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Posts from the "Bicycle Safety" Category

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Police Ticket Cyclists Who Fail to Navigate Market and Octavia’s Bad Design

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City planner Neil Hrushowy was among the few bike commuters who weren’t “behaving badly” at this poorly-designed bike junction, according to KRON 4′s Stanley Roberts. Image: KRON 4

Police were seen ticketing people on bikes navigating a poorly-designed junction at the dangerous Market Street and Octavia Boulevard intersection yesterday in the latest “People Behaving Badly” segment from KRON 4′s Stanley Roberts.

The bike lane’s design is so flawed, in fact, that the only bike commuter Roberts showed navigating it properly happened to be one of the city planners leading its redesign (and, no doubt, has paid closer attention to it than most people).

“Most choose the incorrect way and ended up with a ticket,” Roberts said in the segment. (Roberts said he didn’t know that his model cyclist was a city planner, but I recognized him.)

“We recognize that it is not an intuitive design for cyclists,” said Neil Hrushowy, Roberts’ model cyclist and the program director for the SF Planning Department’s City Design Group. “I think anyone’s going to feel comfortable recognizing that it’s the less appealing route for cyclists, which is why you see them coming through the intersection the other way.”

The junction in question has a path for bicycle riders headed southbound on Octavia as they prepare to make a left turn on Market. People must skillfully maneuver through a curved bike lane that runs between curbs through a traffic island, thrusting them alongside freeway traffic. When they reach the other side of the intersection, the path to the Market bike lane is blocked by a barrier installed to prevent drivers from making illegal right turns on to the freeway — the real danger at the intersection.

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Driver Kills Cyclist Charles Vinson, 66, at 14th and Folsom

14th and Folsom Streets. Photo: Google Maps

Update: SFPD issued a response below.

Charles Vinson, 66, was struck by a driver at 14th and Folsom Streets in the Mission yesterday and died from his injuries today. A witness saw the driver of a Honda Civic “blow through a red light and strike the bicyclist as the bicyclist waited for the light to turn green,” according to the Examiner. Vinson suffered traumatic head injuries, and was wearing a helmet.

SF Bicycle Coalition Executive Director Noah Budnick called for a moment of silence for Vinson today at an SFMTA Board hearing on the redesign for a safer Polk Street.

“Mr. Vinson’s passing is sadly the latest example of the growing public demand for safe cycling that’s outpacing the city’s work to provide that space for them,” said Budnick.

When asked for confirmation of the witness report and information on any charges filed against the driver, SFPD spokesperson Grace Gatpandan issued this statement:

I don’t have any information yet on any citations or charges, but with any investigation, should the facts lead to an arrest/citation of one party, the officers will do just that. As far as the witness reports, the investigating officers are still working on determining who was at fault and I cannot confirm if the driver ran the red light.

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New Bike Lanes in Sunnyvale Could Be Just the Beginning for El Camino Real

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The first bike lanes installed on El Camino Real, in Sunnyvale, are six feet wide and run unprotected next to 14-foot wide traffic lanes. Photo: Andrew Boone

To build a bike network, you’ve gotta start somewhere, and on El Camino Real, it started in Sunnyvale last month. The first bike lanes on El Camino Real are six feet wide, striped along the curb with no protection from traffic, running half a mile from Sunnyvale Avenue to Fair Oaks Avenue/Remington Drive, near the city’s downtown.

While it may not be all-ages bike infrastructure, the new bike lanes still set an important precedent for the 43-mile-long street-level highway connecting San Francisco and San Jose. James Manitakos, former chair of the city’s Bicycle and Pedestrian Advisory Commission, has called the project “a good first step.”

Now several other towns on the Peninsula are considering safer, better bike infrastructure — including protected lanes — for key segments of El Camino.

Sunnyvale chose to replace car parking with bike lanes on this section of El Camino Real only after commissioning a study [PDF] to ensure that the parking was barely used, so as to not inconvenience drivers. This despite the city’s 2008 Policy for Allocation of Street Space [PDF], which states that “safe accommodation for all transport modes takes priority over non-transport uses,” and that parking “shall not be considered a transport use.”

According to the city’s study, only one of the roughly 134 parking spaces on El Camino’s curbs were used at peak hours on average, and city staff counted 3,337 spaces in the seven parking lots along the street.

Other sections of El Camino Real along the Peninsula could get bike lanes soon, though cities approve them on a piecemeal basis. Mountain View, to the north, approved six-foot wide buffered bike lanes on its 1.2-mile stretch from Calderon/Phyllis Avenue to the border with Sunnyvale at Knickerbocker Drive. That project was approved with the adoption of Mountain View’s El Camino Real Precise Plan in November.

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Eyes on the Street: New Bike/Ped Safety Tweaks on Upper Market, Valencia

The Market Street bike lane was widened and painted green between Octavia Boulevard and the Wiggle, among other tweaks in the neighborhood. Photos: Aaron Bialick

The SFMTA recently made some upgrades to bike lanes and pedestrian crossings around Valencia Street and Market Street.

Near Octavia Boulevard, the Market bike lanes were widened and painted green, and a buffer zone was added, making it a bit more comfortable for commuters pedaling up the hill from lower to upper Market towards the Wiggle. The traffic lanes, formerly 12 feet wide (which encourages drivers to speed and is unusual in SF) were narrowed to 10 feet to make room for the bike lanes, said SFMTA Livable Streets spokesperson Ben Jose. Continuing east toward downtown, the Market bike lanes got a fresh coat of green paint and some new plastic posts at Tenth Street.

Cheryl Brinkman, a member of the SFMTA Board of Directors, was spotted in a platoon of bike commuters climbing the hill in the newly widened Market bike lane.

“I think it feels more welcoming for cyclists, and it helps drivers realize that that’s a different kind of space,” said Brinkman. “I think for San Francisco, the green has really come to symbolize that that’s a space where there’s going to be a bicycle. And extra buffer zone is really nice because you can really ride out of the door zone.”

A couple of relatively new treatments (for SF) were also implemented on northern Valencia, at the intersections of Duboce Avenue and McCoppin Streets.

Duboce, which Jose noted sees “the fifth highest number of injury collisions citywide” (fourth highest for bicycle injuries), received a number of safety tweaks. Jose said these are the first of two phases for “Vision Zero improvements” planned for the intersection.

At Valencia and Duboce, a “mixing zone” was created by widening the bike lane approach.

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San Jose Council Calls for Banning Sidewalk Cycling on Five Downtown Streets

Cyclist on Sidewalk Passing Seniors

Bicycling on Santa Clara Street’s sidewalks in downtown San Jose will remain legal, but will be banned on 1st, 2nd, 3rd, 4th, and San Fernando streets. Photo: City of San Jose

Last Tuesday, the San Jose City Council voted unanimously (9-0) directing the city’s transportation department to draft an ordinance prohibiting bicycling on sidewalks along five streets in the city’s downtown: 1st, 2nd, 3rd, 4th, and San Fernando. The ordinance would except children aged 12 and under, adults transporting children of those ages, and police officers.

The ban is intended to improve safety for pedestrians, as some fast or careless cyclists have recently struck and injured seniors on sidewalks in the increasingly popular city center.

“It’s obvious that bicyclists travel faster than pedestrians, even on the sidewalks,” said Senior Citizens Commission Vice-Chair Marie Hayter at the meeting in support of the ban. “Pedestrians have an expectation of safety.”

The new ban is much less extensive than that proposed in September by the San Jose Department of Transportation (SJDOT), which included all downtown streets with bike lanes plus Santa Clara Street, for a total of ten miles of streets. Pressure from bicyclists opposed to the ban, and local transportation advocacy groups, convinced SJDOT to focus only on streets with “high pedestrian activity”, namely Santa Clara, San Fernando, 1st, 2nd, 3rd, and 4th streets.

Sections of San Fernando, 1st, 2nd, 3rd, and 4th streets, marked in red on this map, where bicycling on sidewalks will be banned. Image: Andrew Boone / Google Maps

City Council member and Mayor-elect Sam Liccardo proposed excluding Santa Clara Street from the ban, and to permit adults transporting children ages 12 and under to ride on sidewalks. The city’s proposal did not include that exclusion.

“On Santa Clara Street, there’s no safe on-street option for cyclists,” said Liccardo. “Obviously with [Bus Rapid Transit] being constructed, that’s something we all need to be thinking about.”

“I heard from several moms who are concerned about the fact that when they are transporting very young children, they need to have a very slow place to do it,” reported Liccardo. “And obviously, it’s easier on the sidewalk.”

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San Jose Candidates Campaign at Bike Party, Bike Life Festival

Don Gagliardi and Sam Liccardo at Sep 19 2014 San Jose Bike Party

District 3 City Council candidate Don Gagliardi (left) and Mayoral candidate Sam Liccardo (right) get ready to roll at San Jose Bike Party on September 19. Photo: Andrew Boone

Mayoral candidate Sam Liccardo and District 3 City Council candidates Don Gagliardi and Raul Peralez all sought to demonstrate their support for improving cycling conditions in the state’s third-largest city at both September’s San Jose Bike Party and the inaugural San Jose Bike Life Festival.

Gagliardi and Liccardo both spoke briefly to the over 2,000 bicyclists gathered in the ample County Government Center parking lot ahead of San Jose Bike Party’s 18-mile “Science Ride 2” on September 19. Both candidates presented themselves as leaders who have defended, and will continue to promote, innovative bicycle infrastructure like the green buffered bike lanes installed on Hedding Street in June 2013, along the ride’s route.

“I’m the candidate who doesn’t just talk the talk, I ride the ride,” said Don Gagliardi, who says that he often talks up better bike infrastructure, even to voters who complain to him that new buffered bike lanes have slowed car traffic downtown. “I tell them: I’m sorry, I’m for the bike lanes because that’s our future.”

“There’s a lot of antipathy out there for bicyclists,” continued Gagliardi. “The way we meet that, is bicyclists get political consciousness… and you vote for candidates that support you, and that ride the ride.”

Mayoral candidate Sam Liccardo pointed to Hedding Street’s buffered bike lanes, which the San Jose Mercury News has repeatedly criticized since their installation last year.

Hedding Street San Jose Buffered Bike Lanes

A road diet created 1.5 miles of buffered bike lanes on Hedding Street in June 2013. Photo: Colin Heyne, Silicon Valley Bicycle Coalition

“There are lots of people who criticize [Hedding Street’s] bike lanes, including my opponent, Dave Cortese,” said City Council member and Mayoral candidate Sam Liccardo. “I hope you’ll support those elected officials who have the courage to push for more bike lanes, more trails… more bike infrastructure.”

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Alta’s Mia Birk Helps Mountain View Kick Off Its Latest Bike Plan

Mia Birk describes some of the keys to Portland’s success in dramatically boosting the use of bicycles for transportation at Mountain View City Hall last Monday evening. Photo: Andrew Boone

How bikeable can Mountain View become? Last Monday, the city welcomed Alta Planning + Design President Mia Birk to help kick off an update to its 2008 Bicycle Transportation Plan. Birk had plenty to share about how Portland transformed itself into one of the best cities for biking in North America.

Birk was hired as the city’s bicycle program manager in 1993. Back then, “people thought of the bicycle as one of two things: it’s either a sport or a toy,” she said. “Those things are true. But bicycling can also be a serious means of transportation — if we take it seriously.”

Portland gradually built an extensive network of “low-stress bikeways” that helped boost cycling dramatically, especially in central neighborhoods where trips tend to be shorter than in the city’s sprawling suburbs. Planners estimated in 2008 that Portland’s entire bikeway network had cost roughly $60 million to construct, accounting for less than one percent of what the city spent on transportation.

Portland’s bike traffic grew faster after various education and encouragement programs were expanded in the early 2000′s. Image: City of Portland

Birk credited Portland’s education programs with boosting the use of bicycles as much as its expansive bikeway network. ”You’ve got to have to infrastructure, but you’re going to be significantly more successful when you encourage people to bike and walk in ways that are meaningful to their daily lives,” she said.

The city’s “personalized travel encouragement programs,” combine materials promoting bicycling and transit with community events like car-free street “block parties” and bike safety education classes.

“We find that we switch 10 to 13 percent of drive-alone trips to bicycling, walking, or transit for about $20 per household,” said Birk. “There have been analyses of these programs years later, and they stick.” Birk also stressed the importance of effective Safe Routes to Schools programs. “These are all about transforming the next generation to just thinking that bicycling and walking is just normal. It’s just how we get around.”

Roughly twice as many people are getting around Mountain View by bicycle since the city’s current Bicycle Transportation Plan was adopted in 2008, according to U.S. Census data. The most recent data available (2013) showed that over 7 percent of the city’s 40,000 employed residents used a bicycle as their primary mode of transportation to work, although one-year estimates have a high margin of error. Data averaged over three years (2010 – 2012) found this figure to be 5 percent for Mountain View residents, having risen from 3 percent just three years earlier (2007 – 2009).

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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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San Mateo’s Hillsdale Ped/Bike Bridge Moves Onto Final Regulatory Hurdle

The proposed Hillsdale Boulevard Ped/Bike Bridge would span Highway 101 with up to four different entrances. Image: City of San Mateo

Last Monday, San Mateo’s City Council reviewed a draft report ahead of the last step in the permitting process for the city’s ambitious Hillsdale Pedestrian/Bicyclist Bridge over Highway 101. The bridge has been needed ever since the interchange was rebuilt and expanded in 2002, which made crossing the highway more hazardous for people walking and bicycling. The following evening, city staff hosted a community meeting to gather residents’ preferred design alternatives for accessing the bridge from the surrounding neighborhoods.

The interchange’s “full to partial cloverleaf conversion” in 2002 enabled more car traffic to cross and access the highway by removing the southwest and and northeast loops, but nothing mitigated the new safety hazards that result from higher traffic volumes, speeds, and poor sight lines.

68-year-old Palo Alto resident Theodore Hinzte was struck and killed by the driver of a California Department of Transportation (Caltrans) vehicle in December 2009, while Hinzte was bicycling on Hillsdale across the double-lane on-ramp to southbound Highway 101. Someone is hit by a car while walking or biking across the interchange at least once every four months, according to collision data summarized in the report:

“The existing five-foot wide sidewalks provide limited room for passing, offer little separation from adjacent high-speed traffic, and are often used by bicyclists who do not want to contend with vehicles at the double-lane entrances to the loop on-ramps. Visibility of approaching vehicles is limited for pedestrians attempting to cross at the loop on-ramp crosswalks because of the reduced design speed profile of the Hillsdale Blvd. overcrossing and ramps, as well as the position of the crosswalks relative to approaching vehicles.”

A ghost bike was installed in memory of Theodore Hinzte, who was killed while bicycling across the double-lane on-ramp shown. Photo: Google Maps

The report also states that the interchange’s poor design contributes to greater vehicle emissions, noise, and traffic congestion, because pedestrians and bicyclists “either minimize use of or completely avoid travelling through the current interchange because they feel unsafe doing so.” To cross the highway elsewhere requires major detours: 2.5 miles to the north at Fashion Island Boulevard, or 4 miles to the south using the Ralston Avenue ped/bike bridge. As a result, many short trips that a safe bridge would accommodate are instead taken by car.

The bridge project proposes a unique four-entrance design, with two entrances at different locations on each side of the highway. Four entrances would provide better connections to San Mateo’s street network for travelers heading from both north and south. The bridge would connect back to Hillsdale at two large intersections on either side of the highway (Franklin and Norfolk) and also connect residential streets on either side, for pedestrians who want to avoid Hillsdale Boulevard altogether.

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San Jose Merchants Object to Parking Removal for Bike Lanes on Park Ave

San Jose DOT Deputy Director Paul Smith explains a proposal for buffered bike lanes on Park Avenue. Some merchants have opposed the removal of 168 car parking spaces to make the bike lanes safer and more comfortable. Photo: Andrew Boone

About 150 residents attended a community meeting last Wednesday hosted by the San Jose Department of Transportation in the Willow Glen neighborhood to introduce plans for new bike lanes and sharrows on six streets west of downtown. The projects would complement four less extensive bikeway projects on streets east of downtown which were presented on August 6.

While some merchants opposed the removal of car parking to make the bike lanes safer, SJDOT officials say the improvements are critical to providing a more complete bicycle network in central San Jose, where the city is most dense.

“This circle shows a four-mile radius from the center of downtown San Jose,” explained SJDOT Deputy Director Paul Smith, pointing to a map showing existing and planned bikeways. “It’s about one-quarter of the land area of the city but contains 47 percent of the population and 57 percent of all the jobs in San Jose.”

SJDOT is aiming to create a high-quality east-west route across the city “to support higher numbers of bicyclists of various skill levels” running through downtown as the backbone of its network of “Primary Bikeways.” New conventional and buffered bike lanes, proposed on a 2.8-mile stretch of Park Avenue from the Santa Clara city limit near Newhall Street to Market Street, would connect to the green and buffered bike lanes installed last year on San Fernando Street from the Diridon Caltrain Station to 10th Street.

A total of three miles of new bike lanes are also planned for Lincoln Avenue, Stockton Avenue, and Julian Street, while a route of sharrows would extend 1.5 miles along Scott Street and Auzerais Avenue from MacArthur Avenue (near the 880/280 interchange) to the Los Gatos Creek Trail.

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