protected bike lanes in san francisco · pdf filesf state of cycling report identified top ......
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Protected Bike Lanes in
San Francisco Mike Sallaberry SFMTA
10 | 14 | 2011
NACTO Workshop - Chicago IL
San Francisco
• 2nd Highest Density in the
U.S.
• 47 square miles
• Mild Climate
• Population ~810,000
• Hilly (steepest hill 31.5%)
Bikeways to be Discussed
Masonic Avenue – designed
Market Street – constructed
Masonic
Market
Bicycle Traffic
Signal at
Fell/Masonic
SF State of Cycling Report identified top three barriers to more cycling
• Need for more
bike lanes
• Fear of cars
• Fear of crossing
major streets
Masonic Avenue Existing Roadway Design
• 100-foot wide right-of-way including sidewalks
• Sidewalk width ranges from nine to 22 feet
• Typically two traffic lanes in each direction off-peak
• Additional tow-away lane added in peak direction AM
and PM
North – South Streets
Masonic Avenue Topography & Street Network
Masonic Ave is the only through street
running North/South between Park
Presidio and Divisadero Streets.
Bicycles
• Masonic Avenue is a
designated city bicycle route
• Only north-south through
route for ½ mile in either
direction
• No dedicated space
• High traffic volumes and
speeds
• Steep grades
• Some sidewalk riding
Northbound at Fulton Southbound at Fulton
Traffic Volumes
Transit and Delay
Cross Street
Signal Delay (sec)
PM Peak, southbound
Existing
(3 Lanes
in peak direction)
Proposed
(2 Lanes)
Geary 29 53
Anza/O'Farrell 9 9
Turk 5 15
Golden Gate 4 5
Fulton 13 17
Grove 2 3
Hayes 4 9
Fell 35 31
Oak 10 12
Total Delay 111 154
Additional Delay 44
Existing Parking Usage Characteristics
Street Redesign Proposal
Developed through Community Process
Series of three community
meetings:
•Workshop 1: Small-group exercise to
design ideal street
•Workshop 2: Presented four conceptual
options for participant feedback
•Workshop 3: Presented two refined
proposals, “Boulevard” and “Gateway”
Workshops attended by more than
100 community members
Workshop Survey:
Boulevard Preferred
61% of respondents
live within one block
of Masonic Ave
109 survey responses
The Boulevard Design Chosen by Community
No parking, 4 lanes, cycle track, median
The Boulevard Plan View Rendering (Masonic Ave at Fulton St)
Masonic Avenue
Bus Bulb Plaza - Conceptual Illustration
Traffic Impacts
Cross Street
Signal Delay (sec)
PM Peak, southbound
Existing
(3 Lanes
in peak direction)
Proposed
(2 Lanes)
Geary 29 53
Anza/O'Farrell 9 9
Turk 5 15
Golden Gate 4 5
Fulton 13 17
Grove 2 3
Hayes 4 9
Fell 35 31
Oak 10 12
Total Delay 111 154
Additional Delay 44
• Traffic model shows that
traffic volume can be
accommodated in two
lanes without tow-away
lane
• Moderate increase of
about an additional
minute of signal delay
due to tow-away lane
removal
• Stopped buses would
block traffic lane at all
times
Transit Impacts
• Removing peak-hour tow-away lane adds less than one minute of travel time for transit 4-6 PM southbound
• Improved transit safety by removing conflicts with parking maneuvers
• Bus bulbs reduce delay associated with merging in and out of bus zones
• Optimized placement of stops to minimize delay
• Parking removed from both sides at all times
(about 165 spaces total)
• Converting parallel parking to angled parking on
Turk between Baker and Central would create 20
additional spaces
• Potential to add additional angled parking on Turk
west of Masonic
• Concerns: Target overflow, loading and deliveries
Parking Impacts
Masonic Avenue Complete Street and Raised Cycletracks
Key Challenge: Cost $20 Million to Construct
Market Street
Separated bikeway, diversion of traffic, color
Market Street
Purpose: Reduce encroachment by cars and trucks onto the bike
lane and sidewalk, to increase the feeling of safety for cyclists.
Results: Vehicles traveling in the bikeway reduced by 96%.
Double parking (in the bikeway or travel lane) reduced by 65%.
“Safe hit”posts and
green paint added to
buffered bike lane.
Market Street
44% increase in cyclists on
Market from 2009-2011.
Market Street “Super Sharrows” or “Green-Backed Sharrows”
Preliminary Findings: Cyclists changed their merging pattern,
but no increase in looking over shoulders or using hand signals.
No change in motorists behavior.
Purpose: Guide
cyclists through a
merge and to alert
motorists to the
presence of
cyclists. Also to
maintain branding
of colored bikeway.
• Higher Visibility
• Marketing/Branding
• However, cost is 5x to 10x cost of regular bike lane/marking
Colored Bicycle Facilities
Other Separated Bikeways/Cycletracks
Laguna Honda Boulevard
Division Street Alemany Boulevard
JFK Drive in Golden Gate Park Proposed Design
How to Create Space via Road Diets
27
Designing for Peak Motor Vehicle Flow
veh
icle
s p
er
ho
ur
Level of Service “F”
Peak
Peri
od
Unused Capacity
Unused
Capacity
# of vehicles per hour
Road Diets in SF
• Signals timing set to 13 mph progression at
11 intersections
• One of SF’s highest-use bicycle corridors (700
cyclists during 1.5 hour count – up from 220)
• Parallel corridors ideal for transit (Mission)
and automobile traffic (Guerrero)
• SF’s complex grid and topography limit where
green waves can be implemented
Other Treatments:
Valencia Green Wave
Wider Bike Lanes
Buffered Bike Lane Alemany Boulevard
Wider Bike + Parking Lane Scott Street
Pavement to Parks - “Parklets”
A result of improved inter-agency coordination
Car parking spaces converted to ped/bike uses
32
On-Street Bike Parking/Corrals
1 car space
=
10 to 12
bike
spaces
Space is a Limited Resource Use it Wisely and Efficiently
Changes in Mode Share in SF
Source: US Census American
Community Survey
Key Goal Positive Feedback Loop
MORE PEOPLE RIDING
More demand (for bicycle accommodation)
More
accommodation
More awareness
of cyclists More safety
Q/A…
Thank you!