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American Driver’s Ed Is a Joke

Want a driver’s license? It’s easy. Fill out some paperwork and pop on over to the DMV to take a 20-question test for your learner’s permit. Then, get in some practice with a licensed driver. (But if you’re over 18, you can just ignore that part!) Then sit through a five-hour course before taking a quick road test, like these people. Total cost: about $50 and a few hours. Once your license expires, you can renew it with a few clicks online.

No wonder the United States has such a high traffic fatality rate.

Compare this to Germany, where people are less than half as likely to be killed in traffic. In a new video, CNET’s Brian Cooley explains German requirements for learning to operate a high-speed, multi-ton piece of heavy machinery.

The process starts with 14 to 20 hours of technical training, sometimes more, Cooley says, including a test with 30 multiple-choice questions that determines whether you know how to react to any conceivable situation in traffic. That’s followed by at least twelve 90-minute training sessions behind the wheel, including four on the Auotbahn and three at night. If your instructor isn’t satisfied, you could be sent back for additional training sessions.

Then there’s another written exam that plumbs the depths of German traffic law. Three wrong answers is an automatic failure. Fail it three times, and you have to go back to the technical training sessions. And if you learn on an automatic transmission instead of standard, your license prohibits you from driving anything but an automatic. The entire process takes three to six months and can cost about $2,500.

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”Bikelash!” The Streetfilm

Six months ago, Dr. Doug Gordon and Dr. Aaron Naparstek charmed audiences at the 2014 National Bike Summit with a great routine called “Moving Beyond the Bikelash,” sharing what they’ve learned from the pushback to New York City’s bike network expansion.

So last week, while at the Pro-Walk Pro-Bike Pro-Place conference, I thought it would be interesting to ask advocates from across the country about the state of bikelash in their cities and how they combat it. Here’s what they told me.

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How to Improve 3-Foot Passing Laws

After a couple of vetoes by Governor Jerry Brown, California finally has a 3-foot passing law.

As of June, 24 states plus the District of Columbia have such a law, which requires drivers to give cyclists a minimum buffer of 3 feet when passing from behind. With California’s law in effect as of today, Rick Bernardi of Bob Mionske’s bike law blog says 3-foot laws are good for cycling, but could be improved.

There’s room to improve 3-foot passing laws, like the one that took effect in California today. Photo: SF Bike Coalition/Flickr

Bernardo points out that some laws, including California’s, provide exceptions for drivers that weaken cyclist protections. Minimum passing distances should be commensurate with motorist speed, he says, and intentional “buzzing” should be criminalized.

The law should also make collisions prima facie evidence of an illegal pass, Bernardi writes.

When drivers collide with a cyclist while passing, they will often attempt to shift the blame to the cyclist: “The cyclist came out of nowhere” is one common explanation for a crash. “The cyclist suddenly swerved into my path” is another commonly heard explanation. If the cyclist is seriously injured or killed, the driver’s explanation may be the only explanation we hear. More often than not, when a driver says that the pass was “safe” but the cyclist did something that doesn’t make any sense, it really means that the driver wasn’t paying attention, or was passing too close. But under the law, injured cyclists must prove that the driver’s pass was unsafe. 3 foot laws can be strengthened by making collisions prima facie evidence of an illegal pass. This means that when a driver is passing a cyclist and a collision results, the law would presume that the pass was too close. The driver could still rebut this presumption with evidence to show that the pass was not too close, but now the burden of proof would be where it properly belongs — on the driver who has the responsibility to pass at a safe distance.

Also on the Network today: Streets.MN says investing in transit for “millennials” and “millennials” alone is a bad idea, and the Wash Cycle takes a tour of the Capital Bikeshare warehouse.

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Today’s Headlines

  • Driver Crashes Into Saloon at Columbus and Pacific, Injuring Two; Arrested for Possession (ABC, Appeal)
  • Man Injured, Possibly by Driver, on Park Presidio (Exam); Driver Hits Pole at 19th and J. Serra (Xpress)
  • SFMTA Launches New Survey on Revised Proposals for Irving Street Transit Bulb-Outs
  • SFMTA: Taxi Use Drops as “Ride-Share” Grows (SF Examiner); State Says Carpools Illegal (Biz Times)
  • Sup. Tang’s “Sunset Blueprint,” Community Transpo and Development Plan, is First of Its Kind (Examiner)
  • School Board Meeting Draws Mixed Views on 351-Unit Development at 16th Street BART (SF Examiner)
  • Chronicle Columnist Carl Nolte: Fillmore Street, a Cross-Section of SF, is Best Experienced on Foot
  • More SF Kids Using “Balance Bikes” (KALW); Marin-Based Org Takes City Kids Out for Rides (SFGate)
  • GG Bridge District Union Strikes; Bus/Ferry Service Unaffected (Exam); GG Transit Service Changes (GM)
  • CA’s 3-Ft Bike Passing Law In Effect Today (SFGateMerc); Mercury Roadshow Accused of “Cyclist Bias”
  • 49ers May “Slow Down Train Service” to Let More Cars Leave Levi’s Stadium After Games (Mercury News)
  • When Driverless Cars Hit CA Streets, How Will Insurance Work? (NBC)

More headlines at Streetsblog USA

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Wiener Moves to Make NACTO Street Design Guides Official Policy for SF

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Supervisor Scott Wiener has introduced a bill that would make the National Association of City Transportation Officials’ guides for Urban Streets and Urban Bikeways official city policy. The SFMTA Board of Directors already adopted the NACTO guides in January, but Wiener’s legislation would establish them as official guidelines for other agencies to use, including the Department of Public Works, the Planning Department, and the SF Fire Department.

Supervisor Scott Wiener riding on Bike to Work Day. Photo: SFBC

“The MTA is not the only agency that’s designing streets,” said Andres Power, an aide for Wiener and previously the Planning Department’s manager of the parklet program. “The idea is to have a sense of what it is that is our collective city policy.”

The NACTO guides provide the latest American engineering standards for city planners to use in building people-friendly streets. Notably, Caltrans recently endorsed the NACTO Urban Bikeway Design Guide, clearing the way for established standards for protected bike lanes in California.

Wiener hopes to have the legislation approved in time for the NACTO Designing Cities Conference, which will be hosted in San Francisco from October 22 to 25. It will be the first time the national event is held in SF, one year after SFMTA Director Ed Reiskin was named president of the organization.

Power said the NACTO guides will help complement SF’s Better Streets Plan, which was adopted citywide in 2010. Whether the BSP has been consistently implemented is an open question, but it mainly provides design guidelines for sidewalks, not roadways.

The NACTO guide adoption could provide more leverage for city officials to counter protests from the Fire Department against narrow roadways that create a safer, slower street environment. SFFD has fought projects that include roadways narrower than the minimums set in national fire code recommendations designed for suburbs.

Wiener plans to introduce further legislation to continue his efforts to reform the city’s street design and fire codes, Power said.

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Livable Streets Events

This Week: Park(ing) Day and a Fundraiser to Fight Prop L

Lots of good stuff this week, including a fundraiser for the campaign against Prop L tomorrow and the return of Park(ing) Day at the end of the week.

Here are all of this week’s highlights from the Streetsblog calendar:

  • Monday: SFMTA Director Ed Reiskin will join a Middle Polk Neighborhood Association meeting to discuss the transit funding initiatives on the November ballot, including the $500 million transportation bond (Prop A) and Supervisor Scott Wiener’s measure to tie transit funds to population growth (Prop B). 6:30 p.m.
  • Tuesday: The “No on Gridlock, No on Prop L” campaign holds a fundraising event at PUBLIC Bikes. Swing by to support efforts to make the city safer, more walkable, and less congested. 6 p.m.
  • Wednesday: Supervisor Katy Tang and staff from SF Public Utilities Commission, SPUR, and the National Park Service hold a town hall meeting to discuss changes envisioned in the Ocean Beach Master Plan, including the Great Highway road diet that was shelved. 6 p.m.
  • Thursday: Wonder why women make up only a third of bicyclists on SF’s streets? Come to SFBC’s Women + Bikes Night for some short films and discussion about the issues that prevent more women from riding. 6:30 p.m.
  • Friday: Time again for Park(ing) Day, the SF-born annual event that has spread to cities around the world and inspired the parklet program, now an SF institution. Hang out in a reclaimed parking space in your neighborhood, or create one of your own. All day.

Keep an eye on the calendar for updated listings. Got an event we should know about? Drop us a line.

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Talking Headways: Pro-Walk Pro-Bike Redux

podcast icon logoAfter a week at the Pro-Walk Pro-Bike Pro-Place Conference in Pittsburgh, it was all I could talk about — and luckily, Jeff was an eager audience.

In this podcast, Jeff and I talk about the relative utility of a character like Isabella, the new character People for Bikes created to make the case for safe, low-stress bikeways. We dig into the announcement that U.S. DOT is going to take on bike and pedestrian safety as one of its top issues. And we debate the pros and cons of holding the next Pro-Walk Pro-Bike in Vancouver.

There were hundreds of workshops, panels, presentations, and tours — not to mention countless side conversations, power lunches, and informal caucuses that were probably at least as energizing as the formal sessions — so my impressions are just one tiny slice of the pie. If you attended this year, we’d love to hear your thoughts on the conference, the host city, and your experience in the comments.

Keep up with us (if you can) at our RSS feed or subscribe on Stitcher or iTunes.

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With Permit Parking, John Cranley Could Help Cincinnati Despite Himself

Chalk this one up as a worthwhile proposal offered in bad faith.

Streetsblog readers may remember Mayor John Cranley as the pol who wasted a ton of taxpayer money trying to kill the Cincinnati streetcar. But lately Cranley has come out as a would-be parking reformer, proposing a $300 annual fee for on-street parking in Over-the-Rhine, a historic neighborhood on the streetcar route.

Mayor John Cranley’s proposal to charge for curbside parking could help Cincinnati neighborhoods more than he realizes. Photo: Travis Estell/Flickr

Not surprisingly, Cranley is getting blowback from some quarters. But Randy A. Simes at UrbanCincy says the plan is right on the merits.

To better understand how this proposed permit fee stacks up, let’s consider that it averages out to approximately $25 per month. According to the most recent State of Downtown report, the average monthly parking rate in the Central Business District, Over-the-Rhine and Pendleton is $89. This average accounts for approximately 36,400 monthly parking spaces available in 2013.

While this average monthly parking rate is skewed by much higher rates in the Central Business District, many lots and garages reserved for residential parking in Over-the-Rhine charge between $40 and $110 per month. This means that Mayor Cranley’s proposal would put the city’s on-street parking spaces nearly in-line with their private counterparts.

This is a smart move. We should stop subsidizing parking as much as possible. Therefore, such a proposal should not only be examined in greater depth for Over-the-Rhine, but all of Cincinnati’s 52 neighborhoods.

All well and good. The thing is, Cranley makes no bones about the fact that he considers the fee as retribution against streetcar supporters. “They should be asked to pay a much higher fee for cars they still have on the street,” Cranley said on a local radio show. “[It] is consistent with the philosophy of the folks who are pushing the streetcar, which is this will reduce the need for cars, so those who want to bring cars into Over-the-Rhine … should pay for the amenity that they so desperately wanted.”

Cranley’s motives may be suspect, but ironically, by placing a value on curbside parking he may end up helping constituents he holds in contempt.

Elsewhere on the Network: Bike PGH welcomes Pittsburgh’s new bike and pedestrian coordinator, and Rights of Way celebrates the arrival of the first bike corral in Portland, Maine.

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Today’s Headlines

  • Taxi Driver Hospitalizes 11-Year-Old on Bike Near 22nd Street Caltrain Station (CBS)
  • Red-Running Driver Cited After Crashing Into Minivan, Sending it Into Shop at Battery and Pine (ABC)
  • GG Bridge District Bus and Ferry Workers Could Announce Strike Today (SF Examiner)
  • First Debate in BART Board Race Tonight (Exam); Caltrain Seeks Input on New Train Design (Exam)
  • More on the “Don’t Block the Box” Campaign Being Considered by the SFMTA (SFGate)
  • North Beach “Poet’s Plaza” Could Come Next Year as Former Sup. Alioto Raises Funds (SF Examiner)
  • Bay Area Bike Share Could Get Boost From New National Bike-Share Association (SF Examiner)
  • SFMTA Adds More Green Paint to Embarcadero Bike Lanes (SFBCMission Mission)
  • Notes From a Community Meeting on Improving Palou Ave, Moving Bike Route in Bayview (D10 Watch)
  • Tour Bus Dumps Gas on Geary, Tying Up Traffic at Union Square (SF Appeal)
  • Lanes Adjusted on GG Bridge Approach for Presidio Parkway Work “May Cause Accidents,” Says CBS
  • Traffic, Transit Moves “Relatively Well” at Levi’s Stadium’s First 49ers Game in Santa Clara (SFGate)

More headlines at Streetsblog USA

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Costly New Parking Garages Still Gobbling Up Land at BART Stations

Oakland and BART officials cut the ribbon Monday on a new parking garage for a “transit village” being built at MacArthur Station. Photo: BRIDGE Housing/Twitter

BART continues to encourage the construction of multi-story parking garages at its stations, despite the exorbitant costs and lost potential for valuable land that could be put to better use.

On Monday, Oakland and BART officials held a press conference and ribbon-cutting ceremony to tout the opening of a 481-space parking structure at MacArthur BART station. The structure was built at a cost of $15,371,000, or about $32,000 per space (based on a 2012 figure), and is part of a “transit village” housing and retail development. But like most park-and-ride fortresses, it will mostly sit empty when commuters aren’t using it to store cars, which is most of the time.

The only media coverage of the MacArthur press conference was a San Jose Mercury News photo slideshow showing Oakland Mayor Jean Quan, two BART board members, an Oakland council member, and a developer rep cutting the ribbon, before heading up to the empty rooftop to take in the views.

Livable City Executive Director Tom Radulovich, who sits on the BART board, said he’s “appalled that we wasted tens of millions of dollars building a commuter garage at an urban station like MacArthur.”

“Ridership kept growing at that station despite the reduction in parking during construction, which demonstrates that we could have done perfectly well without it,” he said. “Many of our highest-ridership stations — Balboa Park, Berkeley, 19th, 16th, 24th, Glen Park — have little or no commuter parking. At stations like MacArthur, Ashby, West Oakland, and Lake Merritt, we should be phasing out parking as we build transit villages, and enhance walking, cycling, and local transit access instead of building structured parking.”

Only 10 percent of people using MacArthur station drive there, the Mercury News reported in 2011, and five shuttles operate in the station area.

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