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Posts from the "Pedestrian Safety" Category

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SF Officials Tout School Zone Safety Upgrades on Walk and Roll to School Day

Mayor Lee squeezes down a SoMa sidewalk with students headed to Bessie Carmichael Elementary School yesterday. Photo: Richard Carranza/Twitter

On another record-breaking Walk and Roll to School Day, Mayor Ed Lee and other city officials held a press conference to tout recently-completed pedestrian safety measures on streets surrounding Bessie Carmichael Elementary in SoMa, and three schools in the Avenues. Almost 90 schools and 14,000 children citywide were estimated to have participated in the event — over 85 percent of SF Unified School District students.

“Today reminds us: children deserve to walk to school safely, not only on Walk and Roll to School Day, but every day,” Walk SF Executive Director Nicole Schneider said in a statement.

Bessie Carmichael Elementary, located at Fourth and Harrison Streets next to a highway 80 on-ramp, is surrounded by some of the city’s most dangerous, freeway-like streets.

“This is not just any kind of traffic on the streets. This is freeway traffic,” said Fred Rutger, who said he’s been injured three times by hit-and-run drivers during his eight years as an SFMTA crossing guard for Bessie Carmichael Middle School, located at Harrison and Seventh Streets, three blocks away from the elementary school and next to a different set of freeway ramps. Each driver who hit him had made an illegal right turn from a far traffic lane, he said. There are no signs telling drivers headed to and from the freeway that they’re entering a school zone.

The SFMTA completed installation of 15 MPH school zones at 181 schools in 2012, but a Walk SF press release pointed out that “Bessie is one of a handful of schools in the city which do not qualify for slower 15 mph school zones, as state law precludes these slow zones on wide, fast streets where they’re needed most.”

Plans for a road diet on Sixth Street are in the works, and painted bulb-outs were recently added on street corners. The SFMTA also plans to add a signalized crosswalk at Sixth and Minna Streets this month, among other smaller improvements that don’t have a timeline yet.

Rutger said he’s been hit at Seventh and Folsom Streets, which he called one of the most hazardous intersections. The SFMTA recently re-timed traffic signals there to give pedestrians a head start, which could mitigate the danger somewhat, while students and parents wait for a more substantial transformation of the car-dominated intersection. Some pedestrian bulb-outs and daylighting are planned, but it’s unclear when they’ll come.

In a statement, Mayor Lee pushed Prop A, the $500 million general obligation bond to fund transportation improvements — which was originally supposed to be on the ballot alongside a vehicle license fee increase until Lee abandoned support for it.

“Walk and Roll to School Day grows every year, as more and more families choose to walk, bike or take Muni to school,” said Lee in a statement. “Whether they are in the Sunset District or in the heart of SoMa, we want every student to be safe when they are walking to school.”

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NACTO Street Design Guides Now Official Policy in SF

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The Board of Supervisors yesterday voted unanimously to establish the National Association of City Transportation Officials’ Urban Street and Urban Bikeway Design Guides as official policy for all city agencies, as proposed by Supervisor Scott Wiener.

The NACTO guides, which provide designs standards for parking-protected bike lanes like this one in New York City, are now official guidelines for all SF agencies to follow. Photo: Utility Cycling

“Safe and livable streets start with smart street design reflecting the needs of all users,” Wiener said in a statement. “Safe streets and livable neighborhoods require the three ‘e’s — education, enforcement and engineering. Importing NACTO’s urban design policy will guide us to deliver on that third e — engineering — by ensuring we design streets for all users, including not just cars but also pedestrians, transit riders, and cyclists. For San Francisco to have a more sustainable future, we need an environment that encourages and allows people to safely and enjoyably walk, bike, and use transit, in addition to driving.”

“Engineering is the most important because it naturally educates every user of the street,” said Walk SF Executive Director Nicole Schneider, applauding the adoption at a hearing on Monday.

At yesterday’s board meeting, Wiener said adopting the guides is “what we should’ve done a long time ago.” The SFMTA already adopted the NACTO guides in January, but other city agencies that play a role in street design will now be able to rely on the latest American engineering standards for city planners to use in building people-friendly streets.

The NACTO guides “give us the toolbox and the tactics to make streets safer, more livable, and more economically vibrant,” said Darby Watson, section leader for the SFMTA’s Livable Streets subdivision, at Monday’s hearing. ”Both guides have been fully vetted through a peer-to-peer working group of city engineers and planners sharing and developing these guidelines specific to urban places.”

A press release from Wiener’s office noted that “one of the NACTO guidelines adopted includes the policy that individual lane widths on most streets not exceed 10 feet.” As walkable urban design luminary Jeff Speck wrote on CityLab this week, wider lanes encourage drivers to speed and make streets more dangerous.

“While most existing lanes in San Francisco are 10 feet or less,” Wiener’s press release said, “certain departments recently attempted to require that streets approved for the Candlestick and Hunters Point Shipyard be widened to include travel lanes that were 13 feet wide.” The leading “certain department” pushing wider streets in that development area has been the SF Fire Department.

In two weeks, the NACTO Designing Cities Conference will be hosted in San Francisco, from October 22 to 25. SFMTA Director Ed Reiskin is currently the president of NACTO.

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Witness: Hit-and-Run Driver Fled With Victim in Sunroof, Tried to Toss Booze

The car involved in the crash, post-clean-up. The driver reportedly traveled three blocks after striking the victim, whose legs were sticking out of the sunroof.

A drunk driver who hit a man crossing the street at Valencia Street and Duboce Avenue Sunday continued to drive with the victim hanging head-first inside the sunroof, according to a witness who saw the vehicle stop outside his home on Market at Guerrero Streets.

After continuing for three blocks past the scene of the crash, the driver, 29-year-old Luis Ayala of Redwood City, and his passenger then attempted to “ditch a bunch of booze and bail,” and left ”a paper bag with booze a few yards from the car,” said the witness, who declined to be identified.

“The scene was graphic, blood all over the windshield, a lifeless body half in the sunroof with broken legs,” he said.

Even after the initial clean-up, blood could still be found on the rear of the car.

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

Santa Clara Street Car Traffic

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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SFPD Arrests Driver for Killing Pei Fong Yim, 78, at Stockton and Sacramento

Image: CBS 5

SFPD arrested an SUV driver, 40-year-old Calixto Dilinila, for killing 78-year-old Pei Fong Yim in a crosswalk Saturday at Stockton and Sacramento Streets, outside the Stockton tunnel.

Calixto Dilinila. Photo: SFPD

Witnesses told CBS 5 that Dilinila was making a left turn from Sacramento onto Stockton when he ran Yim over, as she made her way across Stockton during what family members described as her routine daily walk. Dilinila was arrested for misdemeanor vehicular manslaughter and for failing to yield to a pedestrian.

In January, SFPD’s Traffic Company Commander said a policy change initiated in 2013 allows officers to arrest drivers in fatal crashes where there appears to be “probable cause.” This marked a departure from SFPD’s earlier failure to penalize reckless driving when drivers were neither intoxicated nor fled the scene.

Ever since that policy change, and beginning with two arrests in separate crashes on December 31, four drivers (including Dililina) have been arrested for killing a pedestrian while sober and while also staying on the scene. Out of the 13 pedestrian deaths this year, Dililina is the second such arrestee.

Police Captain David Lazar told reporters that officers are still investigating Saturday’s crash. “We’re going to make a determination as to what signal lights were green, and if there was a red hand up,” he told the SF Chronicle. “On some of the blocks on Stockton Street, the light may be green, but the hand is up.”

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Auto-Clogged Powell Street Could Be a Car-Free Haven

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Photo: Aaron Bialick

It’s a wonder that anyone drives a car on Powell Street in Union Square. Yet along the busiest pedestrian thoroughfare this side of the United States, you’ll typically see the perplexing scene of drivers, sitting in a line heading down the hill, all seemingly going nowhere in particular and certainly not very quickly. These private autos block bustling crosswalks, jam up Muni’s world-famous cable cars and its busiest bus line, and make an overall shameful display out of what many see as San Francisco’s gateway.

Allowing cars on the two-block stretch of Powell, between Ellis and Geary Streets, has made even less sense ever since all street parking, except for loading zones, was removed in 2011 for the Powell Street Promenade, a “mega parklet” that extended Powell’s sidewalks using temporary materials.

Powell doesn’t connect drivers to Market Street either, since the southernmost block was turned into a plaza for people and cable cars only in 1973. The vast majority of drivers drive down the street only to turn off of it, squeezing through busy crosswalks and taking up a disproportionate amount of street space along the way.

Photo: Aaron Bialick

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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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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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Eyes on the Street: New Car-Free Fourth Street Extension at UCSF Campus

Andy Thornley rides on the new block of Fourth Street at UCSF Mission Bay. Photo: Jessica Kuo

The extension of Fourth Street with a car-free promenade appears mostly complete at the University of California, San Francisco campus in Mission Bay. In 2012 we reported on how this project can connect 16th Street to Mariposa Street and the Dogpatch neighborhood without inviting more car traffic as UCSF builds out its development.

The new block features a public plaza and bikeway running through it, and it’s designed to allow emergency vehicle access. On each end are car drop-offs. It’s one block of walking and biking bliss bookended by the usual car-dominated city streets.

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Tomorrow: Hearing on Traffic Signals to Speed Muni on Haight, McAllister

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A snapshot of the SFMTA’s plans for Upper Haight. See the full plan here [PDF].

On the agenda [PDF] for tomorrow’s SFMTA public engineering hearing are proposals to speed up Muni lines with transit-priority traffic signals and bus bulb-outs along Haight and McAllister Streets. These types of changes are central to the Muni Transit Effectiveness Project, but some residents have voiced concerns about replacing stop signs with traffic signals and requiring pedestrians to wait before crossing.

The SFMTA plans to replace stop signs with signals at ten intersections on Haight and five on McAllister. These would be transit-priority signals, meaning that they will stay green when they detect approaching buses on the 5-Fulton, 71-Haight/Noriega, and 6-Parnassus lines.

On the 5, the SFMTA predicts that the signals alone will save 1.5 minutes in each direction, in addition to six minutes saved by adding bus bulb-outs, removing and relocating some stops, and adding right-turn lanes to keep turning cars out of the way. On Haight itself, those improvements are also expected to save three minutes for the 71 and 6, in addition to several more minutes of savings thanks to the contra-flow bus lane being constructed at Market Street. The SFMTA says intersections without signals or stop signs will receive traffic calming treatments, to encourage drivers to yield to people crossing.

Natalie Burdick of Walk SF said the Muni TEP proposals “should not conflict with the SFMTA’s own stated priority for ensuring the safety of the city’s road users.”

“Signalized intersections can support safer walking environments if they are designed effectively,” she said. “For instance, signals can be timed to calm traffic with lower speeds, and provide regular phases for pedestrian crossings.”

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