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Posts from the "Bicycle Infrastructure" Category

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San Jose DOT: Ban Sidewalk Cycling Downtown, 5 MPH Speed Limit Elsewhere

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Santa Clara Street in downtown San Jose, where SJDOT is proposing banning anyone over age 12 from bicycling on the sidewalks. Photo: Google Maps

On Monday afternoon (October 6), San Jose’s Transportation & Environment Committee will review a proposal by the city’s Department of Transportation (SJDOT) to ban bicyclists over the age of 12 on sidewalks along ten downtown streets, and to set a speed limit of 5 mph for bicycling on every other sidewalk citywide.

The city has been inching towards a sidewalk cycling ban ever since it was first proposed by City Council member Sam Liccardo in March 2013, following complaints by downtown residents who said “they’re afraid to walk on the sidewalks because adult men zip by at unsafe speeds, startling them with a series of near-misses,” and cited injuries suffered by pedestrians. Jack Licursi, Sr., owner of a barber shop on Santa Clara Street, was hospitalized due to a fall he suffered after a bicyclist collided with him when he stepped out of his shop and onto the sidewalk.

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“Public education materials” that SJDOT concluded were unsuccessful at convincing sidewalk bicyclists to share the street with auto traffic. Image: City of San Jose

A coalition of local non-profit groups, including the Silicon Valley Bicycle Coalition (SVBC), Silicon Valley Leadership Group, Greenbelt Alliance, and TransForm, supported an ordinance that would define and prohibit reckless bicycling, but opposed an outright ban on sidewalk cycling.

“[A ban] would criminalize a healthy behavior (bicycle riding) being undertaken by those who likely do not ride in the street because of health, age, or safety concerns,” wrote Corinne Winter, Jessica Zenk, Michele Beasley, and Chris Lepe in a joint April 2013 letter.

SJDOT concluded that “Walk Your Bike” signs, pavement markers, and banners installed in late 2013 haven’t convinced enough bicyclists to join the fast-moving bus and truck traffic present on many downtown streets, and so now proposes a sidewalk cycling ban instead. Anyone over the age of 12 could be ticketed for bicycling on the sidewalks of Santa Clara Street and on every street with bike lanes within the “greater downtown area”: Almaden Boulevard, Woz Way, and San Fernando, 3rd, 4th, 7th, 10th, and 11th streets.

But traffic conditions, even on streets with wide buffered bike lanes, present too great a hazard for many people to safely navigate by bicycle. These include high-speed traffic, large vehicles like trucks and buses, cars merging across the bike lanes to make turns or park, and vehicles blocking bike lanes that force cyclists to merge into adjacent traffic.

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#MinimumGrid: Toronto Advocates Move Politicians Beyond Bike Platitudes

Bike advocates are putting these questions to Toronto mayoral candidates. Image: #MinimumGrid

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Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

Almost all urban politicians will tell you they think bikes are great. But only some actually do anything to make biking more popular.

In Toronto’s current mayoral and city council election, a new political campaign is focusing candidates on a transportation policy issue that actually matters: a proposed 200-kilometer (124-mile) citywide network of all-ages bikeways.

The campaign, led by advocacy group Cycle Toronto, was given its name by international walking-bicycling advocate Gil Peñalosa. It’s called “#MinimumGrid.” And it seems to be working: Last week, 80 percent of responding city council candidates, including more than half of the council’s incumbents, said they supported building such a system by 2018.

Speaking this month at the Pro-Walk Pro-Bike Pro-Place conference in Pittsburgh, Peñalosa (a Toronto resident) explained the concept: to move cities from symbolic investments in bike transportation to truly transformative ones.

“We focus on the nice-to-have,” Peñalosa said in his keynote address at the conference. “Signage, maps, parking, bike racks, shelters. Does anyone not bike because they don’t have maps?”

Those amenities “might make it nicer for the 1 or 2 percent” who currently bike regularly, he said. But “nice-to-haves” won’t deliver the broader public benefits that can come from actually making biking mainstream.

“What are the must-haves?” Peñalosa went on. “Two things. One is we have to lower the speed in the neighborhoods. And two, we need to create a network. A minimum grid.”

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Sidewalk Cycling Ban Again Proposed for Downtown San Jose

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A bicyclist navigates between pedestrians on a downtown San Jose sidewalk. Residents have complained of reckless behavior by cyclists on sidewalks for years. Photo: City of San Jose

San Jose Department of Transportation (SJDOT) officials announced at a community meeting Wednesday evening that a downtown sidewalk cycling ban is again under consideration, explaining that the “Walk Your Bike” signs and banners installed in December 2013 had largely failed to convince bicyclists to ride in the streets rather than on sidewalks.

Three members of the city’s Senior Citizens Commission spoke in support of a ban, describing the serious safety hazards that some bicyclists riding on downtown sidewalks have posed to pedestrians.

“I’ve been hit twice on Santa Clara Street,” said Commissioner Martha O’Connell. “If I get hit by a bike, it’s a serious thing for me and a lot of other seniors. Bikers come so close to [pedestrians] that they actually touch their jackets when they pass them.”

O’Connell and other commissioners have diligently documented with photos and written statements the hazard posed by cyclists riding too fast and swerving on downtown sidewalks. ”Adult bicyclists continue to ride recklessly on the downtown sidewalks while the bike lanes remain largely empty,” O’Connell wrote in March 2013, in support of a ban on sidewalk cycling.

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One of 140 “Walk Your Bike” signs installed on sidewalks in downtown San Jose in June 2014. Photo: City of San Jose

In an effort to shift bicyclists from the sidewalks, SJDOT blanketed downtown with “Walk Your Bike” signs: 140 green signs and 170 blue pavement markers. No city ordinance was passed requiring cyclists to walk bikes on sidewalks, though. Educational banners installed downtown also encouraged cyclists to walk on sidewalks and ride in the streets. But SJDOT counts taken at three locations showed no significant shift in sidewalk cycling between December 2013 and August 2014.

“At this point we really haven’t accomplished enough behavior change to say it’s successful,” summarized Active Transportation Manager John Brazil. “Now we’re looking at recommending some type of ordinance to the City Council’s Transportation & Environment Committee.” Under the proposed ordinance described by Mr. Brazil, anyone 13 years and older could be ticketed by the police for cycling on any sidewalk in San Jose’s “Downtown Pedestrian Priority Zone”, a high pedestrian traffic area bounded by Almaden Boulevard, 4th Street, St John Street, and San Salvador Street.

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Eyes on the Street: New Curbs Coming to Market/Valencia Bike Turn

Photo: Aaron Bialick

In case you’re wondering why the left-turn “jug handle” connecting bike commuters on Market to Valencia Street suddenly disappeared behind construction barricades, we’ve got the answer. The “bike bay” is being re-built with granite curbs, replacing the original concrete curbs with materials that better match the rest of Market Street.

That’s according to SFMTA Livable Streets spokesperson Ben Jose. Jose said the re-construction is part of the ongoing work around the intersection of Market, Haight, and Gough Streets, which will create a contra-flow Muni lane and build pedestrian bulb-outs. Even though many have complained that the bike waiting zone and thru traffic lane are uncomfortably narrow, Jose did said the bike bay is not being widened, but that it could be in the Better Market Street project.

When I stumbled upon the construction site last Friday, there was no apparent alternate accommodation for people on bikes waiting for the bike signal to turn left off Market. It wouldn’t be the first time that construction crews have closed a bike lane on that stretch of Market without providing a safe detour.

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SFMTA to Add Bike Lane Buffer on Howard, Fix at Folsom On-Ramp

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Howard Street’s bike lane will be widened with a three-foot buffer zone this year. Photo: Frank Chan/Flickr

The SFMTA plans make upgrades to the Howard and Folsom Street bike lanes, a couplet of one-way bike routes that run through SoMa. A section of Howard will get a three-foot buffer zone added to its bike lane, as well as painted sidewalk bulb-outs. On Folsom, an intersection with the Bay Bridge on-ramp at Essex Street will be re-configured with a new bike traffic signal.

On Howard, the three-foot-wide bike lane buffer will come from narrowing the street’s three traffic lanes, one of which is about 15 feet wide, down to roughly 11 feet, SFMTA staff said at a community meeting yesterday. That differs from last year’s pilot project on parallel Folsom, in which one traffic lane was re-purposed to expand the skinny bike lane to 10 feet, including a buffer zone.

The Howard project can be implemented this year, much more quickly than most bike lane projects because the SFMTA won’t remove traffic lanes and thus incur a lengthy environmental review, said SFMTA Livable Streets Section Leader Darby Watson. The inner section of Howard east of Sixth Street, however, is narrower, and traffic lane removal would be necessary. Watson said that the SFMTA plans to look at improving that section next year.

A handful of painted sidewalk bulb-outs, similar to those installed on Sixth Street, will also be added at corners on Howard at Sixth and Tenth Streets, to slow drivers’ turns. SFMTA staff noted that they won’t include fixtures within the painted bulb-outs, like the boulders and concrete planters that were placed in the painted bulb-outs along Sixth Street in November. In fact, those fixtures will be removed, since they’ve been trashed and are too costly to maintain.

The Howard improvements are branded as one of the 24 Vision Zero projects the SFMTA pledged to implement over 24 months. “These are targeted improvements to help safety where we know there are a lot of collisions,” said Neal Patel of SFMTA Livable Streets.
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SFMTA Adds Two Left Turn Bike Boxes in SoMa

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New left-turn bike boxes at Eighth and Folsom Streets (top) and 11th and Howard Streets (bottom). Photo: SFMTA

The SFMTA installed left turn bike boxes at two SoMa intersections this week. This type of bike infrastructure, new to SF, debuted at Market and Polk Streets last month with the new contra-flow Polk bike lane.

The new green-backed bike boxes were placed at two intersections where bike commuters often make ”two-stage” left turns between bike lanes: Eighth Street for turns on to Folsom Street, and Howard Street for turns on to 11th Street. They provide guidance and visibility, to show where people on bikes should stop and wait for traffic signals to change.

“Making a left turn across several lanes of traffic isn’t always the easiest thing to do, especially for people who are less confident on their bike,” said SFMTA Livable Streets spokesperson Ben Jose. The turn boxes should make two-stage turns “more easy, safe and comfortable for people of all ages and abilities.”

The SFMTA said the boxes were funded by a grant from People for Bikes, a national bike advocacy organization. Left-turn bike boxes are featured in the SFMTA’s “Innovative Bicycle Treatment Toolbox,” drafted two years ago, and largely based on the National Association of City and Transportation Officials’ Urban Bikeway Design Guide.

Jose said the SFMTA “will be evaluating the measures on the ground, and observations will guide future implementation.”

A left turn at Eighth and Folsom in action. Photo: SFMTA

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Eyes on the Street: Easier Bike Navigation at Market and Buchanan

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A man uses a new waiting zone set up for bike commuters where the Duboce bikeway ends, at Market and Buchanan Streets. Photo: Frank Chan/Flickr

Doing the Wiggle should be a little easier, thanks to new green-backed sharrows and plastic posts installed by the SFMTA last week. These help bike commuters navigate the entrance to the Duboce bikeway, at Market and Buchanan Streets.

The sharrows are intended to establish a clearer path for bike traffic heading both to and from the bikeway, navigating around pedestrians in Market’s northern crosswalk across Buchanan. The paths mostly follow patterns long followed by bike commuters, but also set aside a new zone for eastbound riders to wait in without getting in the way of westbound riders.

Previously, the junction lacked any markings to direct bicyclists, who had little to go by other than the crosswalks. Riders heading in opposite directions often waited for the light on the same small spot of corner curb space. An added benefit of the sharrows is that they direct people to cross streetcar tracks at a safe, perpendicular angle.

The three plastic posts installed appear to help solve that problem in two ways: One post separates the two directions of bike traffic, while the other two mark the separation between waiting bike riders and car traffic on Buchanan.

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Mission Boasts USA’s Largest Bike Corral; 55 Across SF Park 668 Bikes

The new bike corral at Mission Cliffs, six car spaces long, is the “largest bike corral in a U.S. urban environment,” according to the SFMTA. Photo: Jessica Kuo

Four years after the SFMTA started converting curbside car parking into bike parking with bike corrals, the city now has 55 corrals that can lock 668 bikes — and still more are on the way.

Most bike corrals replace one car space with about five bike racks, each parking two bikes, and are requested by merchants who want to efficiently re-purpose street space to serve more customers. As the corrals proliferate, they’ve started to vary a bit in configuration to serve more purposes.

The Mission Cliffs corral uses a different type of rack to squeeze in more bikes. Photo: SFMTA

One of the newest corrals, installed in front of the Mission Cliffs indoor climbing gym at Harrison and 19th Streets, has replaced six car parking spaces with parking for 54 bikes. It’s “the largest bike corral in a U.S. urban environment,” according to an SFMTA report [PDF]. This corral uses a novel type of bike rack, purchased by Mission Cliffs, that fits more bikes into the space by vertically staggering them.

Other bike corrals have been placed strategically to open up visibility at street corners, or “daylight” them, and to help keep Muni trains moving. At Carl and Cole Streets, drivers often used to park in a red curb zone intended to provide turning room for N-Judah trains entering the Sunset Tunnel, thereby blocking Muni’s busiest line. The curb space has been filled with five bike racks placed parallel to the curb, making it impossible to leave a car there (well, without running over the racks) while still leaving space for passing trains.

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Silicon Valley’s First “Bike to Shop Day” Set for May 17

Bike Trailer at Trader Joes

It’s rare for cities in Silicon Valley to accommodate cycling shoppers with adequate parking. Photo: Janet Lafleur

Planning to build on the wave of enthusiasm for bike commuting generated each May by Bike to Work Day, transportation and health advocates in Silicon Valley are promoting a spin-off called Bike to Shop Day on Saturday, May 17, to encourage people to shop by bike at local businesses.

Retail businesses offering discounts to bicycling customers are shown on a smartphone-friendly map on the event’s website. organizers expect many more to sign up in the three weeks remaining before the event. Any retail business located in San Mateo County or Santa Clara County that can offer some type of discount to customers who arrive by bicycle is eligible to participate. Shoppers are encouraged to upload photos of their bikes in action – carrying groceries or other items — to win gift certificates and other prizes.

“For the past 20 years, Bike to Work Day has achieved huge success motivating people to hop on bikes for their work commutes, including me,” said bicycle lifestyle blogger Janet Lafleur, who created Bike to Shop Day in collaboration with the Silicon Valley Bicycle Coalition (SVBC). “Now it’s time to do the same for their shopping and errand trips that are shorter and easier for most people than commuting to work.”

Lafleur, a marketing professional who writes two urban cycling blogs, Bike Fun and One Woman, Many Bicycles, called for a National Bike to Shop Day last month to promote shopping by bicycle. She came up with the idea after it became clear that Mountain View was simply disregarding the need to improve access and parking for bicycles as part of expansion plans for the San Antonio Shopping Center.

“I can’t see people biking to shop here,” said a planning commissioner at a city meeting on the project. ”Shopping is all about driving your SUV to the store and filling it up.”

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Tonight and Next Week: Open Houses on Oakland’s Telegraph Bike Lanes

The City of Oakland’s proposal for parking-protected bike lanes on Telegraph between 20th and 48th Streets, one of three segments of the corridor.

Oaklanders won’t want to forget about the city’s open house meetings, starting tonight, on proposals for parking-protected bike lanes on Telegraph Avenue. Show up, learn about the proposed design options, and let city staff know what you think will make this vital commercial corridor safer and more efficient, and livable. There will even be food trucks outside each meeting, in case you get hungry.

Here are the open houses:

  • Tonight, 6 p.m. – 8 p.m., at Beebe Memorial Cathedral, 3900 Telegraph.
  • Saturday, April 26, 10am – 12pm, at Faith Presbyterian Church, 430 49th Street.
  • Next Thursday, May 1, 6 p.m. – 8 p.m., at Humanist Hall, 390 27th Street (accessible entrance at 411 28th Street).