Skip to content

Posts from the Bike Lanes Category

102 Comments

Mayor Lee on Bike Demo: “I Won’t Bend to Interests Who Disregard Safety”

Contrasting with Supervisor London Breed’s sensible position on the demonstration planned in response to the SFPD’s impending bike crackdown, we bring you a dispatch from the hidebound side of City Hall — Room 200.

Mayor Ed Lee weighed in today on the plan from bike commuters on the Wiggle to fully comply with the stop sign law en masse this evening, to highlight its absurdity.

Mayor Lee on Bike to Work Day. Photo: Aaron Bialick

Lee told reporters that he’s “not going to be bending to interests that simply want to disregard public safety”:

We’re a great city for first amendment voices. I’m willing to listen to them. But I’m going to always say everybody’s safety has to be the number one priority. I’m not going to be bending to interests that simply want to disregard public safety. That’s not what our city should be doing.

We’re investing a lot of money in bike lanes. A lot of money in dedicated lanes. A lot of money in making sure that people can get to work without driving more cars. We have environmental goals for that to happen. But you’re talking to a mayor, and I think a very strong Board of Supervisors, who will not compromise safety for the sake of other interests.

Mayor Lee is, of course, missing the point of the demonstration entirely: SFPD’s Park Station captain is disregarding safety data and wasting precious enforcement resources on compliance with an impractical stop sign law, which won’t make anyone safer. Meanwhile, the driver violations that hurt the most people go under-enforced.

The “interests” Lee referred to — bike commuters rallied by the Wigg Party — say they “intend to show” that the unrealistic prospect of not practicing rolling stops on bikes (which Idaho legalized 32 years ago) would “have disastrous effects to traffic patterns” by disrupting the existing expectation of efficient turn-taking.

“That may be their point of view,” Lee said to a reporter. “Is it shared by everybody else?”

Read more…

44 Comments

SFMTA Wants to Remove King Street Bike Lanes, Won’t Improve Alternative

This post supported by

The ghost bike at King and Third is for Diana Sullivan, who was killed on the stretch where the bike lane disappears. Photo: Google Maps

The SFMTA wants to remove bike lanes and sharrows on King Street in SoMa’s South Beach area to discourage bicycling on the truck-heavy street, Hoodline reports.

The agency wants to divert bike commuters to the parallel stretch of Townsend Street, but has no plans to improve the bike lanes there, which are unprotected and routinely blocked by drivers near the Caltrain Station.

The SFMTA originally proposed extending King’s striped bike lanes (one of its 24 Vision Zero projects). But the agency instead decided to remove all bike infrastructure on the street until concrete changes can be made.

The existing bike lanes are narrow and disappear suddenly, which “is not comfortable for people biking,” said SFMTA spokesperson Ben Jose. “By directing people to bike on Townsend or the Embarcadero Promenade, we can improve safety for people biking and reduce confusion in the area.”

“In the long-term,” said Jose, the agency “will be examining how biking can be improved in the area through the larger-scale Embarcadero Enhancement Project,” which could bring protected bike lanes along the waterfront years down the road. In the meantime, the agency’s “goal is to encourage people biking in the area to use Townsend when appropriate.”

The SF Bicycle Coalition isn’t fighting the removal of King’s painted bike lanes. But Communications Director Chris Cassidy said it “highlights the importance of protected bike lanes on Townsend.”

Read more…

17 Comments

Protected Bike Lanes Finally Coming to Folsom Street Near Transbay Center

Image: Office of Community Investment and Infrastructure

Image: Office of Community Investment and Infrastructure

The city will hold a public meeting on Thursday evening to present updates on a plan to install protected bike lanes on Folsom Street near the Transbay Transit Center, east of Second Street.

Construction on the project was previously expected to start this year, according to a city staff presentation from last June [PDF]. At the time, an interim version of the streetscape redesign would have included only a protected bike lane in the eastbound direction, with three lanes for cars, converted for two-way traffic.

The plans are now set to be constructed in 2016, and they’ve been upgraded “because of Vision Zero,” according to Paul Chasan of the Planning Department.

“The new design calls for a two-lane street and a cycle track, which is going to make it a much safer pedestrian environment,” Chasan told a supervisors committee at a recent meeting. (“Cycle track” is the city’s term for protected bike lanes.) “It’s going to make it a high-quality space.”

As part of the project, a protected bike signal phase would be installed at the harrowing Essex Street intersection, which has two right-turn lanes for drivers headed to a Bay Bridge onramp.

For some reason, no information on the time and location of Thursday’s meeting has been posted online by the Department of Public Works or the Office of Community Investment and Infrastructure, which are leading the project. The SF Bicycle Coalition posted info on its website about the meeting yesterday.

The meeting will be held on Thursday at 6 p.m. at the Yerba Buena Center for the Arts at 701 Mission Street.

35 Comments

Safer San Jose Avenue Advocates Fend Off Attacks From Angry Motorists

This post supported by

Photo: SFMTA

Photo: SFMTA

The redesign of San Jose Avenue took a step forward a month ago when Caltrans removed a traffic lane on a Highway 280 off-ramp leading on to San Jose, a.k.a. the Bernal Cut. The plan is the result of decades of neighborhood advocacy for safer streets, but it is running into opposition from motorists who won’t stand for the road diet.

Supporters and opponents of the project are duking it out with online petitions, both launched a month ago. The opposition’s petition currently has a lead on the supporters’ petition. The SFMTA hasn’t released the results from its survey from last fall.

“There is a contingency of drivers that is working against this plan and are very active on NextDoor and talking to their supervisors,” said neighbor Collin Martin. They “seem to accept no alternatives to making this avenue safer and more sane for cyclists and pedestrians.”

Under the two-phase pilot project, Caltrans and the SFMTA are measuring how a road diet and better bike lane protection can help tame driving speeds and attract more people to bike on San Jose north of Highway 280.

A year after the first phase, in which San Jose’s third northbound lane was replaced by a wider, buffered bike lane, the SFMTA reported a 62 percent jump in bike traffic during morning peak hours.

The removal of San Jose’s third lane didn’t achieve the SFMTA’s goal of bringing the 85th percentile speed down to 35 mph. There was “a fairly minor drop” in speeds from 49 mph to 46 mph, the SFMTA reported, and morning peak hour traffic on San Jose dropped by 21 percent.

That result triggered the project’s second phase to meet the speed reduction target, and Caltrans removed the second 280 off-ramp lane, which was added as a supposedly temporary measure in 1992. Planners are now measuring the effect on traffic speeds.

Collins said Caltrans could have done a better job implementing the ramp lane removal, “as it is causing sudden stops” that may contribute to “part of the backlash.”

“The exit should just be one lane and not two merging into one on a curve in short distance,” he said. “This is almost certainly what caused the surge in support to the petition against the road diet.”

Read more…

Streetsblog USA
View Comments

America Could Have Been Building Protected Bike Lanes for the Last 40 Years

intersectiondesigns

The latest in bikeway design? Nope, these intersection treatments are from early American bikeway planning documents. Sources: Fisher, 1972; City of Davis, 1972; Smith, Jr. 1974

Salt Lake City is on track to implement the nation’s first “protected intersection” — a Dutch-inspired design to minimize conflicts between cyclists and drivers at crossings. For American cities, this treatment feels like the cutting edge, but a look back at the history of bike planning in the United States reveals that even here, this idea is far from new. In fact, the protected intersection concept appeared in every foundational document for bike planning in the early 1970s. But no American city ever installed one until now — here’s why.

First, some background. The first modern on-street bike lanes in the United States were installed in Davis, California, in the fall of 1967. Of these three bike lanes, one was a parking-protected bikeway on Sycamore Drive. That’s right: The first on-street bike lane in the United States was a parking-protected bikeway.

davis_protected_lane

A woman rides on Sycamore Lane in Davis, CA.

As word of the Davis bike lanes spread across the country, cities all over the United States began improvising their own designs. In response, the Federal Highway Administration funded the publication of four key planning documents between 1972 and 1976 that provided diagrams and guidelines to help cities (and ultimately the FHWA) create a uniform design for bikeways. There are many similarities in all of these documents, but it is clear that with each subsequent report, the design of on-street bike lanes slowly drifted toward designs that treated the cyclist more like a motor vehicle than a human.

Just as the bikeways movement was gaining steam and formalization was taking shape, physically separated bikeways were challenged by a new movement of vehicular cycling advocates — many of whom still challenge bikeways today. Throughout the 1970s, these fit men who self-identified as “cyclists” attended meeting after meeting to decry the designs that engineers were supposedly building for them. Quibbles in the wording of laws or details of a design became arguments and headaches for city staff. Anyone who was not already riding a bicycle on busy car-dominated streets was drowned out by the vehicular cyclists who claimed to speak for all bicycle riders.

Of course, surveys of riders showed these individuals to be in the minority — with 72 percent of riders saying separated bikeways provided good protection and 59 percent saying “signed routes” offered poor protection:

Read more…

10 Comments

Safer Path Could Help Untangle the “Alemany Maze” Highway Interchange

Image: SFCTA via D10 Watch

Image: SFCTA via D10 Watch

The “Alemany Maze,” the deadly Highway 101 and 280 interchange in the southeast city, could get a safer crossing for walking and biking. Funding to study a walking path and bike lanes through the junction was approved this week by the SF County Transportation Authority Board of Directors, comprised of the Board of Supervisors.

The Alemany Maze. Photo: Chuck B. / my back 40 (feet)

The study, set to be completed by next June, will look at creating a “multi-modal pathway” where residents already cross the “nasty mess of ramps” to reach the Alemany Farmers Market, SFCTA planner Colin Dentel-Post told an SFCTA board committee this week.

“People currently use an informal pathway and dangerous, unsignalized crossings through the interchange,” he said. The maze “creates a barrier between the surrounding neighborhoods, including the Bernal, Portola, Bayview, and Silver Terrace neighborhoods.”

The $100,000 approved for the study was requested by D9 Supervisor David Campos. Campos was apparently swayed by the Portola Neighborhood Association to push for a safer crossing, according to a recent post by Chris Waddling at D10 Watch.

Waddling, chair of the SFCTA Citizens Advisory Committee representing District 10, lauded the advancement of the project:

Read more…

31 Comments

SFMTA Retracts Report of 651% Jump in Bike Traffic on San Jose Avenue

The SFMTA has retracted its report last week of a 651 percent jump in bicycling on northbound San Jose Avenue after a traffic lane was removed to widen the bike lane.

The actual increase in morning peak-hour bike counts was 14 percent, said SFMTA spokesperson Ben Jose. In the evening peak hour, the reported 221 percent was actually 62 percent.

“A second analysis of the underlying raw data revealed a spreadsheet error overstating the bicycling increase,” Jose said in a statement. “We apologize for our error and will do our best to bring you accurate information going forward.”

The agency issued its correction statement late Friday. Streetsblog reported the 651 percent jump on Wednesday after receiving confirmation of the statistics from the SFMTA, following a blog post from the SF Bicycle Coalition highlighting the statistic last Monday.

The newly-released version of the SFMTA’s data spreadsheet [PDF] includes a note stating that there was “an equipment malfunction during the AM peak data collection period” on one of the post-implementation days when bikes were counted. The note says the data from that day was removed from the counts, which were averaged over 72-hour periods in January 2014 and January 2015.

The SFMTA says the bike counts were taken on the Monterey Boulevard ramp, just before it merges on to northbound San Jose.

All other data in the report remain accurate, including impacts on car traffic volumes and speeds, said Jose.

11 Comments

Parking-Protected Bike Lanes, Ped Safety Upgrades Coming to Division at 9th

This post supported by

The bike lanes on a block of Division, between 9th and 10th Streets, will get a parking-protected redesign this fall. Photo: Google Maps

The bike lanes on a block of Division, between 9th and 10th Streets, will get a parking-protected redesign this fall. Photo: Google Maps

Bike lanes on the block of Division Street between 9th and 10th Streets will get some much-needed protection this fall. Earlier this week the SFMTA Board of Directors approved a design that will put people on bikes between the curb and parked cars. The massive 9th and Division intersection will also get safety improvements like large painted curb extensions.

The upgrades would complement other bike and pedestrian safety improvements going in along Division, which becomes 13th Street as it runs beneath the Central Freeway.

SF’s first parking-protected bike lane on a city street was expected to be constructed this spring on westbound 13th, from Bryant to Folsom Street. SFMTA officials haven’t explained why that project has been delayed, though some of the other striping improvements included in the package have been implemented.

Altogether, the upgrades along Division and 13th, from the traffic circle at Eighth Street to Folsom, will create a continuous curbside westbound bike lane that could set a precedent for how low-cost redesigns can make dangerous SoMa streets safer.

“It’s turning out to be a really good cycling route,” Livable City Executive Director Tom Radulovich told the SFMTA board on Tuesday.

Plans for Division near Ninth and 10th include large painted bulb-outs and a installation of a missing sidewalk on Ninth. Image: SFMTA

Plans for Division near Ninth and 10th include large painted bulb-outs and a installation of a missing sidewalk on Ninth. Image: SFMTA

Read more…

11 Comments

[Corrected] San Jose Ave Bike Traffic Jumps; More Traffic Calming Goes In

This post supported by

San Jose Avenue seen last June, just after bike lane upgrades and a road diet went in. Photo: Frank Chan/Flickr

Update 6/22: The SFMTA has retracted its report of a 651 percent increase in bike traffic on northbound San Jose Avenue in morning peak hours, which was featured in an earlier version of this article.

Evening bike traffic increased by 62 percent on northbound San Jose Avenue after a traffic lane was removed and the bike lane was widened with a buffer zone a year ago, according to the SFMTA.

As part of the ongoing traffic-calming project, Caltrans last week also removed a highway off-ramp lane leading on to San Jose, a.k.a. the Bernal Cut.

The “incredible change” in bike counts reported by the SFMTA “shows the power of streets that make people feel safe,” SF Bicycle Coalition community organizer Chema Hernández Gil wrote in a blog post on Monday.

San Jose, which divides Glen Park and Bernal Heights, is the most direct route to downtown from southern neighborhoods like the Excelsior and Ingleside.

The SFMTA compared 72-hour bike counts on the Monterey Boulevard ramp, just before it merges on to northbound San Jose. The average bike counts were taken during morning peak hours in January 2014 and January 2015, according to SFMTA data [PDF]. [Update: The SFMTA said the bike counts included in that spreadsheet were not accurate. A new version is available in this PDF.]

The data was collected as part of a two-phase pilot project aimed at measuring how a road diet and better bike lane protection can help tame driving speeds and attract more people to commute by bike on San Jose north of Highway 280.

“San Jose Avenue has long been a pseudo-freeway with huge negative impacts on the surrounding areas due to over-the-top speeding,” said a statement from Supervisor Scott Wiener, who pushed for the safety measures. “This pilot program is designed to reduce speeds, improve neighborhood quality of life, and allow for diverse uses of the road, including both drivers and cyclists. The pilot also allows cyclists to safely use the bike lane, and an increase in cycling on San Jose Avenue is a good thing. I look forward to the results of the pilot and to having a safer, multi-modal San Jose Avenue for all users.”

When the first phase was implemented last June, the SFMTA and Caltrans removed one of three traffic lanes on northbound San Jose to match the geometry of the street’s southbound side. The leftover space was used to upgrade the existing narrow bike lane with a buffer zone and plastic posts to separate it from motor traffic.

As part of the second phase, Caltrans removed the second Highway 280 off-ramp lane last week, and will measure its effectiveness in bringing down excessive traffic speeds, along with that of other measures in the coming months. Caltrans added the second ramp lane in 1992 after the Loma Prieta earthquake, as a supposedly temporary measure to accommodate traffic re-routed away from freeway repairs.

Read more…

35 Comments

SFMTA Says It’s Just Getting Started on Protected Bike Lanes

Mayor Lee rides with SFMTA Sustainable Streets Director Tom Maguire (behind) and SFBC Executive Director Noah Budnick (right) on Valencia Street this morning. Photo: Volker Neumann, SFBC

City officials gathered for another Bike to Work Day rally at City Hall today to cheer for bicycling, celebrating a 206 percent jump in ridership since 2006, according to a new annual bike count released by the SFMTA today. There was the usual citation of bike traffic on eastbound Market Street at Van Ness Avenue: 76 percent of all vehicles between 8:30 and 9:30 a.m. were bikes.

So, was it another feel-good event in lieu of action? Maybe not…

After significant wins at the ballot box in November, these Bike to Work Day festivities felt a little different. There was legitimate cause to believe the city will accelerate its progress on bike infrastructure.

In 2015, the SFMTA expects to implement or start construction on an unprecedented 23 miles of bikeway upgrades, Sustainable Streets Director Tom Maguire told Streetsblog. Then the real boom in bike infrastructure is expected to start in 2016, when “we’re going to look back and say, that was nothing.”

“We’re definitely going to be seeing more, better, and faster,” said Maguire. “That’s where we want go with the Bike Strategy.” As someone who helped deliver improvements at a rapid clip in New York City, Maguire’s word carries weight.

At the rally, Mayor Ed Lee touted the planned ten-fold expansion of Bay Area Bike Share and noted the need for “more sustainable ways to get around” as development and population increase.

“We are making it easier and safer to bike around our city with improved bike infrastructure and bike-share opportunities,” Lee said in a statement. “Biking isn’t just fun, practical and healthy; it also helps cut down on congestion. Every person on a bike is one less person in your traffic jam or fighting for a parking spot.”

A fine speech, but one that the mayor has given before without making the necessary decisions to back it up. It was only two months ago that Lee refused to say that protected bike lanes, which encourage bicycling and save lives, are more important than car parking.

Here’s the roster of officials who biked to City Hall this year along with Mayor Lee: SFPD Chief Greg Suhr, Department of Public Works Director Mohammed Nuru, SFMTA Director Ed Reiskin, and Supervisors Eric Mar, Mark Farrell, Julie Christensen, Katy Tang, Jane Kim, and Malia Cohen. Absent were Supervisors Scott Wiener, David Campos, Norman Yee, John Avalos, and London Breed.

What’s different this year is that voters sent some clear signals at the polls. “Every neighborhood in San Francisco is asking for safer streets,” said Maguire. “What the design looks like on every block is going to be different, but there were victories for Prop A and Prop B, [voters] defeated Prop L — it was proven at the ballot box. That’s the kind of momentum we want to go by.” Proposition L, a cars-first advisory measure, was funded last year by Lee backer Sean Parker.

Read more…