Skip to content

Posts from the Pedestrian Safety Category

15 Comments

Sup. Christensen: Make the Stockton Tunnel Better for Walking and Biking

Supervisor Christensen (left) listens as Richard Ow speaks, along with SF Planning Director John  Rahaim and Department of Public Works Director Mohammend Nuru. Photo: Aaron Bialick

Supervisor Christensen (left) listens as Richard Ow speaks, along with SF Planning Director John Rahaim and Department of Public Works Director Mohammend Nuru. Photo: Aaron Bialick

D3 Supervisor Julie Christensen wants to make the Stockton Tunnel more comfortable to walk and bike through. She announced today that she procured at least $100,000 in the city budget for a study of improvements in the next fiscal year.

Photo: Aaron Bialick

Photo: Aaron Bialick

“Union Square is known all over the world. Chinatown is known all over the world,” Christensen told reporters today. “This is the wormhole that connects the two of them, and we’ve sort of left it as a transit afterthought.”

“Lots of us walk through the Stockton Tunnel, mostly out of necessity. I’d like people to do it because it’s safe and fun, if that’s possible… I know when I’m cycling, those flat shortcuts are really preferred.”

Christensen said the specifics of the study would be developed through community participation. But she suggested ideas ranging from public art and better lighting to removing a traffic lane, which could quell the roar of motor traffic and make room to physically separate cars from people walking and biking.

Richard Ow, a senior who lives in Chinatown, said he’s been walking through the tunnel since he was 10 years old. “This should’ve been done a long time ago,” he said. “We want to see some action.”

The idea of removing one of Stockton’s three traffic lanes already seems to have strong support. Pius Lee, chairman of the Chinatown Neighborhood Association, told the SF Chronicle in February that local merchants and residents already agree it’s a good idea. He noted that it would skirt the merchant controversy of parking removal.

Read more…

Streetsblog USA
View Comments

Five Key Lessons From Europe’s Vision Zero Success

Cross-posted from the Vision Zero Network

Berlin, Germany

From the moment that Vision Zero began capturing attention in American cities, we’ve heard many admiring references to its success in Europe, particularly in its birthplace of Sweden.

I’m fortunate to have the opportunity to research those experiences and their lessons for the growing number of American communities working to eliminate traffic fatalities and serious injuries. As part of a fellowship with the German Marshall Fund, I’m spending two months visiting Stockholm, Sweden; Rotterdam, Netherlands; and Berlin, Germany to interview experts and observe first-hand their approaches to traffic safety. The goal of my research: to gather and share replicable lessons for American communities, particularly in urban areas, where we’re seeing the most momentum for Vision Zero.

First, a disclaimer: I’m still actively researching and interviewing, so it’s too soon to share my sense of the “full story.” Please consider these early impressions.

And, second, a clarification: What the Swedes — and to a lesser extent the Germans — call Vision Zero, the Dutch call Sustainable Safety. While there are many similarities to what can generally be termed a “safe systems approach” to transportation, there are more differences than I realized between their efforts. (But more on that in a future post…)

So what have I observed thus far? Here are five initial  takeaways, focusing on areas that seem relevant to the U.S. experience and worthy of more exploration.

1) Managing speeds — and speed differentials — is a top priority

In all three of these countries, the leaders of traffic safety efforts emphasize that managing speed is the number one determinant in their successes in improving safety.

Read more…

5 Comments

East Palo Alto Bay Trail Will Be Built. Will Current Residents Benefit From It?

Ravenswood Bay Trail Map

The missing 0.6-mile segment of San Francisco Bay Trail through East Palo Alto requires crossing SFPUC property and protected wetlands. Image: Midpeninsula Regional Open Space District

The pieces are in place to build a key link in the San Francisco Bay Trail, providing a continuous bike route through East Palo Alto and Menlo Park. Given the trail’s proximity to Facebook and the lack of housing close to the company’s campus, East Palo is also looking to strengthen its affordable housing policies to ensure that current residents can afford to stay in the city and benefit from the new path.

Local officials from five different agencies met on Monday to iron out the details of an agreement that fully funds the San Francisco Bay Trail through East Palo Alto, filling in the 100-mile network of off-street trails connecting Redwood City and Union City with downtown San Jose, Mountain View, and central Santa Clara.

“This is one of the most difficult gaps in the Bay Trail to complete,” said San Mateo County Parks Director Marlene Finley, whose department will manage funds for the project. “It’s wonderful that all the project partners are able to come together and get this done.”

The missing section lies within both East Palo Alto and Menlo Park, and is subject to a number of regulatory agencies where the trail will cross protected wetlands in the Ravenswood Open Space Preserve. The multi-jurisdictional nature of the project and complex political environment has delayed it for decades while every other section of the San Francisco Bay Trail in the mid-Peninsula region has been built or improved. The network of continuous off-street trails now stretches nearly from the Union City BART Station to downtown San Jose, except for this remaining gap.

Read more…

19 Comments

Wiggle Safety Upgrades Delayed Over Turn Bans to Reduce Thru Traffic

This post supported by

The Wiggle would become safer and calmer with upgrades like a traffic diverter at southbound Scott and Fell streets. But Lower Haight neighbors oppose left-turn bans aimed at attracting cross-town drivers to Divisadero Street. Image: SFMTA

Improvements that would make the Wiggle calmer and safer have been delayed after continued driver protests against three left turn bans on Divisadero Street proposed as part of the project. Approval of the project was removed from the SFMTA Board of Directors’ Tuesday agenda and postponed until June.

Hoodline reported that some members of the Lower Haight Neighbors and Merchants Association can’t stomach the all-hours left turn bans from Divisadero on to Haight Street, and peak hour bans for turns on to Hayes and McAllister Streets.

The SFMTA says the bans are intended to complement the Wiggle improvements, which include a traffic diverter on Scott Street. By keeping cut-through drivers moving on Divisadero, the main driving route, that street would become the more attractive driving option. “This will reduce Scott Street’s appeal as a cross-town route, making it a more pleasant place to walk, bike, and live,” says an SFMTA fact sheet [PDF] on the Wiggle improvements.

“We want people to get where they need to go safely while keeping heavier traffic on Divisadero,” Sustainable Streets Director Tom Maguire said in a statement. “The SFMTA’s proposals for Divisadero will improve traffic flow, cut down on congestion and reduce spillover traffic into the neighborhood. We have worked with the community extensively on this project, and we wanted to take a little more time to better understand the concerns of the Lower Haight Merchants and Neighbors Association.”

A major feature of the planned Wiggle upgrades is a large sidewalk bulb-out which would physically block drivers from entering southbound Scott at Fell Street. That would reduce the car traffic on Scott, which runs one block parallel to Divisadero, that degrades the livability of the neighborhood and congests the intersection at Haight. The improvements also include raised crosswalks, bulb-outs with rain gardens, and textured pavement.

“Thousands of people bike and walk through the Wiggle every day, and they and the neighborhood residents deserve a street that works for them,” said Tyler Frisbee, policy director for the SF Bicycle Coalition. The SFMTA’s project “enhances the residential, family-oriented nature of the community and ensures that everyone is able to walk, bike, and enjoy the area in a safe, inviting place. This project will reduce the amount of water pollution and runoff from these streets, minimize traffic congestion for neighbors, and improve safety for people walking and biking. That is a clear win-win.”

Read more…

45 Comments

SFPD Increasing Tickets for Pedestrians Faster Than Tickets for Drivers

SFPD’s “Focus on the Five” tickets for dangerous driving violations dropped 6 percent in the first quarter of this year compared to that of last year. Image: SFPD

First, the good news: In the last quarter of 2014, SFPD increased speeding enforcement 91 percent, from 933 to 1,781 citywide.

The bad news? Tickets to pedestrians more than doubled, from 436 to 1,110, continuing a recent trend of increasing tickets for people walking and biking faster than those for dangerous driving. All told, pedestrian fines accounted for 3.6 of total traffic citations in San Francisco, up from 1.7 percent over the same period the year before.

More than two years into the SFPD’s “Focus on the Five” campaign, the department still shows no signs of changing an agency culture that seems unable to prioritize enforcement of motorist behavior that endangers life and limb.

SFPD Traffic Commander Ann Mannix. Image: SFGovTV

At a supervisors committee hearing yesterday, SFPD Traffic Commander Ann Mannix, who took her post in January, expressed no intention of meeting the department’s official goal of issuing 50 percent of traffic citations to the top five most dangerous violations, which are all driver violations.

Mannix presented SFPD’s latest enforcement stats [PDF], showing dismal progress. The share of “Focus on the Five” tickets increased just two percent last year compared to 2013, from 22 percent to 24 percent. The trend is looking worse so far in 2015: In the first quarter of the year, the share of “Five” tickets dropped by 6 percent compared to the year before.

“We won’t change much from 2014 to 15,” Mannix told the Board of Supervisors Land Use and Transportation Committee. “I believe that you’ll see the numbers rise. Will we be at 50 percent? I don’t think so. Richmond District will be at 50 percent.”

Richmond Station continues to be the only station to meet the 50 percent goal. Mannix asserts that SFPD can’t meet its self-imposed Focus on the Five goal because officers can’t be choosy about what they enforce, and that police staffing is occupied with non-traffic duties.

Mannix repeated the argument of her predecessor, Mikail Ali, that the SFPD is increasing traffic enforcement overall, with a 54 percent increase in total traffic citations between 2013 and 2014.

But that statistic masks troubling enforcement trends. For instance, tickets for failure-to-yield, a leading cause of pedestrian fatalities, actually declined in the last quarter of 2014 compared to the last quarter of 2013, from 104 to 81.

Read more…

3 Comments

San Jose to Adopt Vision Zero But No Target Date to End Traffic Deaths

Vision Zero San Jose As Soon As Possible Logo

San Jose’s Vision Zero plan doesn’t set a target date to eliminate traffic fatalities, only declaring a goal of “ASAP” — as soon as possible. Image: City of San Jose

The San Jose City Council is expected to adopt a Vision Zero plan [PDF] tomorrow, making it the third major city in the Bay Area and the tenth in the nation to commit to ending traffic deaths. But San Jose isn’t setting a timeline to achieve this goal.

“For years, San Jose created a roadway system exclusively for cars — not for people on bikes, pedestrians, or transit,” said Mayor Sam Liccardo in a statement. “Vision Zero is San Jose’s commitment to prioritize street safety and ensure all road users – whether you walk, bike, drive, or ride transit – are safe.”

Unlike San Francisco and New York City, which adopted ten-years goals, San Jose’s version of Vision Zero doesn’t include a target date. Instead the plan calls for an end to traffic fatalities “ASAP”:

Vision Zero San Jose purposely has avoided setting a particular timeline as a practical matter and has instead chosen to pursue Vision Zero goals, as soon as possible (ASAP). The history of change particularly with regards to state and federal policy makes 10-years seem “unrealistic.” However, the urgency for safe streets makes a 10-year goal seem “too slow.” For now, our goal is to continue to make progress with advocacy, action and results, ASAP!

“While we understand concerns that a 10-year timeline may be too ambitious,” said California Walks Planning and Policy Manager Jaime Fearer, “we need to commit to a date for our goal, even if it is 15 or 20 years.”

Elijah Alvitre, 3, was killed in a crosswalk at Vine and Oak streets. The driver who struck him faced no legal penalties. Photo: Legacy.com

Dozens of supporters, including friends and relatives of people killed by reckless drivers, packed a committee meeting last week to plead for an end to the city’s traffic violence.

“Anything that can be done to improve safety should not only be considered but embraced, to help prevent this from happening to anyone else,” said Jenny Alvitre, whose 3-year-old grandson Elijah was killed in November 2013 by the driver of a pickup truck. The driver was not cited or charged for failing to yield to the 13-year-old girl pushing Elijah’s stroller in a crosswalk, hitting both of them, as well as a six-year-old girl holding the older girl’s hand.

Just hours later, 14-year-old Bianca Valdez was killed by a driver while walking across White Road near Hyland Avenue in east San Jose. A week later, 17-year-old Anthony Garcia was killed by an SUV driver while riding his bicycle on Branham Lane in south San Jose.

The death toll on San Jose’s dangerously-designed streets has risen in recent years, and a growing proportion of victims are killed by drivers while walking and biking. In 2013, 44 people were killed on San Jose streets, and 42 in 2014. In both years, 21 of the victims were killed while walking. Most fatal crash victims in SJ are now people walking or biking. That wasn’t the case between 2008 and 2012, when an average of 31 people were killed each year, 46 percent of whom were pedestrians or cyclists.

Read more…

7 Comments

Walk SF Gives City a Mixed Score on Street Safety Progress

A recently-completed bulb-out at McAllister and Hyde Streets near City Hall. Photo: Aaron Bialick

Walk SF today released its second annual Street Score Report Card [PDF], which it bills as the “only comprehensive review of the City’s progress towards improving pedestrian safety and walkability.” The report is the first thorough attempt to assess how well the city has followed through on the mayor’s 2013 Pedestrian Strategy.

SF agencies’ progress remained subpar on many of Walk SF’s nearly 40 metrics, though the city did exceed its goals in a few key areas, such as the installation of bulb-outs.

The report tracks progress in six categories: Reducing injuries, installing engineering upgrades, focusing enforcement on the most dangerous traffic violations, delivering education campaigns, adopting local and state legislation to enable safety measures, and reporting progress data to the public.

“We can’t measure what we don’t count,” said Walk SF Executive Director Nicole Ferrara in a statement. And by the most important measure — fatal and serious injuries sustained in traffic — SF didn’t hit its mark.

Last year, 96 people were killed or suffered severe injuries on SF streets, higher than the goal of 82 laid out in the Pedestrian Strategy. Walk SF also notes that the share of pedestrian deaths involving seniors was higher than the city’s target.

Image: Walk SF's Street Score

Image: Walk SF’s Street Score

Read more…

30 Comments

Tomorrow: Support a Safer Upper Market With Protected Bike Lanes

A view from the bike lane at Market at 16th Street. Photo: Aaron Bialick

The SFMTA will hold an open house tomorrow on bike and pedestrian safety upgrades along upper Market Street, which could include bulb-outs to calm the street’s wide, dangerous intersections and protected bike lanes on some segments.

The SFMTA’s proposal hasn’t been presented yet, but safe streets advocates say they worry the bike improvements may not be as ambitious as they should be. Early proposals have met with opposition from a contingent of merchants who want to preserve — you guessed it — car parking.

Street Fight author Jason Henderson, a member of the Market-Octavia Community Advisory Committee, said the committee is “really excited to see a fully separated” protected bike lane, particularly on the uphill block of Market between Octavia Boulevard and Buchanan Street, which funnels bike commuters to the entrance of the Wiggle.

That bike lane segment was recently painted green and widened, and a handful of parking spots were removed near corners at Upper Market intersections in 2011 to provide more room at some points where the bike lanes were squeezed. But drivers regularly block the bike lanes on Upper Market, and riding on its rough pavement without protection from traffic can still feel harrowing.

“It needs to be wider than I think they’re considering,” said Henderson. “We need to need to be building for future capacity — not [the current] 3.5 percent bicycle mode share — but 10 percent, 15 percent, 20 percent.”

According to the SFMTA’s website, the project will be split into near-term and long-term upgrades. The quick improvements include painted bulb-outs (the SFMTA calls them “safety zones”), adjustments to signal timing, more visible crosswalk striping, and right-on-red restrictions.

Read more…

15 Comments

SFPD: Car Was Reported Stolen After Pedestrian Hit-and-Run Caught on Video

The car used in a pedestrian hit-and-run caught on video was reported stolen by its registered owner the morning after the crash, according to the SFPD.

Screenshot from ColdFire/Youtube

As we reported this week, video was posted online after a crash that occurred at Second and Howard Streets in the early morning hours of April 18. The driver was seen making a left turn from a right-hand lane, hitting a second vehicle and striking a man in a crosswalk. The driver has not been found.

Although SFPD spokesperson Grace Gatpandan initially said the crash wasn’t reported, information on the case was uncovered after she was given the case number provided by the YouTube user who posted the video. Details from police were consistent with the comments posted by the YouTube user, who said he was driving the car with the camera and that he’d reported the crash to Northern Station the next day. The pedestrian has not reported the crash to the police.

​The Infiniti SUV was reported stolen by the owner at 10:52 a.m., the morning after the crash, said Gatpandan. The owner told police her car could have been stolen between 6 p.m. April 17 and 10 a.m. April 18, when she discovered it was missing. The crash was reported to police, apparently by the driver who took the video, at about 7:10 p.m.

“The pedestrian victim is vital for further investigation, as that victim will have to identify the driver of the suspect vehicle,” said Gatpandan. “The registered owner, especially in this case since the car was stolen, is not always the person driving the car. The case is being investigated by the Hit-and-Run Collision Investigations unit, but again there’s only so far the investigators can go without that victim ped information.”

46 Comments

Parking-Free Marina Path Plan Could Be Delayed By Boaters’ Parking Proposal

This post supported by

The Marina path as it exists today. Photo: Department of Public Works

Updated at 11:38 p.m. with further response from the Recreation and Parks Department below.

The Marina Boulevard bicycle and pedestrian path was supposed to be car-free by now. The years-old plan to remove the 57 car parking spaces on the stretch between Scott and Baker Streets is scheduled to be implemented by this spring.

But the SF Recreation and Parks Department may hold off yet again — potentially for years — because the department is seriously considering a last-minute proposal from boat owners to carve curbside “parking bays” from the path to preserve some spots.

The Association of Bay Area Governments’ Bay Trail Project and the SF Bicycle Coalition sent a letter [PDF] Tuesday urging Rec and Parks General Manager Phil Ginsburg “in the strongest of terms to move forward with the current plan to remove the parking and driving lane… immediately.”

We believe that a proposal to provide a drop-off, loading/unloading zone with limited parking may have merit and should be pursued. However, the thousands of walkers, joggers, cyclists, families, roller-bladers and wheelchair riders who make up 98% of the users of the Marina Green Bay Trail cannot continue to wait for safety in this area.

[Update] Rec and Parks spokesperson Connie Chan wrote in an email that the department “is seeking funding for” the project to include “the construction of 3 new parking bays.”

“Each bay will provide 3 to 5 parking spaces: 2 white loading-only spaces, 1 blue ADA-only space, and 2 unregulated public parking spaces (optional),” she wrote. “One parking bay will be situated near each dock gate, with exact location determined by traffic code and/or other site constraints.”

When asked if the parking removal will no longer happen this spring as planned, she repeated, “At this time, the Department is seeking funding for the project.”

In addition to reducing space for people, lumping parking bays into the project could further delay it for years. Digging into the pavement would require securing funding, design work, and construction for a project that originally only involved removing parking bumpers and replacing signs and pavement striping. It would add an estimated $450,000 to a $60,000 project.

Read more…