transportation Commission – did call for an increase in the city’s abysmal level of investment in bicycling, currently 0.46 percent of the capital budget.
“We’ve got to get real here,” said Wiener. “If we don’t put our money where our mouth is and start investing in bike infrastructure, in Muni, it’s not going to happen as fast as we need it to happen. I want to move fast, and I want us to invest and transform our city into a city where we can get around in all sorts of different ways, including biking.”
Photo: Aaron Bialick
The protected bike lane on Oak Street may not be constructed until some time after May 19, when the permit for renovation work on the Kelly-Moore paint shop on the corner of Oak and Divisadero Street ends, according to planners from the SF Muncipal Transportation Agency. Because the permit allows the paint shop to occupy the parking lane where the bike lane will go, the bike lane can’t be completed until after it’s done, agency staff said.
The project was originally promised this past winter, then delayed to February. SFMTA planners said they are now looking at ways to work around the renovation to start preliminary work on the bike lane, but that the agency’s hands are largely tied until it’s finished. Agency staff also said the paint shop owners have indicated they’re unlikely to need an extension of the permit.
The main cause of the delay seems to be of lack of coordination between the SFMTA and the Department of Public Works, which issues permits to occupy street space for construction.
SFMTA staff has said that unlike the Fell lane, installing the Oak bike lane will require crews to re-stripe all of the traffic lanes on the three-block stretch, in order to fit it into the street’s geometry.
The SF Bicycle Coalition is counting, down to the second, how long it's taking city agencies to install safety upgrades on Fell and Oak Streets.
The SFMTA said it won't pursue protected bike lanes on most of Polk Street, even though the agency drew up this conceptual plan in the Think Bike workshops in September 2011.
The second open house on the Polk Street safety improvements is tonight. While the agency has said protected bike lanes are not on the table for most of Polk, don’t be discouraged from showing up. This is your chance to tell the SFMTA you support protected bike lanes along the entire street. As we’ve seen, Supervisor David Chiu isn’t going to stand up and make that case for you.
Neal Patel, planning director for the SF Bicycle Coalition, wrote in a blog post today that ”we’ve been told by SFMTA staff that continuous, separated bikeways (including the parking-protected bikeway option presented earlier this year by the SFMTA and an idea the SF Bicycle Coalition developed years ago) are not technically feasible for Polk Street for a variety of reasons.” Patel adds that the SFBC is still trying to “understand if these are truly valid technical issues, or the SFMTA shying away from a hard decision to create one continuous north-south bikeway that’s safe for everyone who wants to bike.”
One explanation is that a continuous protected lane would be feasible if the agency decided to remove more parking. While the anti-bike lane ”Save Polk Street” merchants are sowing fear about removing parking on a street where 85 percent of people arrive without a car, making it a more inviting place for biking and walking will not kill businesses. In fact, since bikes take up so much less space than cars, with a safer bikeway, more people would be able to access Polk than under the dangerous status quo.
While it’s no substitute for attending tonight’s meeting, you can also sign an online petition from Folks for Polk, a group organized in support of the safest options for Polk Street. Currently the petition has amassed 670 signatures. The group is also creating a list of businesses that prioritize safety improvements over a few parking spaces, where protected bike lane supporters can spend their money.
Tonight’s meeting will be held at the First Congregational Church Fellowship Hall at 1300 Polk St (at Bush) from 5 p.m. to 8:30 p.m.
The SF Municipal Transportation Agency has taken protected bike lanes off the table for 14 of 20 blocks of Polk Street under its latest design options [PDF].
On 14 blocks of Polk Street, from Geary to Union Street, the SFMTA's most ambitious proposal only includes conventional bike lanes. Protected bike lanes are apparently off the table. Image: SFMTA
The agency, it seems, has backed down from making bicycling on Polk safe enough for a broader range of San Franciscans, in order to placate merchants who have vociferously opposed removing a small percentage of parking to make room for safety improvements that could actually boost business on a street where 85 percent of people arrive without a car.
Instead, the SFMTA’s most ambitious proposal for Polk between Geary and Union Streets only includes bike lanes that, depending on the block, would run either curbside (without parking) or in the door zone — the kinds of bike lanes that only make a relatively small percentage of people feel comfortable enough to ride.
No longer included are options [PDF] presented by the agency in December which would have provided bike lanes that run along the curb consistently, with some stretches protected from traffic by parking lanes.
“The city is setting its sights too low if they’re not committing to a truly family-friendly bikeway that really does offer people of all ages and skill levels a safe place to ride,” said Leah Shahum, executive director of the SF Bicycle Coalition. “We know Polk Street is already one of the more intimidating places for people walking and biking, and we also know there’s a major problem with dooring.”
In all, the SFMTA now provides three design options for the two sections of Polk — north and south of Geary. For both sections, the SFMTA has included an option that would essentially maintain the status quo for bicycling conditions, making no changes to the bike lanes except for some new green paint.
In terms of the amount of parking that could be removed, SFMTA staff said the range for these options is between 4 to 14 percent of the 2,100 on-street spaces within a block of the corridor. (When off-street parking is taken into account, for a total supply of 5,100 spaces, our calculations put the range at 1.6 percent to 6 percent.)
On the six-block stretch of Polk south of Geary to McAllister, the SFMTA does provide an option for protected bike lanes that would eliminate northbound motor traffic (precluding a potential re-route of the 19-Polk onto the street) and preserve much of the parking. Another option for that stretch would create buffered bike lanes with mixed levels of protection, running curbside on some stretches, between parked cars and moving cars on others.
Regardless of the options chosen, SFMTA planners said they would add all of the proposed pedestrian safety upgrades, like corner bulb-outs, re-timing traffic signals for slower speeds, and daylighting to improve visibility at corners.
It’s Bike to School Week. That’s right — the burgeoning event is no longer confined to a single day.
Walter and son rode to Buena Vista Horace Mann school this morning. Photo: SFBC/Flickr
Over 2,500 kids and adults at 52 schools are expected to participate, up from 40 schools last year, according to the SF Bicycle Coalition, which coordinates the event. SFBC Communications Director Kristin Smith said organizers expanded the event to a full week to ”make it easier for more schools to participate.”
“With standardized testing and other school activities, some schools were not able to participate on the single day, so transforming Bike to School Day into Bike to School Week ensured we could get more kids, parents and teachers on bikes,” she said.
An SFBC news release [PDF] highlighted the recent successes at Grattan Elementary in Cole Valley, which has seen major increases in biking and walking, coupled with a reduction in driving, since the Safe Routes to School program began holding regular events like “Carbon Free Fridays” to encourage students and parents to change their transport habits:
Since 2010, when Grattan Elementary school started working with Safe Routes to School, the elementary school has decreased the number of single vehicles dropping off kids from 60% to 47% of all morning and afternoon trips. In just last year, they reduced the car trips by 8.5%. In the last year, Grattan has also seen a 4.5% increase in the number of students walking and biking to school, and 34% of their students participated in Bike to School Day. This decrease in car trips and increase in biking is helping San Francisco meet its official goal of 20% of trips by bike by 2020.
Last year’s Bike to School Day saw an estimated 2,000 participants, and that was on a rainy day, so the jump in kids cycling this year could be huge. Can we get a bike counter at every school to get an accurate measurement?
Photo: SFBC/Flickr
An SFBC rendering of the bike counter coming to Market Street's eastbound approach to Ninth Street.
San Francisco will get its first bicycle traffic counter within the next month. The SF Municipal Transportation Agency Board of Directors sealed the deal yesterday on a bike counter for Market Street between Ninth and Tenth Streets.
The Market Street bicycle counter. Image: SFMTA
Bike counters, which have been installed on major cycling streets in cities like Copenhagen, Portland, Seattle, and Montreal, help the city get an accurate count of bike traffic and promote bicycling by showing that number on a digital display. Every time someone bikes by, the number ticks up. SF’s bike counter will show daily and annual counts of how many people have biked on eastbound Market approaching Ninth.
“The installation of this innovative bicycle barometer comes at a critical moment in San Francisco,” said SFMTA Director Ed Reiskin in a statement. “As more and more San Franciscans are using a bicycle as part of their everyday commute, this visual bike counter will raise awareness of the positive impact bicycling has on traffic congestion, air quality and personal health.”
“I think this will go a long way to make the case for why significant improvements are needed on Market Street,” said Leah Shahum, executive director of the SF Bicycle Coalition.
The SFBC is hoping the SFMTA will install the counter by Bike to Work Day on May 9 to showcase the growing bike traffic on Market, which is one of the busiest bicycling streets in the nation, said Shahum. Manual bike traffic counts from the SFMTA have shown a 98 percent increase from 2006 and 2011, with 750 eastbound bike riders traveling along Market at Fifth Street in one hour on an average weekday morning, she said.
Come Bike to Work Day, said Shahum, “I think we’ll see some pretty astronomical numbers.”
The counter is partially funded by a $20,000 grant from Kongregate, a locally-based online gaming company. The other $50,000 will come from SFMTA operating funds, according to an agency document [PDF], and the Central Market Community Benefit District will maintain the counter.
“This will be a fun opportunity to measure ourselves against the other great biking cities in America,” noted Shahum. “I have a hunch that San Francisco’s going to hold it down.”
Evening commute traffic on Market approaching Valencia Street. Photo: Aaron Bialick
How people get to Polk street, according to a new SFMTA survey. Driving only accounts for about 15 percent.
Updated 4:36 p.m.
If San Franciscans were to believe the hyperbole and fearmongering spread by merchants leading the “Save Polk Street Coalition,” removing even a small proportion of car parking along the corridor to make the street safer and more inviting will kill businesses. But new survey data from the SF Municipal Transportation Agency shows that only about 15 percent of people get to Polk Street using an automobile, while the rest either come by foot, bike, or transit. Drivers also reported spending the least amount of money per week compared to those who came by other modes.
The data is one more piece of evidence dispelling the myth that on commercial streets like Polk, business depends on drivers.
A parklet in front of Crepe House on Polk Street at Washington. It's more clear than ever that customers don't need to drive to do business on Polk Street. Photo: Bryan Goebel
The findings reaffirm those of a study on Columbus Avenue in 2008, conducted by the SF County Transportation Authority, which found that only 14 percent of people on that street arrived by car. Merchants who have fiercely opposed the SFMTA’s proposals to add improvements like parklets or protected bike lanes — which have generally been found to boost business on similar walkable streets — have dismissed such studies by claiming that Polk is different, and that the statistics “aren’t real.”
Other surveys have found that merchants tend to wildly overestimate how many of their customers drive. It remains to be seen whether this new data will help convince Polk Street merchants that is making the street safer and more attractive will be worth removing a fraction of the parking on the corridor.
“Business people are innately conservative,” said Bert Hill, a sustainable transportation advocate who chairs the SF Bicycle Advisory Committee and ran for election to the BART Board in 2010. “Their whole livelihood depends on there being sufficient customers, so they’re inherently nervous about [the improvements], in spite of the fact that communities that have made the change, like Valencia, like Market Street, are generally doing much better.”
“Particularly as a neighborhood densifies, as Polk Street is heading in the direction of, they will have more customers. But they hate to gamble on that,” he added.
Update: According to the SFMTA survey report [PDF], agency staff surveyed 410 people on Polk at six locations between Tuesdays and Thursdays, and on a Saturday. Respondents were asked which mode of transport they used to arrive on Polk that day, and which mode they typically used. In terms of modes typically used, 6.1 percent of respondents came by bike, 15.6 percent by car, 49 percent by foot (though 68 percent walked that day), and 19 percent by transit. The survey also found that “people who drive to Polk likely spend less cumulatively than other visitors.”
Barclays Cycle Hire in London. Photo: mikesandra4/Flickr
While San Franciscans eagerly await the repeatedly-delayed launch of the Bay Area’s small-scale bike-share pilot program, which has now been downsized to a minuscule 700 bikes (350 of them in SF), Supervisor Scott Wiener says San Francisco needs to take the initiative to move ahead and launch a “full-scale system” throughout the city by next year.
Wiener plans to introduce a resolution [PDF] at today’s Board of Supervisors meeting calling on the SF Municipal Transportation Agency to move beyond the pilot being planned by the Bay Area Air Quality Management District and launch a citywide bike-share system by 2014. American cities including New York, Chicago, Portland, and Los Angeles are all expected to launch their respective systems by then.
Scott Wiener at Bike to Work Day 2011. Photo: Dyami Serna, SFBC
“All over the world, cities are recognizing the tremendous value of city-wide bike-share programs in reducing traffic, improving public transit and stimulating the local economy,” Wiener said in a statement. “Here in San Francisco, we should be doing everything we can to establish and start reaping the benefits from a full-scale bike share program.”
Bike-share, which the SFMTA has called one of the most cost-effective ways to increase bike ridership, was originally promised to launch in the spring of 2012 in five cities along the Peninsula, from San Francisco to San Jose. However, the BAAQMD has delayed the 1,000-bike pilot program, citing the general complexity of coordinating a regional system between five municipalities.
Karen Schkolnick, the BAAQMD’s grant programs manager, said the current launch date is set for this August, and that the pilot will initially only include 700 bikes, though the agency expects to deliver the full 1,000 bikes within the following six months. The reason, she said, is that the $7,000,000 program won’t be adequate to provide the 1,000-bike system as originally thought, and the agency hopes to get more funding from private sponsors with the initial 700-bike launch. “Basically, we used local funding to seed it,” she said.
Ultimately, said Schkolnick, the BAAQMD hopes the system will sustain itself on sponsorship funds and membership fees, and expand to the East Bay with as many as 10,000 bikes. But Wiener said he wants to make sure “we’re not just, in the future, waiting on the Air Board. I believe we should be pushing forward with our own expansion.”
“We know what we need here, and we need a lot more bike-sharing,” he said.
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