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Posts from the "SFMTA" Category

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SFMTA Launches a Smarter Safe Streets Ad Campaign

The SFMTA has launched a new ad campaign called “Safe Streets SF” that takes the most thoughtful approach to addressing the causes of pedestrian injuries of any city campaign thus far.

The ads have started rolling out on Muni buses. One depicts cars stopped in front of a busy, unmarked crosswalk, with the text, “It Stops Here.” A side panel says “all intersections are crosswalks” — a message aimed at combating the misconception that crosswalks aren’t legal unless they’re marked.

“We’ll be targeting the driver violations of pedestrian rights-of-way that are responsible for nearly two-thirds of all pedestrian collisions,” said SFMTA Director Ed Reiskin at an agency board meeting yesterday. “We’re trying not to just put random ads out there, but to really be thoughtful and strategic about what behaviors we’re targeting.”

Reiskin said the campaign, part of Vision Zero, is a collaboration between the SFMTA, SFPD, Department of Public Health, and Walk SF. Next month, it will be complemented by “24 high-visibility enforcement days” from police on streets with high rates of pedestrian injuries. “Officers will be on the streets citing drivers for violating pedestrian rights-of-way,” Reiskin said, noting that it will add to SFPD’s ongoing “Focus on the Five” enforcement campaign.

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NYC’s Tom Maguire Expected to Lead at the SFMTA, if Mayor Lee Lets Him

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Ever since we broke the news that New York City’s Tom Maguire would be hired as the new director of the SFMTA’s Sustainable Streets Division, we’ve heard only positive reactions. If nothing else, there’s a lot of hype building for this promising veteran of the livable streets renaissance seen under Janette Sadik-Khan‘s NYC Department of Transportation. On the other hand, Sadik-Khan and her executive staff had the full support of former NYC Mayor Michael Bloomberg.

The SFMTA did its part for the hype with a press release that was rife with praise from officials in both SF and NYC. Here’s JSK herself:

From rolling out the fastest bus routes in New York City to devising groundbreaking parking policies, Tom Maguire worked on some of the most innovative changes to New York City streets over the last eight years. But the Big Apple’s loss is the Bay Area’s gain. With his one-of-a-kind mix of creative policy skills, technical expertise and political savvy, there’s no one better equipped to deliver world-class streets and chart San Francisco on a course to safer, more sustainable future.

Polly Trottenberg, Sadik-Khan’s successor at NYC DOT, said Maguire is “a remarkable leader [who] oversaw some of NYC DOT’s major initiatives from PlaNYC and post-Sandy resiliency to the Select Bus Service partnership and Freight Mobility. We will miss his vision and energy in New York.”

“The Giants moving to San Francisco in the late 50s had a big impact in the baseball world, and Tom Maguire becoming SFMTA Sustainable Streets Director is a big win for San Francisco in the transportation field,” she added.

While SF advocates don’t have experience with Maguire, they say his reputation holds a lot of promise, but that his ability to help the SFMTA make strides in advancing sustainable streets will depend on backing from Mayor Ed Lee and SFMTA Director Ed Reiskin.

“The importance of this position cannot be emphasized enough,” said SF Bicycle Coalition Executive Director Leah Shahum. “Mr. Maguire will need to bring a combination of high-level vision, and the ability to roll-up-his-sleeves, to ensure that projects get delivered in a timely way. And it’s critical that he has the support of MTA Chief Ed Reiskin. There’s never been a more opportune time for strong leadership to transform the SFMTA and help San Francisco’s transportation systems live up to their potential.”

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SFMTA Taps Tom Maguire From NYC DOT to Run Sustainable Streets Division

We have word from a reliable source that the new SFMTA Sustainable Streets Director will be Tom Maguire, a highly regarded executive at the New York City Department of Transportation, where he served throughout the tenure of Janette Sadik-Khan, most recently as assistant commissioner of project development.

At NYC DOT, Maguire oversaw a broad range of public space, transit, and parking management projects. Among the initiatives under his watch was NYC DOT’s Select Bus Service program, which involves upgrades to surface transit similar to the Muni Transit Effectiveness Project. He also led research and communications related to NYC’s new public plazas and other street redesigns, and was instrumental in developing a sophisticated congestion pricing system that, while never implemented due to political cowardice in the state capital, was fully fleshed out and ready to roll in America’s largest city.

As we wrote in March, the next Sustainable Streets Director will play a critical role in delivering effective pedestrian safety improvements, a robust network of protected bike lanes, and faster and more reliable Muni service. The Sustainable Streets Division encompasses all of the agency’s street design and parking management work, and its leader will have to stand up to the vocal minority who fight tooth and nail to preserve the status quo on the streets. Maguire brings seven years of experience working for Sadik-Khan and former mayor Michael Bloomberg, who made NYC DOT a nationally-renowned leader in that department.

SFMTA spokesperson Paul Rose said he couldn’t comment on whether Maguire was indeed the selected candidate, but that an announcement would be made this week.

Update: The SFMTA officially announced Maguire’s hire and said he will start October 14.

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MoveOn.org Apologizes for Promotion of “Stop SFMTA” Free Parking Petition

Screenshot from MoveOn.org

An online petition against parking meters in San Francisco has been gathering thousands of signatures ever since it was launched two years ago on MoveOn.org, a website that claims to host petitions that support “progressive” causes. It’s pretty easy to collect signatures from disgruntled drivers who have been stung by parking tickets, and who glance at a petition without being informed about the benefits of demand-based parking pricing. But MoveOn has actually been promoting the petition, helping to get the 4,000-some signatures it has today.

Last week, MoveOn finally sent out an email announcing that its endorsement was a mistake.

“We messed up,” read the subject line of the email posted in a screenshot on Twitter by Roy Mckenzie, editor of the blog The Castro Biscuit. The email was authored by Maria Tchijov, MoveOn’s platform campaign director.

The petition, bluntly titled “Stop SFMTA,” was originally started by the Eastern Neighborhoods United Front to oppose the proposed expansion of SFpark meters into the Dogpatch, Potrero Hill, and northeast Mission neighborhoods. The SFMTA later ended its plans for meters in those neighborhoods, except for the Mission, where plans were first delayed and then watered down. Since then, the petition’s content description has been revised to adapt to the latest fads sweeping the free-parking-for-all crowd. Today, the petition lists its support for Proposition L, crafted by the SF Republican Party and funded by tech billionaire Sean Parker.

At this point, the vague petition is basically an amorphous snowball that’s swept up any and all anger against parking tickets in SF, and ditched any specific goals it originally claimed to have. The target of its anti-SFMTA, anti-meter campaign is routinely moved, with the only apparent end in sight being the enshrinement of free parking (the goal of Prop L).

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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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Watch Muni Explain the Need to Crack Down on Parking Scofflaws — In 1988

When it comes to effectively enforcing parking regulations to make San Francisco’s streets work more efficiently, SF hasn’t changed much since 1988.

A parking control officer marking a tire to enforce time limits in 1988. Image via Youtube

That’s when Muni planner Jerry Robbins created the above video, explaining why it’s so important to keep drivers from parking in transit-only lanes or blocking intersections, and to make sure delivery drivers aren’t hogging loading zones all day. Today, Robbins is the interim director of SFMTA’s Sustainable Streets Division, and he said he still shows the video to the planning staff he oversees.

“When I look at the video, I think of how similar things are today,” said Robbins. “The cars look different, but everything else looks pretty much the same. I think the lesson of the video is still valid.”

Robbins said the video was created at a time when city planners were considering some of the transit-boosting upgrades to street infrastructure that are now being implemented today, as part of the Muni Transit Effectiveness Project — new transit-only lanes, transit-priority signals, and bus bulbs. Last year, the SFMTA began painting transit-only lanes red on downtown streets to help keep drivers out of them, without the need to issue tickets.

But it wasn’t until recently that the city focused on making those kinds of improvements. In 1988, Robbins said the now-defunct Department of Parking and Traffic made some changes to more effectively enforce against parking violations, primarily by increasing parking ticket fines.

“It wasn’t to preclude anything, but just to treat enforcement as one of the things in the toolbox that should be considered with all the other new regulations,” he said. ”Enforcement alone can be a big game changer.”

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SFMTA to Paint the Transit Lanes Red on Mid-Market This Weekend

Red paint will be added to send a stronger message that private auto drivers should stay out of mid-Market Street’s transit-only lanes. Photo: Google Maps

The SFMTA announced that red paint will be added this weekend to the transit- and taxi-only lanes on mid-Market Street, between Fifth and 12th Streets. The treatment, already rolled out recently on bus lanes on Third Street and the Geary-O’Farrell Street couplet, is intended to make it more obvious that private auto drivers shouldn’t be in the heavily-abused Muni lanes.

“These lanes represent a low-cost, but high-impact measure to decrease travel time, by preventing cars from using transit-only lanes,” SFMTA Director Ed Reiskin said in a statement.

The red paint is one of several short-term measures the SFMTA plans to take to help keep Muni moving on Market, along with re-timing traffic signals and adding cross-hatched markings in intersections to tell drivers not to “block the box.”

The coloring should help — it’s appeared to be fairly effective at keeping drivers out of the way of Muni vehicles on Church Street. But it’ll still be a while before the SFMTA takes stronger measures, like more car diversions and extending the transit-only lanes east of Fifth, and further into downtown. Those improvements aren’t expected to come until next year at the earliest.

The SFMTA said construction on the Market transit lanes will happen at night.

A transit lane on Third Street was painted red in March. Photo: SFMTA

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Open House Tomorrow Examines Protected Bikeway Along the Embarcadero

A temporary protected bikeway on the Embarcadero proved wildly popular last year. The SFMTA is finally looking to install a permanent bikeway between Fisherman’s Wharf and the ballpark. Photo: Frank Chan/Flickr

The SFMTA and other city agencies will hold an open house tomorrow to kick off planning for a protected bikeway on the Embarcadero.

No specific proposals have been put forth yet, but a report [PDF] on the SFMTA website promises that the agency will “develop a conceptual design and cost estimate” for a “a bicycle facility that is physically separated from moving or parked vehicles and pedestrians.” Options for the project are expected to include a two-way protected bikeway on the north side of the street, and a pair of one-way protected bike lanes on either side of the street.

“What we’re hearing and observing everyday — hearing from the port, primarily — is that the status quo is no longer sustainable,” SFMTA Senior Transportation Planner Patrick Golier told SFBay.

Port Planning Director Diane Oshima praised the idea of “allocating space and increasing predictability, so that people start to adopt a culture of understanding [of] what acceptable behaviors are,” SFBay reported.

The effort comes nearly a year after a wildly popular temporary protected bikeway was tested along a short stretch of the Embarcadero, to encourage visitors to bike to the America’s Cup yacht races. Last July, the SFMTA added green paint to the existing bike lanes, making them more visible to drivers and discouraging them from blocking the lanes. Despite the paint, the street remains both one of the city’s most fearsome, and yet most popular, bicycle routes.

As SFBC community organizer Janice Li wrote in a recent blog post: “Even with the bike lane, the fast-moving traffic and lack of physical protection or separation makes it an unwelcoming ride for even the experienced. Vehicles regularly park in the bike lane, forcing bicycles into fast-moving traffic.”

People are allowed to bike on the Embarcadero’s northern sidewalk, but it’s typically crowded and can be difficult to share.

“These conditions have led to some collisions, many close calls, and detract from the comfort of all users,” the SFMTA’s report says.

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SFMTA Says Van Ness BRT Can’t Have High Platforms for Level Boarding

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A rendering of Van Ness BRT. Image: SFMTA

The SFMTA says it’s impossible for stations on the coming Van Ness Bus Rapid Transit route to have one of the key recommended features of BRT: High platforms, at the same level as bus floors, that allow passengers to quickly step onto the bus. SFMTA planners say that complications with the design of Muni’s buses mean there’s no practical way to make high platforms work, at least without adding high costs associated with new equipment.

Platform-level boarding is on the list of “BRT Basics” included in the Institute for Transportation and Development Policy’s BRT ”Scorecard”:

Having the bus-station platform level with the bus floor is one of the most important ways of reducing boarding and alighting times per passenger. Passengers climbing even relatively minor steps can mean significant delay, particularly for the elderly, disabled, or people with suitcases or strollers. The reduction or elimination of the vehicle-to-platform gap is also key to customer safety and comfort.

But according to an SFMTA report [PDF], a 14-inch high platform, matching the height of a Muni bus floor, “increases capital and operational costs, reduces operational reliability and passenger comfort, and provides no discernable benefit.” Instead, SFMTA planners recommend 6-inch high platforms, the same as those on Market Street.

High platforms would be scratched by the “wheel lugs” that stick out from the side of bus wheel wells, the report says. The Americans with Disabilities Act apparently requires buses to stop with no more than a three-inch gap between the bus and platform. Otherwise, a “bridge plate” must be deployed from the side of the bus to the platform for wheelchair users. The wheel lugs apparently stick out five inches.

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Parking Shared Cars Instead of Private Cars Isn’t Exactly “Privatization”

A flyer distributed in the Lower Haight recently made the absurd argument that converting private car parking into car-share parking is “privatization.” Photo: Amy Stephenson/Hoodline

The SFMTA’s endeavor to reserve on-street car parking spaces for car-share vehicles has yielded complaints from some car owners who, ironically, decry the “privatization” of space currently used to store private cars.

These folks don’t seem to acknowledge the extensive research showing that each car-share vehicle replaces, on average, nine to 13 privately-owned cars. They should be embracing the arrival of a program that provides a convenient alternative to car ownership, allowing some of their neighbors to sell infrequently used cars, and ultimately make more parking available.

An on-street car-share parking spot in SoMa. Photo: Andy Thornley/Flickr

But the greater point that some folks seem to be missing is this: No use of public street space is more “private” than dedicated storage of private individuals’ automobiles. To decry converting comparatively few of these spaces to welcome a much more efficient form of auto storage – making each space useful for dozens of people, rather than one or two – is absurd.

Yet that’s what Calvin and Michelle Welch argue, in flyers they distributed that protest two on-street car-share spaces in the Lower Haight, as Hoodline recently reported. ”It would privatize a shared, currently free, scarce public resource making it available only to paid members of a car share program,” the Welches wrote. (It’s worth noting that Calvin Welch is a longtime activist who opposes the construction of new market-rate housing.)

Our societal blind spot tends to make it easy to forget that the vast majority of street space has been given over to moving and storing cars, many of them owned and used by just one person each. San Francisco’s 275,450 on-street parking spaces would stretch, lined end-to-end, longer than the California coastline. Ninety percent of this prime real estate is free to use at all times of day.

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