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Posts tagged "GJEL"

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“Vie Bikes” Looks to Make Cargo Biking Accessible for SF Families

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Photo: Vie Bikes

More San Francisco parents are discovering that cargo bikes are the new family minivan. But while it’s increasingly common in SF to spot a parent pedaling their helmeted offspring around, cargo bikes and motorized bikes remain off the radar of most families looking for better ways to get around the city.

In leading bike-friendly cities like Amsterdam and Copenhagen, cargo bikes are no secret — they’re ubiquitous. Now, utilitarian biking in SF could get a leg up with the impending public launch of Vie Bikes, a company that will let families test out cargo bikes and bikes with electric motors.

Vie is currently testing out its services before the big public reveal next month, providing access to family-friendly bikes without the expense and hassle of having them shipped overseas. Vie staff will also offer consultation and maintenance services to customers.

“We’re trying to knock down barriers,” said Kit Hodge, one of Vie’s three co-founders, who was previously the SF Bicycle Coalition’s deputy director.

Vie will deliver bikes to the customer’s door and offer on-street consultation on how to use the bikes. The bikes can also be rented for trial periods, and the company will accept trade-ins for “when your life changes.”

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SFMTA to Install Three More Digital Bicycle Counters

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The Market Street bike counter. Photo: Aaron Bialick

The SFMTA plans to install three more bicycle counters with digital displays on busy biking streets. They will be placed “at visible locations on high volume bicycle corridors,” though the exact spots haven’t been finalized, according to a city planning document. “Potential locations include Market Street, Valencia Street, and the Embarcadero.”

The SFMTA has already purchased the “bicycle barometers,” as the city calls them, with two in storage and one more expected to arrive. They are scheduled to be installed between this August and February 2017, according to a report from the SF County Transportation Authority [PDF].

SF’s first visible bike counter was activated on Bike to Work Day in May 2013, on the south side of Market Street between Ninth and 10th Streets. On an average weekday, it currently counts between 3,700 and 4,400 bike commuters in one direction. (It was discovered at the start of the year that the detector had been missing an estimated 1,000 daily riders, since many did not roll over the in-ground sensor.)

Visible bike counters, which have been installed in cities like Copenhagen, Portland, Seattle, and Montreal, are intended to encourage bicycling by displaying a number that ticks up every time someone rolls by, showing both the daily an annual total. The message to the public is that people on bikes count.

The SFMTA has also installed 24 invisible bike counters around the city, which use inductive loops installed in the pavement to detect bicycles but don’t have a display feature. The data helps the SFMTA measure demand for bicycling and the effectiveness of bike lane improvements. The data for the Market counter, and an invisible counter on Fell at Divisadero Street, are displayed online.

The three new digital bike counters will cost $187,000 total for purchase, planning, installation, and two years of maintenance, according to the SFCTA report. They will be funded by $89,580 in SFMTA operating funds and $97,500 in Prop K sales tax funds, which must still be approved by the SFCTA Board. The Market counter was partially funded by a $20,000 grant from a locally-based online gaming company, and it’s maintained by the Central Market Community Benefit District.

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Four Protected Bike Signals Coming to Polk Street By May

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The SFMTA has promised signals to separate southbound bike traffic from right-turning drivers at four intersections along Polk Street by May. Image: SFMTA

Today the SFMTA announced details about the first package of safety upgrades coming to Polk Street in the next few months. They include signals at four intersections that will give southbound bike traffic a separate phase from drivers turning right, making Polk the second street in SF to get the configuration.

By May, the SFMTA said it would install the bike signals at all four intersections in the Polk plan: Geary Boulevard, Ellis Street, Eddy Street, and Turk Street. The signals “will be implemented to address existing right-hook crash patterns,” the SFMTA said in an email announcing the upgrades.

The prevailing design of SF current bike lanes calls for people on bikes to merge with right-turning cars, putting them at risk of drivers who turn without looking. At the four Polk intersections, right-turning drivers will have a separate lane and signal phase. The configuration is widely used in cities like Amsterdam, and is planned for protected bike lanes on streets like Second.

The only street in SF that already has the configuration is Cargo Way in Bayview, where a two-way protected bikeway separated by a fence was installed in 2012. A similar configuration exists at Fell Street and Masonic Avenue, where a left-turn signal was installed to protect people in a crosswalk along the Panhandle’s mixed bike and pedestrian path.

As part of the first batch of improvements on Polk, the SFMTA said the conventional southbound bike lane will be extended from Union to Post Street by April. That space will apparently be created by narrowing traffic lanes.

When construction of the rest of the Polk project starts next spring, the southern segment of the bike lane will get green paint and a buffer zone. Many sections will run curbside, eliminating the risk of dooring.

The northbound Polk bike upgrades will also come next spring, with the construction of a raised bike lane from McAllister to Pine Street, which won’t include separate signal phases at intersections.

Pedestrian safety improvements are on the way this spring, include zebra crosswalks at 25 intersections and painted bulb-outs at five intersections. By summer, the SFMTA said it will install leading pedestrian intervals, which “allow pedestrians a few seconds of a ‘WALK’ signal before vehicles receive a green light at certain intersections.” By that time, daylighting will also be in place at “various intersections,” along with “new and relocated” loading zones to reduce double parking.

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Wiener to SFMTA: Don’t Warn Double-Parkers, Cite Them

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Seventh Street in SoMa. Photo: Matt Montagne/Twitter

Typo correction: The SFMTA says commercial vehicles are only allowed to double park when there is no legal parking space nearby.

At a hearing this week on the prevalence of double-parking in SF, Supervisor Scott Wiener said parking control officers shouldn’t give double-parked drivers a chance to move before receiving a citation.

“If the worst thing that’s going to happen to you is you’re going to be asked to move, how is that in any way a disincentive to double parking?” Wiener asked SFMTA Parking Enforcement Director Cameron Samii.

Samii said that such warnings are only given to delivery drivers, and only when there is no legal nearby parking space and they are not blocking a Muni line or “creating a hazard.” He said an exemption in state law allows commercial drivers to double park while loading under those conditions.

However, private auto drivers have long been known to get off with warnings, and there is no clear evidence that practice has changed. And for people on bikes, any double-parked vehicle creates a hazard.

Double-parking tickets have recently been on the upswing, however, with monthly citations rising from 1,808 in September to 2,947 in January, though they dropped again slightly in February to 2,495 [PDF]. Compared to all double-parking tickets, bike lane violations increased at a faster rate, from 110 in September to 285 in January.

The SF Bicycle Coalition recently conducted a social media campaign called #ParkingDirtySF, asking the public to tweet photos of drivers parked in bike lanes and blocking intersections. With more than 500 responses, the SFBC listed the 15 worst locations and the most common types of violators.

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SFMTA to Study Safety Upgrades for the Richmond’s North-South Bike Routes

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The SFMTA plans to study safer walking and biking routes on five of the Richmond District’s north-south streets, which connect the Presidio and Golden Gate Park.

The Richmond’s north-south streets like Arguello Boulevard could be better for bicycling and walking. Photo: Hum of the City

At the behest of D1 Supervisor Eric Mar, the SF County Transportation Authority recently granted $100,000 in Prop K sales tax revenue for the SFMTA to launch the study. Over the next year, planners will conduct walking and biking tours, as well as community meetings, to survey conditions on Eighth, 15th, 23rd, and 34th Avenues, and Arguello Boulevard.

Those routes “should be made safer,” Mar said at a recent SFCTA Board meeting. “It will provide access not just to the park, but also the different corners of our neighborhood.”

While these streets are already relatively calm, planners could identify ways to make them more inviting and easier for everyone to bike on, including families with children. One difficult spot to traverse on bike is the link from 23rd, a designated bike route, into Golden Gate Park, which requires people on bikes to travel a block on high-speed Fulton Street and navigate onto a narrow sidewalk ramp toward a park path.

The greatest danger on these routes seems to lie at the major cross-streets — Fulton and Geary Boulevard — which are notorious for dangerous driving. Today, a man was hit by a driver in a crosswalk at Geary and 26th Avenue.

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Painted Bulb-Outs Arrive at Howard Street — Are More Coming Soon?

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One year and four months after SF’s first painted curb extensions came to Sixth Street, the SFMTA has implemented its second set at three intersections on Howard Street, in tandem with a wider and greener bike lane.

But for such a seemingly simple safety measure — using low-cost gravel and epoxy to expand sidewalk corners and slow drivers’ turns — the question remains: Why does it take SF so long to implement?

Expectations were raised when deadly Sixth Street received the city’s first six painted bulb-outs at the intersection of Market, Mission, and Howard, even if SF’s extensions were much smaller in size and number than painted curb extensions in NYC.

D6 Supervisor Jane Kim, who grew up in Manhattan, said at the time that “it’s been amazing to see the difference they’ve been making for the quality of life of pedestrians and cyclists.”

A painted bulb-out in New York City. Photo: Clarence Eckerson Jr.

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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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Planning Dept Releases Design Guide for “Living Alleys” Around Hayes Valley

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The SF Planning Department’s new guide lays out concepts like “living zones” for SF’s alleyways. Image: Planning Department

The SF Planning Department released a design guide this week for “living alleys” [PDF], providing a template to transform SF’s narrow, low-traffic streets into places to gather and play.

Inspired by the Dutch “woonerf” concept, the “Living Alleys Toolkit” lays out proven design measures that make smaller streets more inviting to stay and play on, giving street life priority over drivers moving through. The guide states:

The “Living Alleys Toolkit” cover, featuring the Linden Alley project implemented in 2010.

A living alley is a street designed as a place for people. It can be considered an “Urban Living Room”. Its design can reconfigure the geometry and surfacing of the street, or simply add low cost amenities for residents while maintaining the traditional curbed right-of-way. Whatever approach, living alleys prioritize the entire public right-of-way for pedestrians and bicyclists with alternative but clear physical boundaries. A living alley also has areas of exclusive pedestrian use and areas where vehicles are allowed to share space with pedestrians and bicyclists.

While the concept has been implemented more widely in northern Europe, the guide notes, similar ideas have been applied in Los Angeles, Austin, Chicago, Seattle, and Portland, Oregon. In SF, a section of Linden Street was redesigned as a living alley in 2010, and plaza projects have been implemented in SoMA on Annie Alley and Mint Plaza. In Oakland, two alleys in the Temescal neighborhood were converted into pedestrianized retail streets that delivery vehicles can enter.

The new guide, which started development in mid-2013, focuses on the potential for living alleys in Hayes Valley and just south of Market Street near Octavia Boulevard, since it was conceived in the Market-Octavia Area Plan with the removal of the Central Freeway. But in the future, as those initial alley transformations are implemented, the city will look at expanding them citywide, said the Planning Department’s David Winslow.

The guide includes prototype street designs. One is a plan to convert Ivy Street, between Gough and Franklin Streets, to a shared-space zone where cars are still allowed to pass through, as seen on nearby Linden.

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Should SF Streets Go Car-Free to Make Room for Nightlife?

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Vancouver’s Granville Street, seen here in 2013, is regularly closed to cars on weekend nights. Should SF do the same with its nightlife streets? Photo: Aaron Bialick

Polk, Valencia, Castro, Broadway — when bar patrons crowd these streets at night, should they go car-free?

While the idea may be novel to San Francisco, many other cities have done it. Up the coast in Vancouver, British Columbia, downtown Granville Street is often closed to cars on bustling weekend nights for people to roam the roadway, extending the street’s permanent pedestrian mall, which is several blocks long.

In a new report [PDF], city agencies recommend taking a look at nighttime car-free hours to improve streets for patrons and workers.

“Streets are the living room of our cities, where people meet, interact, and socialize,” said Supervisor Scott Wiener, who requested the report. “We should consider opportunities to foster these urban connections for the sake of supporting nighttime activity and advancing pedestrian safety.”

“So many of the events that really define San Francisco, both for locals and visitors, are events that happen when the streets are shut down and the people are in them,” said Tom Temprano, owner of Virgil’s Sea Room bar on Mission near Cesar Chavez Street, and a member of the city’s Late Night Transportation Working Group, which developed the report. “From Sunday Streets, to Pride, to Folsom Street Fair, to Bay to Breakers, these are all really events that are core to San Francisco’s identity and happen when we take cars off the road and let people have a good time.”

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Eyes on the Street: Construction Begins on Fell and Oak Bike Lane Protection

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The Oak bike lane at Divisadero Street, where one of the first protective islands is taking shape. Photo: Aaron Bialick

Crews are at work building the planted concrete islands that will separate the Fell and Oak bike lanes from motor traffic. As we reported earlier this month, the long-delayed project is now supposed to wrap by April. The new construction is a sign that city agencies may make good on that.

This week crews carved up the asphalt at several spots along the Oak Street bike lane’s buffer zone, from Baker to Scott Streets, to prepare for the installation of the islands. The construction barriers provide a preview of the better sense of protection along the bike lane once the islands are complete.

According to Department of Public Works spokesperson Dadisi Najib, DPW and the SF Public Utilities Commission expect to finish the islands on Oak by March 20, and work on Fell will be completed between March 2 and April 30.

The protective bike lane islands are the final component of the safety measures going in on Fell and Oak. Pedestrian bulb-outs with rain gardens have been under construction for months.

Hopefully, the islands will also finally send the message to drivers to stop parking in the bike lanes, and the ranks of daily bike commuters who use them will swell from the current level of roughly 1,800.

Oak at Baker Street. Photo: Aaron Bialick