NOPA Streets: Bike Sharrows for McAllister

Sharing the road westbound on McAllister before the hill

Sharrows in the westbound lane to Baker

McAllister is the most recent street to get bike sharrows, the shared lane markings that remind motorists to accommodate cyclists who are also using the street. The San Francisco Municipal Transportation Agency (SFMTA) stenciled the sharrows last week on much of the westbound lane from Market to Baker streets. Presumably the markings will be extended the full length of the McAllister bike lane to Masonic, including the eastbound lane.* The street additions are part of the extensive bicycle safety efforts by SFMTA that has included miles of sharrows and striping of new bike lanes across the city.

McAllister is the preferred route for many cyclists traveling to the Civic Center and Market street from NOPA. (Others slalom down Golden Gate from Broderick, an efficient thrill ride now more risky with the uneven pavement west of Divisadero). Although Muni management has fretted about bicyclists slowing buses on McAllister, cyclists are often the ones trying to get around slow-going buses. In 2009 McAllister was one of the proposed routes for a new striped bike lane, but the project was put on hold awaiting a better design and strategy for creating bike space. For now the new sharrows provide visual cues to drivers and encourage cyclists to take the lane when necessary to avoid the door zone.

* UPDATE: Or not. Seems McAllister is a bike route only in the westbound direction due perhaps to its one-way orientation from Market to the Civic Center. Whether this makes much sense, especially with "inner McAllister" soon to switch to two-way traffic, is another question.

NOPA Cyclists: SFMTA Is Counting You From Underground

Bike counters under surface of Golden Gate bike lanes

Marking the Baker Street bike lane for counter placement

You're getting counted every time you pass over the diamond

Every time bicyclists spin along the bike lanes on Golden Gate Avenue and Baker Street through NOPA, they get counted automatically. Late last year the San Francisco Municipal Transportation Agency (SFMTA) installed underground counters in the 1900 block of Golden Gate, between Lyon and Baker, and the 700 block of Baker, between Golden Gate and McAllister.

The sensors are placed from one to three inches under the road surface and can distinguish between a bicycle, a pedestrian, or a vehicle passing over them. The system records a count once it detects an "electromagnetic signature" from the bicycle. The counters require a minimum of maintenance and are cost-effective, using batteries that last a year. All that is visible from the street is a diamond shape in the bike lane and a line connecting it to a similar sensor in the opposite bike lane across the street. The SFMTA first experimented with the automatic counters in March 2009 on Fell between Scott and Divisadero. The agency found the system accurate when compared to manual counts undertaken during the same time period.

The bike sensors in NOPA are among the 22 that the SFMTA intends place at 13 locations in the city by the end of the year. Eventually, the agency hopes to position the sensors at all 33 key intersections now included in the annual citywide bike count conducted by interns. The automatic counters will provide city planners with continuous and more comprehensive understanding of bicycle traffic patterns, use of specific lanes, and fluctuations in frequencies of trips during different time periods and weather conditions.

The 2010 bike count found a 3% increase in the number of observed cyclists since 2009, as previously reported. Other locations in and near NOPA also saw increases from 2009:

• 10% rise at Fell and Scott
• 26% at Golden Gate and Masonic
• 7% at Masonic and the Panhandle Path

Another automatic counter is planned for the Panhandle Path approaching Masonic.

40% Fewer Motorists Block Green-Painted Fell Street Bike Lane in SFMTA Study

Bike lane on block of Fell Street painted green in August 2010

Forty percent fewer motorists blocked the Fell street bike lane near the Arco service station once the city painted the lane green, according to a study conducted by the San Francisco Municipal Transportation Agency (SFMTA). Of all the motorists waiting to enter the gas station before the green paint was applied, 25% blocked the bike lane. After the green, 15% of all the motorists queuing up for gas obstructed the bike lane. The change represents 40% fewer motorists in the way of westbound bicyclists. As one traffic engineer observed, "In the greater context of it, that's a pretty effective drop in blocking of the bicycle lane for something as 'simple' as coloring it."

In June of this year the SFMTA removed several parking spaces along Fell near the entry and exit of the Arco station to create a curb-side queue for motorists waiting to purchase gas. In August the SFMTA painted the city's second green bike lane to encourage safer passage for cyclists. Anecdotal evidence of the effectiveness of the interventions has been mixed. Removing the parking spaces opened up a long stretch of Fell and improved visibility for motorists, bicyclists, and pedestrians. Several bicyclists have observed greater ease traveling between Scott and Divisadero, but many others describe the traffic improvements as minimal and intermittent. No one would be hard-pressed to find instances of motorists partially or fully blocking the bike lanes, green or not. Every Friday during the evening commute, the grassroots group Fix Fell stages a protest on Fell with the intent of doing so every week until the city closes the Arco entry and exit. Now the SFMTA has presented data that, in effect, reflects both views: a 40% reduction is a considerable improvement, but much of the problem remains.

In the months ahead, more motorists may keep the green lane clear as they notice others doing so, but a cumulative effect it is difficult to predict. Little traffic enforcement has been observed on Fell near Arco -- at least none to keep drivers out of the bike lane. SFMTA interns informed motorists of the changes on Fell this summer, but the outreach has been discontinued. The only other major traffic design changes being discussed for Fell Street are the removal of the Arco curb cuts, the installation of a separated bikeway, or cycle track, from Scott to Stanyan streets, and the possibility of returning Fell to a two-way street.

The SFMTA study of this one block of Fell adds more data and local experience with the positive impact green bike lanes can bring to public safety and traffic flow. Market Street features the only other location of green-painted lanes in the city. The SFMTA plans to extend the green stripe on Market all the way to the Embarcadero, but not as quickly as the San Francisco Bicycle Coalition has urged, as reported in Streetsblog.

A minor note: The description of the study of the Fell green bike lane on the SFMTA website (scroll to mid-page) inaccurately reports 10% fewer motorists blocking the bike lane since it was painted green. The mistake reflects a misreading of the 25% and 15% findings mentioned in the first paragraph above. The relevant equation, for those inclined, is 1-(15/25) x 100.

1:15 pm Tuesday update: The SFMTA description of the study has now been updated.

Thanks to BIKE NOPA reader "S.N." for alerting me to the SFMTA report.

Dads on Wheels: Dan Reynolds, Empowering His Kids on Bikes

Image by Meli of Bikes And The City

Oscar, ready to roll Photos: Dan Reynolds

Family biking, near the best bike racks in the neighborhood

Photos: Dan Reynolds

Dan Reynolds and his family live in the North Panhandle and bike to their neighborhood school, Pacific Primary. Freedom From Training Wheels bike educators will love his son's reaction to riding free. Say hello to Dan, Oscar, and Ruby.

How early did your kids begin biking?
I have a 4-year-old boy (Oscar) and a 2-year-old girl (Ruby). Oscar went from tricycle to bike with training wheels before two. We took off his training wheels a few months before his fourth birthday. Oscar always enjoyed riding a bike; I never had to push him to do it. Now Ruby loves her “blue bike” (with training wheels), too. (Probably partly because she sees the rest of the family riding.)

How often do you ride with them?

We ride four or more days a week. Oscar and I always either ride bikes – he rides his own or rides on my trail-a-bike—or ride scooters to his school. We also usually ride somewhere for fun on the weekends.

What's the best thing about biking with your kids?

Seeing how much they enjoy it. Oscar learned how to balance on a razor (two-wheel scooter) because he never liked the scuut bike. We raised his training wheels a little and then just took them off. When Oscar experienced the feeling of riding without them, he gave me his biggest smile and said, “that was better than a new toy!” (Seriously. I’m not making that up.) I also think riding a bike is empowering to kids: they can’t drive a car, but they can ride a bike. It’s something that grown-ups do that they can also do themselves.

What makes a route or street OK for your kids to bike on?
I think all streets with cars are dangerous for kids. Less urban areas with fewer cars just give the illusion of safety. But you can still find a way to ride with kids safely. Because our kids are still so young, I pick routes that have separate bike paths or closed streets (the Panhandle to Golden Gate Park). We like to ride in Golden Gate Park, especially on Sundays when they close some streets to auto traffic. Oscar’s favorite ride is from our house in Nopa to the Academy of Sciences.

Is it harder getting kids ready for trips if you're traveling by bike?
Once you have a routine with the kids and bikes, it is just as easy as loading the car.

How often do you bike on your own?

In my pre-kid life, I competed in road and mountain bike races, but these days I just talk about my comeback. Two good rides a week is about normal now. I also use my bike to run errands. The great thing about living in the City is that you can get almost anywhere you want to go on a bike.

BIKE NOPA and Bikes And The City: every Tuesday, more Dads on Wheels.

For previous posts in the Dads on Wheels series, check here.

Dads and kids: spin through the North Panhandle and the Western Addition during the next Sunday Streets on September 19th, 10am to 3pm.

A Bicyclist Remembered: A Ghost Bike and a Bouquet

Ghost bike memorial for Nils Linke, young man killed on Masonic while riding his bike

A testament to loss and, hopefully, a witness for safety to come

A simple gesture and tribute to tragic loss on Masonic

Nils Linke, the 21-year-old bicyclist killed by a motorist Friday night, is being remembered with silent tributes on Masonic Avenue near Turk Street while advocates push for traffic calming and city officials consider what can be implemented now.

Yesterday a simple bouquet of daffodils was taped to a tree by a neighbor who told BIKE NOPA that he wanted to show respect for a fellow European. He also emphasized that he felt strongly about making bicycling safer on Masonic. "I feel speeding and the speed limit is the primary concern," he said.

Today a ghost bike was added to the intersection along with flowers and candles. Ghost bikes often express sadness and solidarity for the loss of someone injured or killed while biking on a particular street. They also serve as a political statement about unsafe conditions or lack of biking facilities on a street. Motorists who stopped at the Turk Street signal today definitely noticed the bright white bike even if they were unfamiliar with its symbolism.

Since the bicyclist's death Friday night -- one that many observers are attributing to the lack of a separated bike lane -- city officials have taken another look at traffic calming on Masonic to determine what might be implemented now to complement the longer-term planning project underway.

All photos: c 2010 Michael Helquist

A Better Masonic: Four Options for Masonic Avenue Traffic Calming Presented to Public

Bike lane installed but no median, parking removed on one side of Masonic

Flex plan for parking (none from 7am to 7pm), floating bike lane, and median

Most ambitious option: landscaped median, elevated bike lane, no parking

Traffic calming lite: cycle track but on sidewalk, no median, all parking

The San Francisco Municipal Transportation Agency (SFMTA) presented four options to bring traffic calming to Masonic Avenue Tuesday night to an audience of more than fifty neighbors. Each of the plans included removal of the current tow-away zone (which serves as a third lane along several blocks of Masonic during morning and evening commutes) and installation of bike lanes. Beyond these two features, the plans offered a mix of strategies to serve all road users and ranged from a bold vision to tweaking of the existing conditions. Reaction among neighbors seemed generally favorable although several individuals called for more explicit traffic calming to reduce overall speed on the corridor and a few observed that the options should not pit people who bike and walk and use transit against each other without accommodations from motorists.

While the four options offered different sets of features, the primary elements of the plans follow:

• Option A: Retains four traffic lanes, installs bike lanes at curbside in both directions, includes bus bulbouts, retains parking only on the east side. Javad Mirabdal, SFMTA project manager, said staff proposed keeping parking on the east side since it currently has more spaces

• Option B: Parking allowed only during nighttime (7pm to 7am) on both sides, traffic lanes reduced to one in each direction during the evening hours. Mirabdal explained that the two lanes could handle the current traffic volume at night; the option also installs a floating bike lane that shifts from curbside when parking is not allowed to outside the parking lane when parking is permitted; includes landscaped median

• Option C: Parking removed at all times, retains four lanes of traffic, includes a cycle track (a slightly elevated and separated bike lane for added safety)

• Option D: Retains parking at all times and keeps four traffic lanes, installs a cycle track on the sidewalk (track would be placed between street trees and residences on the extra-wide sidewalks; track returns to traffic area through intersections; track cannot be applied to all blocks due to narrower width of existing sloping grades, mostly south of Turk Street - other options will be installed on these blocks)

The four alternatives reflected the interests and concerns of neighbors who attended the first session on June 15th of the three-meeting city planning process. Top priorities registered then included 100% of participants in favor of bike lanes, 62% for more green space and more traffic calming, 50% for safety improvements for all users, and 37% for installation of center turn lanes, medians, and sidewalk bulbouts, and another 37% didn't want traffic slowed on Masonic. (see the full presentation here; be advised this is a large 15MB download)

Mirabdal emphasized that the plans were part of an ongoing refinement of strategies. "This is our initial analysis, not our final effort. There are variations that we haven't presented yet," he said. Nick Perry, a Planning Department member of the interdepartmental project team, added, "This is a hypothetical presentation including a mix of ideas that may change as we apply them more closely to the real street."

Several in the audience urged the planners to take a closer look at more substantial traffic calming measures. " J. P. Collins said he was concerned that all options retain as many traffic lanes as before. "There's hardly any give from motorists for the sake of other road users." Mirabdal reminded him of the removal of the tow-away zone for each option. Also Option B allows only one lane in each direction in the evening hours. Collins added that he was concerned with overall speeding on the street. A reporter suggested that only two of the alternatives, Options B and C with the medians, seemed to offer enough traffic calming to influence speed which has been a primary complaint of nearby residents, pedestrians, and bicyclists. He also urged SFMTA to adjust traffic signals to reduce speeds now. Mirabdal commented that a previous study showed that 85% of motorists traveled at 30 mph. "There are some drivers going 45 mph but not a majority," he said. Dawn d'Onofrio hoped to see more encouragement to travel by means other than private vehicles. Another neighbor said he thought the city's basic makeover of Divisadero yielded a great deal of traffic calming even while retaining the same traffic lanes, medians, and parking. No one complained or even commented about the options to remove parking all the time, during daytimes, or on the west side.

At least half of the audience also participated in the first community meeting. Two new attendees were representatives of Target and the owner of City Center Plaza at Masonic and Geary. The department store is developing a proposal to move into two floors of the former Mervyn's space in the plaza. Thom Lasley, designer for Target, and Daniel Frattin, attorney with the local firm Reuben & Junius, said they recently met with city staff from SFMTA and the Planning Department and were looking forward to a meeting with San Francisco Bicycle Coalition staff. During the meeting SFMTA's Mirabdal said he thought the Target proposal was "a positive development for this area." His assessment reflects much of the public response at a recent community meeting, reported here.

The third, and final, meeting in the planning series will be held in October. At that time city staff will present two options that distill the input and comments obtained Tuesday evening. Once a final option is selected, staff will seek funding and include further refinements. Mirabdal was optimistic about the end result. "We should be able to see something in one to two years. The simpler plan is possible by then; the more complicated might require three to four years."

The community meeting was held at the San Francisco Day School which also hosted the June meeting and offered its space for the October session as well. Danny DeLeon, facility manger for the school, said free child care will be offered in October to encourage more neighbors to attend.

For previous stories in the A Better Masonic series, check here.

How Separated Bikeways Will Benefit NOPA

A Vancouver B.C. street with raised and tinted bikeway Flickr Photo by Bejan

Market Street's separated bike lane with soft-hit posts

The North Panhandle and adjacent neighborhoods will experience a huge boost to their overall livability when the city installs separated bikeways, also known as cycle tracks, along busy east-west and north-south traffic corridors. NOPA's most intractable traffic and street problems could be resolved, and tensions among people walking, biking, or driving would be greatly reduced. The risks for cyclists on Fell at the Arco station could be minimized. The narrow Fell bike lane could be widened for safety. The multi-use Panhandle Path could be improved for people walking, running, or biking more slowly and become more family-friendly. The bike-risky stretch of Oak between Baker and Scott (now without a bike lane) could be avoided or equipped with a safer biking facility.

Separated bikeways would also accommodate the many NOPA residents who want to bike for everyday transportation but are reluctant to ride along fast-moving vehicles. The new-style bike lanes would also serve the thousands of people who commute by bike everyday. With more people on bikes there would be fewer in cars, opening up the streets and parking spaces and reducing oil consumption. Cyclists with a safe on-road route would have little reason to bike on sidewalks.

Separated bikeways in NOPA will bring an innovation in traffic design to a residential neighborhood in the city. So far only Market Street features green-painted bike lanes with soft-hit posts for a degree of separation.

Other cities initiated the new bikeways and have since added enhancements for greater safety. Many of these designs separate the bikeways vertically and horizontally from walkways and traffic lanes. The tracks are raised two to three inches higher than the street level for a greater sense of safety for cyclists, and parking lanes or landscaped medians create buffers between people on bikes or those walking or driving.

In NOPA Fell and Oak streets are the most obvious sites for this "next generation" of bike lanes, although installation of a two-way track on just one of the streets will likely be more feasible than a one-way treatment on both. Fell street receives more attention from cyclists and traffic engineers due to the existing bike lane from Scott to Baker and the risks along the Arco station at Divisadero. However, the north side of Oak from Scott to Stanyan may be the better choice.Whichever street is selected for the new bikeway will present challenges, including the gas stations along both streets.

Masonic Avenue is currently a designated bike route, but most bicyclists avoid the risks from speeding traffic and narrow lanes. Many ride the extra-wide sidewalks as a safer choice. Since Masonic is the only direct north-south route in the area, the city needs to accommodate the people who want to bike the street safely. The Municipal Transportation Agency has initiated a community planning process to bring traffic calming to Masonic, and a separated bike lane may be presented as a strategy at the next neighborhood meeting.*

Changes to the traffic system always appear daunting at the onset, but Fell, Oak, Masonic and the Panhandle Path have been reconfigured during previous decades to accommodate new traffic realities. One of the most significant developments for San Francisco streets in recent years has been the 50% surge in the number of bicyclists. Most NOPA residents have noticed far more people biking on neighborhood streets.

How likely are cycle tracks for NOPA? City planners and the San Francisco Bicycle Coalition staff already target separated bikeways as the next step for a more livable city. Due to the city's bike and vehicle traffic flow, NOPA's corridors are on the short list of candidates.

Take a look at Vancouver's experience with separated bikeways in the video below: