Plans for sidewalk-level bikeway on Market Street dropped due to costs, increased cyclist volume – The San Francisco Examiner

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Less than a yr after its launch, The Better Market Street challenge is ready to be scaled down notably in an effort to lower prices due to the pandemic price range crunch, reply to a higher-than-expected volumes of cyclists and scale back detrimental impacts on native companies alongside the hall.

City employees described the revision, targeted on modifications to Market Street between Fifth and Eighth streets, on the San Francisco County Transportation Authority Board assembly on Tuesday not as “a forever design” however moderately as a sequence of “difficult” selections supposed to higher “reflect the current situation in The City.”

Opponents say the lowered price ticket for the three-block stretch — which remains to be about $121 million plus a further $7 million for prices related to the redesign course of — is approach too excessive given the modifications’ deleterious impression on the substantive security enhancements the challenge initially promised. Among the modifications, cyclists will now not get a deliberate sidewalk-level bikeway.

Years within the making, the Better Market Street challenge is an try to remodel the center of San Francisco’s downtown right into a premiere pedestrian boulevard, revitalize the hall right into a vacation spot for guests and residents alike, and enhance security for those that journey by bike, foot, transit and different types of transportation.

When it was accredited final yr, it was embraced by advocates as an indication that San Francisco was taking severely its dedication to the transit-first coverage set forth within the City Charter.

Those identical advocates, lots of whom have been key companions within the years-long effort to develop and execute the Better Market Street challenge, such because the San Francisco Bicycle Coalition, Walk SF and SF Transit Riders, have since fallen out of affection with this revision and may now not get behind the challenge.

Loss of help

“We understand the project budget must be reduced […] we are not asking for a return to the original proposal. What we are asking is for a right-sized design to deliver safety benefits and public goods that the public is on board with, and this proposal isn’t there yet,” a consultant from the SF Bicycle Coalition stated throughout public remark at Tuesday’s assembly.

Supervisor Matt Haney, who together with different members of the Board of Supervisors sits on the transportation authority board, pushed the challenge design group on whether or not it had secured the help of those stakeholders. Cristina Olea from San Francisco Public Works stated they’d been ready to attain “agreements on certain elements, but there are still concerns.”

“It’s a pretty big deal to go from a point where everybody is excited […] to a point now where we pretty much have them all concerned and questioning where we are,” Haney stated. “I think that is not where we want to end up on what this project actually looks like.”

Separation between cyclists and autos was key to this transformational effort, however the design’s signature 8-foot sidewalk-level bikeway has been nixed within the newest revision. Cyclists will as an alternative use the prevailing curb lane — roughly 11-feet large — and will probably be handled with painted buffers however continued to be shared with taxis, paratransit and supply autos.

Staff estimates 75 % fewer autos will likely be within the curb lane thanks to the closure of the road to non-public autos.

“This revision still costs over $100 million. Are we getting $100 million in benefits? We have perhaps the only opportunity in a generation to work on transforming Market Street,” the SF Bike Coalition stated.

Under the revision, curb lanes will stay as they’re and full sidewalks is not going to get replaced, as initially deliberate; nevertheless, intersections alongside Market Street will nonetheless obtain pedestrian security and visitors calming therapies corresponding to visitors sign upgrades and curb ramps.

Multimodal journey

When a lot of Market Street downtown went car-free in January as a part of the primary section of Better Market Street, Muni strains ran as a lot as 12 % quicker and the volume of cyclists increased by 25 %. Vehicle visitors congestion increased “only marginally” on close by streets, in accordance to a metropolis employees report.

But now the initially deliberate 8-foot sidewalk bikeway is just too slender to accommodate these volumes. The proposed revision is meant to permit them to create extra space for the massive variety of folks utilizing micromobility for journey, whereas nonetheless slicing prices and implementing visitors calming measures to a better variety of blocks utilizing cash the company does have, in accordance to San Francisco Municipal Transportation Agency Director Jeffrey Tumlin.

“When we design streets for slow travel for motor vehicles, motor vehicles respect that,” he stated. “We can have streets accommodate a low volume of vehicles without making people feel unsafe,” he stated.

Critics say the modifications expose these touring by foot or bike to collisions with autos and don’t obtain the specified security outcomes. While the challenge group says it provides customers considerably extra space, “It also gives them more space to potentially be hit by cars,” stated Haney.

The plan nonetheless calls for one middle bus-only lane in every route for Muni with new boarding platforms put in to enhance visibility of transit customers as they get on and off the autos.

Supervisor Dean Preston raised issues that limiting Muni exercise to a single lane in every route would create backups that may worsen transit service within the highly-trafficked space and adversely have an effect on “getting the economy back on track.”

A much less bold plan additionally minimizes construction-related impacts to companies alongside the hall that may very well be deprived by tearing up sidewalks in an effort to set up a motorbike lane.

“Further, while the project team was always determined to limit construction impacts to businesses prior to COVID-19, the team is even more committed to do so now,” the employees report says.

The Before Times

Better Market Street was born when San Francisco’s downtown housed most of the nation’s largest, most affluent expertise firms and hosted hundreds of commuters, important employees and company executives on a every day foundation.

It was additionally a time when lead businesses together with Public Works and SFMTA had sufficient money of their coffers to sort out bold capital tasks as well as to sustaining fundamental upkeep and state-of-repair.

But that was earlier than. Now, a $604 million whole challenge price isn’t practically as possible.

Officials say a lot of that price is devoted towards restore and infrastructure renewal work that may be required even with out the Better Market Street enhancements. Undertakings like sewage and water strains, overhead wire replacements and different utility upgrades are nonetheless slated to happen, and so they make up a large chunk of the brand new challenge price range.

Facing a capital price range crunch, companion businesses will now not overhaul the system’s whole infrastructure. Instead, they may improve or restore it solely as soon as it reaches the tip of its design life and strategically dedicate funding towards the most-needed upgrades.

As it stands, the challenge has secured sufficient funding via a mixture of federal grants, gross sales tax and bond obligations and different income streams to full full building of Phase 1 with $32.8 million to apply in direction of future phasing.

“Identifying funding to close the funding gap for the remainder of the project beyond Phase 1 remains a significant challenge,” the employees report says.

The 2.2-mile stretch alongside Market Street between Steuart Street and Octavia Boulevard will bear modifications in two phases.

Phase 1, the primary focus of this revised plan, will goal enhancements between Fifth and Eighth streets with building beginning by late 2021.

Phase 2 will implement the brand new floor loop for the F-Market streetcar. It’s scheduled to start building by 2024. Also misplaced to the plan’s revision was the F-Line monitor substitute.


Public outreach — or lack thereof — was a significant concern to the brand new plan’s opponents, who say key stakeholders weren’t adequately engaged earlier than the revision was rolled out.

According to the challenge design group, they alerted related companions such because the Board of Supervisors, a neighborhood working group, advocates and native enterprise retailers, when the brand new plan was unveiled in September, and have continued to work carefully with them as they made modifications.

Public outreach will proceed over the course of the following month. There’s a two-week digital open home and two on-line conferences scheduled.

Tuesday’s assembly was lower brief due to technical difficulties. Anyone could have an opportunity to remark on the revision once more on the CTA’s first assembly in November.

Carly Graf –

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