A Senior Project Presented to the Faculty of the Landscape Architecture Department University of California, Davis in Partial Fulfillment of the
The Danger of Street Design: An Analysis and Redesign of Dangerous San Francisco Streets
Requirement for the Degree of Bachelors of Science of Landscape Architecture Accepted and Approved By _________________________________________________ Mark Francis, Senior Project Advisor _________________________________________________ Jeff Loux, Committee Member _________________________________________________ Susan Handy, Committee Member _________________________________________________ Byron McCulley, Committee Member Presented by: Janice Lau June 11, 2010
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Abstract In this project I have analyzed dangerous San Francisco streets and discovered the opportunity to redesign the streetscapes to emphasize pedestrian awareness and safety, to encourage walking as a top transit mode and to create a vibrant urban pedestrian realm. First I will present the research I have done regarding how to make motorists aware of crossing pedestrians, the benefits of walking and how to create a place where people will want to walk. I will present city traffic data and my own observations along with pedestrian interview responses to prove the dangers of particular city streets. From my research, I have chosen three streets in San Francisco— 6th and Market, Van Ness Ave and Ocean Ave. For each street, I will draw conclusions from my on-site observations about why the streets are a hazard to pedestrians. Furthermore, I will present design ideas about how I think the street should be changed in order to achieve my three goals as stated above.
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Dedication
This project is dedicated to
my mom and dad for their love, support and guidance.
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Acknowledgments Thank you to Jeff Loux, Susan Handy and Byron McCulley for sharing their wisdom with me. Thank you to Karenina and Jessica for taking good care of their hai zi and gou. Thank you to the LDA faculty and fellow LDA classmates for an enjoyable college experience at UC Davis. Thank you to Walker and Hunt halls for sheltering me during the many allnighters for the past four years. Congratulations to the Class of 2010!
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Title Page...........................................................................................................................................1 Abstract.............................................................................................................................................. 5 Dedication.......................................................................................................................................... 7 Acknowledgements........................................................................................................................... 9 Table of Contents.............................................................................................................................11
Table of Contents
List of Illustrations..........................................................................................................................12 Introduction........................................................................................................................................14 Walking and Street Safety................................................................................................................16 Street Problems..................................................................................................................................20 Causes................................................................................................................................................. 22 Safer Streets........................................................................................................................................25 Design Features..................................................................................................................................26 Street Types........................................................................................................................................29 Traffic Calming Strategies..............................................................................................................32 San Francisco Planning Efforts......................................................................................................36 Reference Reaches.............................................................................................................................39 Intersection of 6th St, Taylor St, Golden Gate Ave and Market St...................................... 41 Van Ness Ave..................................................................................................................................... 47 Ocean Ave.......................................................................................................................................... 54 Conclusion..........................................................................................................................................70 Appendix..............................................................................................................................................71 Bibliography........................................................................................................................................73
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List of Illustrations
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Figure 1 Figure 2.1 Figure 2.2 Figure 2.3 Figure 2.4 Figure 2.5 Figure 2.6 Figure 2.7 Figure 3.1 Figure 3.2 Figure 3.3 Figure 3.4 Figure 3.5 Figure 3.6 Figure 3.7 Figure 3.8 Figure 3.9 Figure 4.0 Figure 4.1 Figure 4.2 Figure 4.3 Figure 5.1 Figure 5.2 Figure 5.3 Figure 5.4 Figure 5.5 Figure 5.6 Figure 6.1 Figure 6.2 Figure 6.3 Figure 6.4 Figure 6.5 Figure 6.6 Figure 6.7 Figure 6.8 Figure 7.1
Perceptual characteristics for motorists and pedestrians Visible crosswalks Crossing aids Median refuge Traffic calming features Tight curb radii Curb extensions Section and plan view of sidewalk zones Full street closures Half closures Diagonal diverters Median barriers Mini traffic circle Roundabout Speed hump Speed lumps Speed table Raised crosswalk Neckdowns Chokers Center island narrowing Mission Dolores Church Dolores Street The Embarcadero and the Ferry Building Embarcadero Center Rincon park and Cupid’s Span The Vaillancourt fountain at Justin Herman Plaza Location map of 6th St, Taylor St, Golden Gate Ave and Market St Data chart of injury collisions on 6th, Taylor, Golden Gate, Market Man stuck in the middle of the road Vandalized sign Land use map of intersection at 6th, Taylor, Golden Gate, Market Circulation maps of motor vehicles and pedestrians/bicyclists Bike box diagram Conflict points Surface additions
Figure 7.2 Figure 8.1 Figure 8.2 Figure 8.3 Figure 9.1 Figure 9.2 Figure 9.3 Figure 9.4 Figure 9.5 Figure 9.6 Figure 10.1 Figure 10.2 Figure 10.3 Figure 10.4 Figure 10.5 Figure 10.6 Figure 10.7 Figure 11 Figure 12 Figure 13 Figure 14.1 Figure 14.2 Figure 14.2a Figure 14.2b Figure 14.3 Figure 14.4 Figure 14.5 Figure 14.5a Figure 14.5b Figure 14.6 Figure 15.1 Figure 15.2
Signage and signal additions Location map of Van Ness Ave Land use map of Van Ness Ave View of City Hall Plan of proposed changes to Van Ness Ave (McAllister and Grove) Section of existing conditions on Van Ness Ave (McAllister and Grove) Section of proposed changes to Van Ness Ave (McAllister and Grove) Plan of proposed changes to a typical Van Ness block Section of existing conditions on a typical Van Ness block Section of proposed changes to a typical Van Ness block Location map of Ocean Ave Surrounding context of Ocean Ave Land use map of Ocean Ave Pedestrian circulation map of Ocean Ave Motor vehicle circulation map of Ocean Ave Site inventory map of Ocean Ave Section of existing Ocean Ave Ocean Ave Problems Reference index for Ocean Ave redesign Legend for Ocean Ave redesign Plan of proposed Ocean Ave changes (A) Plan of proposed Ocean Ave changes (B) Perspective of proposed bus median island Perspective of proposed Ocean Ave Plan of proposed Ocean Ave changes (C) Plan of proposed Ocean Ave changes (D) Plan of proposed Ocean Ave changes (E) Perspective of plaza behind new bus terminal Perspective of new bus terminal Plan of proposed Ocean Ave changes (F) Plan drawing of first Van Ness redesign attempt Plan drawing of second Van Ness redesign attempt
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harsh restrictions of vehicles on the street (Norton 2007). As time progressed and the automobile became a normal commodity in the American household, streets had to be socially reconstructed as places where cars belong (Norton 2007).
As new modes of transportation were introduced, streets had to be changed in
order to accommodate cars and public transit. Pedestrians, motorists and bus riders had to learn to share the space in a disciplined manner. The relationship between the users of the space is always at a delicate balance. What happens if one pedestrian or one motorist mistakenly continues to walk or drive on a red light? With some caution and a little luck, they may escape the intersection without harm. This is not always
Introduction
the case. Mistakes happen. A driver may speed and accidentally run a stop sign and
According to Amos Rapoport, streets are most commonly defined as physical enti-
ties, “the more or less narrow, linear spaces lined by buildings found in settlements and
a pedestrian may be crossing the intersection at the same moment. What could have prevented this from happening? How can unnecessary collisions be prevented?
used for circulation and, sometimes, other activities (Rapoport 1987).�
Most people’s first exposure to public space is on a street. Streets provide oppor-
tunities for meetings and daily activities and a chance to hear others, to experience other people functioning in various situations (Gehl 2006).
The street setting offers an opportunity to be in the presence of others without
any obligations (Gehl 2006). One can take occasional walks down the street, window-shop, run errands, or pause at an inviting bench to be among people for a short while (Gehl 2006). The contact between people may be low but the situation provides an opportunity for the spontaneous and unplanned (Gehl 2006).
Before the automobile dominated the American realm and dictated the urban land-
scape, streets were regarded as public spaces (Norton 2007). Before the dominance of the automobile, people were discouraged from even purchasing an automobile due to the
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Walking and Street Safety
minimal harmful impacts on the physical environment and
sion, diabetes, coronary heart disease, stroke, osteoarthritis
reduced use of fossil fuels (Robertson 1993).
and cancer (CDC 2010). In order to reduce obesity and
the consequences of the disease, in-depth planning efforts
Americans are taking advantage of the potential for a
and implementation are essential (CDC 2010). Good street
healthier lifestyle and a cleaner environment.
design can contribute to the improvement of pedestrian
health (T4 America).
citizens is the distance a person is willing to walk before
they resort to other modes of transportation. Our brains
As a way to counter obesity, many doctors recom-
Despite the benefits of walking, not nearly enough
One reason for the lack of participation from
mend walking more often as a solution. Walking does not
are constantly seeking a way to conserve personal energy.
necessary need to be a burden with a time slot set aside
Transportation planners have for some time tried to find
Walking has remained essentially unchanged since the origin of the Homo sapien
each day for this specific activity. Instead, some studies ar-
the reasonable walking range people will accept, particu-
species. Pedestrians benefit from the oldest and most widely utilized form of transporta-
gue that people do not have to arrange trips to the gym if
larly Americans (Grava, 2007). Americans rely heavily on
tion in the world (Robertson 1993). While walking may not compare to the speed and
the suggested 30 minute daily walk is broken into intervals
cars as their main mode of transportation to run daily er-
convenience of the automobile, it allows for tremendous flexibility in movement (Rob-
(Grava 2007). Walking from place to place during the day
rands (Grava, 2007).
ertson 1993). The space requirements are minimal when compared with other means of
provides similar health benefits.
transportation (Robertson 1993).
factors of pedestrian accessibility such as hilliness, the
time or a waiting period. Walking is available to people of
availability and condition of sidewalks, trees and awnings
the neighborhood. Walking is the least expensive mode of transportation. It may require
all social classes. Most cities especially in the industrial-
for protection from sun or rain, seating and other ameni-
a small expense to purchase a pair of shoes but it is beyond doubt cheaper than purchas-
ized countries made their sidewalk networks navigable to
ties, other pedestrians and interesting shops along the
ing or maintaining a motor vehicle.
people with mobility impairments, thus making the walk-
walk (Holtzclaw, 2007). Other factors include the amount
way system more free of obstacles to use than any other
and speed of street traffic and the ease and safety of street
for Disease Control (CDC) between 1976-1980 and 2003-2004 indicate that obesity rates
transportation mode.
crossings (Holtzclaw, 2007).
among adults, age 20-74, have increased from 15% to 32.9%. The CDC states that at least
64% of adults are considered overweight and as many as half of that total are obese
transportation mode. Pedestrian transportation results in
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(CDC 2010). The side effects of obesity include hyperten-
A pedestrian-safe street offers people the option of walking to work or just around
Walking provides many health benefits as well. Studies conducted by the Centers
Moreover, walking does not require a start-up
Walking is also the most environmentally friendly
People will walk a certain distance based on many
The National Personal Transportation Study found
that 70% of Americans will walk 500 feet for normal daily
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trips, 40% are willing to walk 1,000 feet (1/5 mile), and
2007). Traffic engineers are people who are responsible
may include shopping bags. Pushing a stroller may become
considerably lower than those in most other countries but
10% will walk a half mile (Holtzclaw, 2007). This study
for adjusting traffic signals so that there is enough time
a chore in a narrow and crowded street.
this is probably because fewer people walk in America. In
shows little willingness to walk in the pedestrian-un-
for every pedestrian to cross the street. They are particu-
the last 15 years, more than 76,000 Americans have been
friendly environments of most Americans.
larly concerned with velocities over short distances. The
walking as a mode of transportation in most situations.
killed while crossing or walking along a street in their
usual design assumption is 4 ft/s or 2.7 mph, which accom-
Such disabilities may be temporary or permanent. The ages
community. The majority of these accidents occurred
mile or 1320 ft is a range within which just about every-
modates almost everyone; however, with the presence of
range from the very young to the very old. The design of
along roadways that were engineered for speeding cars and
body will walk (Grava, 2007). Within a half mile or 2640
elderly citizens, 3 ft/s or 2.0 mph may be used. Also, resi-
pedestrian facilities must incorporate accessibility that al-
made little or no provisions for people on foot, in wheel-
ft, the number of walkers may be reduced by 25 or 50
dents of the larger cities are more in a hurry, especially in
lows the largest percentage of the population to use them.
chairs or on bicycles (T4 America).
percent (Grava, 2007). Only a few will consider walking
Boston and New York, than in small towns.
Such methods include curb cuts at intersections that allow
a mile to any destination or transfer point (Grava, 2007).
Moreover, people are reluctant to change elevations as they
wheelchairs to move and audible traffic signals that assist
However, residents of large cities are more likely to
are walking since it requires additional energy expenditure
the visually impaired.
embrace walking than those living in smaller towns. For
than level walking. Pedestrian designs should avoid any
example, New Yorkers in particular tend to be at the top
unnecessary changes in level. If possible, mildly sloping
refers to the forceful encounter between the human body
of this list (New York Magazine 2010). Commuters from
ramps should be provided.
and a rapidly-moving motorized vehicle. While passengers
the Port Authority Bus Terminal or any of the major
of the moving vehicle have safety devices such as seatbelts,
rail stations will walk 3000 ft or more to and from their
walk in unfavorable weather such as rain, snow, high wind
airbags and the general metal armor around them, the
Midtown offices (Grava, 2007). Interestingly, during ma-
or excessive heat. This is the main reason why indoor pe-
pedestrian without any safeguards is at his or her most vul-
jor events and festivities such as a ballgame or carnival,
destrian environments have been so successful. Any out-
nerable state. The only protection pedestrians have is the
Americans are more likely to walk longer distances. In
door pedestrian space can benefit from full or partial shel-
prevention and avoidance of any direct contact with the
that case, a mile is quite acceptable (Grava, 2007).
ters. In most cases deciduous trees are suitable additions
moving vehicle. This is why the design of the street must
since their leaves provide shade, but their bare branches let
allow motorists to recognize the presence of pedestrians
of transportation due to the slow pace. A regular walk-
the sun through in the colder months.
and give people the priority in traffic channels where safety
ing pace is 15 minutes to the mile, which may be extend-
issues are concerned.
ed to 20 minutes; this translates into 4 or 5 mph (Grava,
that may present a nuisance during their trip. Such items
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The general consensus today is that a quarter
People may not prefer walking as their main mode
Furthermore, people do not have the patience to
People are hesitant to walk while carrying goods
Additionally, disabled persons will not likely choose
The technical term “pedestrian-vehicle conflict�
Pedestrian accident rates in the United States are
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volume impacts depend on the entire network of which a street is a part, not just the characteristics of the street itself (FHWA 1980). Just the sheer volume of cars in an area causes additional noise, pollution and an additional fear for the safety and wellbeing of pedestrians (FHWA 1980).
The traffic composition of a street also raises concern (FHWA 1980). Certain
types of traffic such as trucks, buses and motorcycles create more noise, fumes, vibrations and perceived hazard than the average car.
Street Problems
The mere existence of traffic takes away from the appearance of a neighbor-
hood whether the vehicles are moving or parked (FHWA 1980). Traffic may detract from more positive features of a neighborhood, reducing neighborhood identity and
Pedestrians, motor vehicles, businesses, residents and bicyclists must all share the
reducing the motivation to preserve the neighborhood’s façade.
street. With so many parties involved, many conflicts arise.
neighbors will not likely converse on the street as often (FHWA 1980). High traffic
If a street is poorly designed, users of the street will often fear the occurrence of
Moreover, traffic reduces community bonding. When traffic noise is high,
accidents (FHWA 1980). The frequent and constant fear or expectation is a major prob-
volume discourages children from using the street as a play area (FHWA 1980). In ad-
lem.
dition, high traffic deters jogging or strolling on the street (FHWA 1980).
Noise, vibration and air pollution affect the quality of life of neighborhood resi-
Moreover, traffic may discourage residential land uses and encourage commer-
dents (FHWA 1980). The effects can range from being a nuisance within a neighborhood
cial activity. It can also lead to rapid population turnover and neighborhood instability
to affecting the physical condition of structures.
(FHWA 1980).
Residents often complain about traffic speed in their neighborhoods. Sometimes
the speed of all vehicles poses a problem while other times, a few impatient drivers are the offenders. The concern over the fast speed of vehicles often represents a concern over high noise levels, a disturbance to the peace and quiet of a neighborhood and safety issues (FHWA 1980).
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The total amount of traffic is often an issue of alarm (FHWA 1980). Traffic
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put themselves at risk, it is difficult to design safer streets without the cooperation of pedestrians. Pedestrians also have a great capacity to avoid being struck by cars simply by staying on the sidewalks or paths marked for pedestrians. It is uncommon for collisions to occur outside of the roadway.
Pedestrians may ignore traffic controls such as
signals that tell the pedestrian when to cross the street safely while the motor traffic is stopped. Pedestrian traffic
Causes
controls are timed such that when the signal switches from Psychological
“walk” to “don’t walk”, a pedestrian no longer has time to
safely cross the roadway. Pedestrians who are in the road
Pedestrians and motorists perceive urban environments differently (Rapoport,
1987). As a person travels through a space, the speed at which they are moving influences how often noticeable differences occur, how long they are seen and whether they are observed (Rapoport, 1987). Since pedestrians move at a slower pace than motor vehicles, pedestrians have a better awareness of places than drivers or public transit riders (Rapoport, 1987). Drivers must concentrate on driving and do not have the time to appreciate their surroundings like pedestrians do.
Urban designers should take into account different speeds, different cues and dif-
ferent levels of complexity (Rapoport, 1987). If designing for pedestrian friendly streets, designers should avoid a spatially open roadside strip, full of parking lots and large elements (Rapoport, 1987). With so few visible changes, pedestrians will find the environment boring (Rapoport, 1987).
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Many motorists perceive the street as a place to drive to travel to their destina-
Figure 1 Perceptual characteristics for motorists (first row) and pedestrians spaces (second row). Source: Amos Rapoport.
tions. Motorists expect a street to serve their driving trip; if a street becomes congested beyond their tolerance level, they will seek other routes (FHWA, 1980) without much thought to disturbing the peace of a residential neighborhood. Contrastingly, residents want to preserve the peace and quiet of their neighborhoods. Motorists and residents have conflicting expectations for streets. Pedestrian Error
While pedestrians are more vulnerable than mo-
tor vehicles, if they do not exercise caution but instead
at that moment should continue to cross while pedestrians waiting to cross should wait for the next light. The same logic applies to traffic lights. No pedestrian should start crossing the street while the light is yellow. Instead, they should wait until the next green light.
When pedestrians jaywalk or cross a street outside
of marked crosswalks and not at a corner, they put themselves at greater risk of injury.
Often unexpected occurrences take place. Such oc-
currences include when a child runs off into the road without understanding the danger this poses or when a parent pursue the child without regard for oncoming traffic. This
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may cause a collision resulting in injury.
Moreover, pedestrians may sometimes choose to walk
in areas which have been designated as no-pedestrian zones. Pedestrian traffic on limited access highways is tremendously dangerous. Drivers on high speed highways do not expect pedestrians. Pedestrians should respect the no pedestrian
prohibition. Driver Error Below are a few common driver errors that contribute to vehicle-pedestrian accidents. Drivers should always exercise caution at crosswalks. When they do not pay attention to crosswalks, there is a significant risk of accidents occurring. Drivers should never ignore traffic controls such as traffic lights and stop signs. Drivers should exercise appropriate caution and yield to pedestrians crossing the roadway. Drivers should never drive under the influence of drugs or alcohol.
On a street, vehicles and pedestrians often share public rights-of-way (Jacobs,
1990). A pedestrian should walk leisurely without a sense of imminent danger from
Safer Streets
the motorized vehicles sharing the street (Jacobs, 1990). Too often, traffic engineers give priority to automobiles on the street by creating and widening traffic lanes at the expense of sidewalks without care to pedestrian comfort (Jacobs, 1990). The most common method of separating vehicles from pedestrians is the use of curbs and sidewalks; however, while they may physically separate, they do not necessarily offer a sense of security or tranquility (Jacobs, 1990).
Lining trees along the curb can help create a buffer between pedestrians and
moving cars. Personal security can be achieved through the design of the street, the placement of on-street parking and the inclusion of physical elements such as bollards, street trees and street furniture (Moore, 2009).
Also, pedestrian lighting provides both aesthetic value and additional safety,
especially at night (Moore, 2009). Public art and banners also further enhance the aesthetic value of the environment (Moore, 2009). Pedestrians may stop at directional signage to identify historic, cultural, civic and other buildings (Moore, 2009).
Textured or patterned pavements add culture and interesting things for people
to see as they walk. Trees help define the street and provide shade for pedestrians (Jacobs, 1990). People on foot feel safe knowing that the street they are on has been designed for their comfort and enjoyment.
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Traffic Calming Features Intersections may contain traffic calming features, such as traffic circles, that can slow vehicles, reduce conflicts, and add to the character of the surrounding neighborhood.
Figure 2.4 Traffic Calming Features Source: San Francisco Better Streets Plan
Design Features
Tight Curb Radii Curb radii should be minimized to shorten crossing distances, increase pedestrian visibility, and slow turning traffic. Curb Extensions The installation of curb extensions should be considered in areas with
Figure 2.1 Visible Crosswalks Source: San Francisco Better Streets Plan
high pedestrian volumes to reduce crossing times and exposure to vehicular traffic.
Visible crosswalks alert drivers that they are approaching an intersection where pedestrians may cross. Restricting park-
Intersections should promote pedestrian safety and comfort (SFBetterStreets, 2009).
ing adjacent to pedestrian crossings can enhance pedestrian
A good intersection minimizes pedestrian crossing distance, therefore decreasing the
visibility. In some cases, raised, colored, or textured crossings
chance for potential conflicts (SFBetterStreets, 2009). Cars should be able to clearly see pedestrians at a well-designed intersection (SFBetterStreets, 2009). Slower traffic
may be appropriate. Crossing Aids Pedestrian facilities such as curb ramps,
Figure 2.2 Crossing Aids Source: San Francisco Better Streets Plan
Figure 2.5 Tight Curb Radii Source: San Francisco Better Streets Plan
allows drivers to react sooner when collisions are inevitable (SFBetterStreets, 2009).
crosswalk markings and signal equipment, should be provided
Sidewalks are paved footpaths at the side of a road for pedestrian use. Pedestrians
where appropriate to ADA standards.
walk on sidewalks as a refuge from the traffic of the roadway realm with motor vehicles. Sidewalks should foster active public space and available pedestrian travel (SFBet-
Median Refuges Where medians are present within one or
terStreets, 2009). Pedestrians enjoy sidewalk amenities such as landscaping, lighting,
more of the intersecting streets or space otherwise exists,
seating, cafes and store window displays (SFBetterStreets, 2009). To create organiza-
median refuges should be provided up to the intersection to
tion and balance among the sidewalk amenities, a sidewalk can be organized into a set
provide pedestrians a place of refuge should they not be able to cross the street before the end of the walk phase.
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of zones. Figure 2.3 Median Refuge Source: San Francisco Better Streets Plan
Figure 2.6 Curb Extensions Source: San Francisco Better Streets Plan
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Bike Boxes are lines drawn at the intersection to allow bicyclists the right-of-way before cars. Cars must stop behind the bike box line while cyclists wait for the green light. Once the light turns green, the bicycles are the first to cross the intersection while the cars follow behind. Transit Boarding Island Transit riders wait for buses on a transit boarding island located on a median in the roadway (SF Better Streets, 2009). Although the island may be conveniently located for public transit vehicles to load and unload passengers, transit riders must wait for a span of time in the center of the road and their safety must be taken into account. Transit boarding islands should provide ample Extension
Edge Furnishings
Throughway
Frontage
Street Types
space and amenities for pedestrian comfort (SFBetterStreets, 2009). Transit islands
Street Type
Description
Considerations
should be raised above street level with additional lighting for night time riders.
Commercial
Some possible additions are special paving, grass or low plantings at the end of the
Commercial Throughways
- Moves significant volumes of people across town in many forms of transportation. - Attracts people to shop, eat and play from different parts of the city - Vehicular traffic is relatively fast and continuous - Frequent transit service
- High levels of pedestrian activity - Comfortable pedestrian environment desired - High volume and speed of through traffic - Important transit functions - Access needs for local businesses
Neighborhood Commercial
- Where residents of the neighborhood run daily errands, meet with friends, shop and play on the weekends - Short-term parking needed for customers and space for loading facilities. These two needs often compete for the same space.
- Short-term parking - High levels of pedestrian activity - Comfortable pedestrian environment desired
islands to provide a buffer, shelters, seating, Street Plazas With more street activity and human interaction, pedestrians will focus less on passing vehicles but rather on the array of things to see and explore on the street such as a street plaza. A street plaza is “a small portion of public open space immediately adjacent to the sidewalk and closely connected to the street (Marcus, 1990). With an addition of a street plaza, the pedestrian realm will become the focus of the street. Some elements of a street plaza include a seating edge, a widened sidewalk, a bus-waiting area, a pedestrian link from one building to another and a corner sun pocket (Marcus, 1990). Figure 2.7 Section and Plan view of the sidewalk zones. Source: San Francisco Better Streets Plan
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Residential Downtown Residential
Residential Throughways
Neighborhood residential
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- A city’s economic and population growth leads to shared spaces between downtown and residential areas. - High residential densities and large buildings - Streets should be appropriate for residential living. - Ideally, some open space is provided for neighbors to gather.
- High levels of pedestrian activity - Need for increased public open space - High volume of through traffic
- High levels of fast-moving traffic with residential land uses - Often not designed to serve residential uses; can be unpleasant to walk or live along. - Streetscape improvements should focus on buffering the sidewalk and adjacent homes from vehicles passing in the street.
- High volume and speed of through traffic - Need for increased public open space - Need for improved pedestrian buffering - Frequent driveway cuts
- Quiet residential streets with relatively low traffic volumes and speeds. - Plays a key role to support the social life of the neighborhood. - Should feel safe and comfortable. - Street may be considered as an extension of their home.
- Some needs for traffic calming - Need for increased public open space - Opportunities for community stewardship - Frequent driveway cuts
Industrial Industrial
- Defined by large-scale production, distribution and repair facilities. - Large driveways, loading docks and other auto-serving facilities - Front on wide streets that accommodate large trucks. - Sidewalks and streetscape amenities are minimal. - Should consider pedestrian realm for workers and others.
- Access needs for local businesses, including loading activities and heavy trucks - Relatively low pedestrian volumes but still needs pedestrian safety and comfort - Need for public spaces for workers to take breaks
Industrial Mixed-Use Streets
- Serves a variety of lowintensity industrial uses and a growing number of residences, shops and services. - Use and character in a state of constant change. - Often on wide streets, with high volumes of fast-moving traffic.
- Access needs for local businesses, including loading activities and light trucks - High volume and speed of through traffic - Need for increased public open space - Need for improved pedestrian buffering from through traffic - Need for flexibility to accommodate changing uses
Source: San Francisco Better Streets Plan
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Traffic Calming Strategies
Figure 3.1 Full Street Closures Source: U.S. Traffic Calming Manual
Figure 3.4 Median Barriers Source: U.S. Traffic Calming Manual
Speed Control with Horizontal Measures Volume Control Measures
Mini Traffic Circles Raised islands, placed in inter-
Full Street Closures Barriers placed across a roadway to
sections, around which traffic circulates.
completely close the street to through traffic, usually leaving only sidewalks and bikeways open.
Figure 3.2 Half Closures Source: U.S. Traffic Calming Manual
Half Closures Barriers that block travel in one direction for
Figure 3.5 Mini Traffic Circle Source: U.S. Traffic Calming Manual
Roundabouts Similar to mini-traffic circles in that traffic circulates around center islands, but they are
a short distance on otherwise two-way streets.
used at higher-volume intersections to allocate right-
Diagonal Diverters Barriers placed diagonally across an
way among competing movements.
intersection, blocking all through movement. Median Barriers Raised islands located along the centerline of the street and continuing through an intersection so as to block through movement at a cross street. Figure 3.3 Diagonal Diverters Source: U.S. Traffic Calming Manual
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Figure 3.6 Roundabout Source: U.S. Traffic Calming Manual
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Figure 4.1 Neckdowns Source: U.S. Traffic Calming Manual
Figure 3.7, 3.8, 3.9, 4. Speed Hump, Speed Lumps, Speed Table, Raised Crosswalk. Source: U.S. Traffic Calming Manual
Speed Control with Vertical Measures
Speed Control with Narrowings Neckdowns Curb extensions at intersections that reduce roadway width from curb to
Speed Humps Rounded raised areas placed across the roadway.
curb. Chokers Curb extensions or edge islands at midblock that narrow a street at that loca-
Speed Lumps Rounded or flat-topped raised areas placed across the road with wheel cut-
Figure 4.2 Chokers. Source: U.S. Traffic Calming Manual
tion.
outs designed to allow large vehicles, such as fire trucks and buses, to pass with minimal
Center Island Narrowings Raised islands, located along the centerline of a street,
slowing or rocking.
that narrow the street.
Speed Tables Flat-topped speed humps often constructed with brick or other textured materials on the flat section. Raised Crosswalks If marked for pedestrian crossing, speed tables become raised crosswalks.
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Figure 4.3 Center Island Narrowing. Source: U.S. Traffic Calming Manual
35
San Francisco Planning Efforts
safety programs (SFMTA, 2009). Although the decrease of
DPW Bureau of Urban Forestry, while the rest are main-
collision totals in the past few years is a vast improvement
tained by private property owners (SFBetter Streets, 2009).
over the collision totals of decades past, much concerted
Although DPW does not track the maintenance or mortal-
action is still required to make San Francisco streets safer.
ity of individual street trees, they have a goal of pruning
street trees every three years. In actuality, it is closer to
discuss street design regulations (SFBetterStreets, 2009).
every seven years (SFBetter Streets, 2009).
The San Francisco General Plan guides future City
growth; planning regulations must follow the General Plan
A 2005 city survey reported that 59% of residents
A number of existing San Francisco city documents
felt there were “not enough” trees citywide (SFBetter
policies (SFBetterStreets, 2009). In the General Plan, a few
Streets, 2009). The City has a goal to plant an additional
sections pertain to street design, including the Urban De-
5,000 trees each year for the next five years. Friends of the
sign and Transportation Element (SFBetterStreets, 2009).
have brought down the total number of reduced injury traffic collisions from 5,804 in
Urban Forest, a non-profit organization committed to the
Additionally, the Open Space and Recreation Element
1990 to 3,010 in 2008 (SFMTA, 2009).
belief that “trees are a critical element of a livable urban
encourages using streets to provide public space (SFBetter-
environment,” have offered financial, technical and practi-
Streets, 2009).
down display, informing pedestrians exactly how many seconds are left for them to cross
cal assistance in planting and caring for the city’s street
the intersection (SFMTA, 2009). SFMTA have already replaced 70% of the pedestrian
trees (Friends of the Urban Forest, 2010).
2005 (SFBetterStreets, 2009). This policy calls for street
signals in the city and continue to work on installing countdown units where needed
design for all types of transportation including walking
(SFMTA, 2009).
voter-approved half-cent transportation sales tax; this
and transit (SFBetterStreets, 2009). City agencies must
provides funds for signal improvements at San Francisco’s
coordinate the planning, design and use of public rights-
gram called the Sidewalk Inspection and Repair Program (SIRP) to proactively identify
highest collision intersections (SFMTA, 2009). Collision
of-way to carry out the vision for better streets that ac-
needed sidewalk repairs. SIRP informs public and private property owners of sidewalk
totals on troubled streets decreased by 40 to 60 percent in
commodate all modes of transportation (SFBetterStreets,
damage. DPW then coordinates repairs to increase efficiency and to improve pedestrian
the late 1990s after new pedestrian and more visible over-
2009).
safety.
head signals were installed (SFMTA, 2009).
In the past two decades, San Francisco has developed
street improvements that enhance travel by public transit,
stronger bicycle, pedestrian, traffic calming and school
by bicycle, and on foot as an attractive alternative to
36
Streets, 2009). Approximately 26,000 are maintained by
In the past two decades, San Francisco’s efforts to reduce traffic collision totals
San Francisco replaced its pedestrian signals with LED units that have a count-
In 2007, the City’s Department of Public Works (DPW) implemented a new pro-
San Francisco has an estimated 106,000 street trees on public property (SFBetter
In 2003, San Francisco voters renewed a 1989
San Francisco adopted the Better Streets Policy in
Under the Transit First Policy, the City prioritizes
37
driving a private automobile (SFBetterStreets, 2009).
The Complete Streets Policy directs the City to
include pedestrian, bicycle and streetscape improvements as part of any planning or construction of construction of the right-of-way.
In addition to city planning efforts, Walk San
Francisco is pedestrian advocacy organization working to promote “walking as a safe and sustainable form of transportation” and to seek improvements through “activism and policy advocacy that educates residents, city agencies
Reference Reaches
Dolores St
and elected officials regarding the need for more pedestri-
an-friendly street (WalkSF, 2010).”
approximately two miles from Market to Guerrero St.
Dolores St is located in the Mission district of San Francisco and spans for
On the intersection of 16th St and Dolores stands Mission Dolores church, one of the two original missions in San Francisco. Just down the street, residents of the neighborhood may enjoy playing tennis or sunbathing at Dolores Park. On the street and around the neighborhood are mainly two to three story residential houses and a few shops and cafes. The wide green median with lush
Fig 5.2 Dolores Street. Photo taken by Janice Lau.
vegetation in the center of the road provides shade and a great aesthetic appearance. The additional trees on the sidewalks creates an arch of Fig 5.1 Mission Dolores church on Dolores St. Photo taken by Janice Lau.
vegetation across the street as drivers pass by. Moreover, the pedestrian crosswalks are clearly marked with bright yellow zebra stripes. It is a nice and comfortable street to drive or to walk on.
38
39
The Embarcadero
The Embarcadero is located at the waterfront of the Port of San Francisco.
The street begins from the intersection of Second and King Street and travels north, passing under the Bay Bridge. Along the street are large sculptural art, bus stops, the Ferry Building, the Embarcadero shopping center and the Justin Herman plaza with markets and seating. The F train trolley runs down the central median along the Figure 5.3 The Embarcadero and the Ferry Building. Photo taken by Janice Lau.
street. The median serves as a refuge for transit riders and pedestrians crossing the street. The many attractions along the street draws a large pedestrian crowd on the wide sidewalks. Moreover, the many street amenities such as benches and recycling bins add to the vibrant pedestrian-friendly atmosphere. Many people avoid driving around The Embarcadero due to scarce and expensive parking.
Intersection of 6th St, Taylor St, Golden Gate Ave and Market St
Many pedestrians and commuters cross the intersection of 6th St, Taylor St,
Golden Gate Ave and Market St located in the active downtown of San Francisco. The San Francisco Municipal Transportation Agency (SFMTA) reported that this intersection had the highest injury vehicle-pedestrian collisions in the city for the three year period of 2006-2008. Five streets meet at this intersection. With traffic moving
Figure 5.4 Embarcadero center. Photo courtesy of Wikimedia Commons.
in two directions along the east-west axis of Market St and the north-south axis of Golden Gate Ave, Taylor St, pedestrians may feel engulfed and overwhelmed by the constant movement of automobiles, trucks, MUNI buses and trolleys running along these streets. In addition, many bicyclists pass through the intersection and struggle to safely cross the large intersection.
Figure 5.5 Rincon Park and Cupid’s Span with the San Francisco skyline and The Embarcadero in the background. Photo courtesy of Wikimedia Commons.
40
Figure 6.1 Location map of intersection of 6th St, Taylor St, Golden Gate Ave and Market St in San Francisco. Photo taken from Google Earth.
Site Inventory
While statistics say this intersection has a high amount of vehicle-pedestrian
collisions, the site has a few physical elements which suggest that city planners have
Figure 5.6 The Vaillancourt Fountain at the Justin Herman Plaza. Photo taken by Rosencruz Sumera.
41
Observations
sign next to the traffic signal states “Left Turn Yield on
After monitoring the intersection at peak hours on a typi-
Green.” However, many drivers ignore the sign and turn
cal work day, some observations were noted.
left when the arrow is red—the same time the pedestrian signal is lit green and pedestrians are allowed to cross the
1. Extremely heavy motor vehicle traffic
street.
Motor vehicle traffic constantly flows through the inter-
4. Some of the existing signage on site is vandalized.
section. Not only are there cars, but large MUNI buses,
Damaged and existing vegetation
trolleys and motorcycles.
look sparse and unhealthy.
2. Some pedestrians tend to ignore the pedestrian
Unclear signage may cause unnec-
countdown signal and cross a 60 or 45 ft crosswalk
essary and potentially dangerous
Fig 6.2 Data chart of the injury collisions on the intersection of 6th St, Golden Gate Ave, Taylor St and Market St from 1999-2008. Source: San Francisco Municipal Transportation Agency.
site include traffic lights, pedestrian countdown signals, pedestrian on-demand buttons, marked and textured crosswalks, a few no left or right turn signs. Some amenities found on site include telephones, trash cans, public toilet and street lights.
at the very end of the
confusion to drivers and pedestrians.
Cars
countdown.
Nice green landscaping on an urban
Trolley
Due to this lack of re-
street has the potential to psycholog-
Bus
spect for the countdown signal, pedestrians may
considered safety an issue. Some physical elements on the Figure 6.3 A man stuck in the middle of the road while waiting for green light. Photo taken by Janice Lau.
Figure 6.4 Vandalized sign. Photo taken by Janice Lau.
ically influence drivers to slow down.
find themselves uncom-
5. Bicyclists struggle to turn left onto Market St from
fortably waiting for the
Golden Gate Ave.
next green light on a very
First they make a challenging right turn (which is almost
Pedestrian
small median in the middle
a U-turn because of the angle) from Golden Gate Ave on
Bicyclists
of the street.
to Market St. Then they must wait for the next green light
3. Some drivers ignore signs which are vital to pedes-
on Market well in front of the pedestrian crosswalk and
trian safety.
close to moving traffic.
Drivers must wait for a green left turn arrow before they can turn left from Golden Gate Ave onto Taylor St. A
42
Figure 6.5 Map of the land use surrounding the intersection of 6th St, Market St, Taylor St and Golden Gate Ave. Source: San Francisco Planning Department.
Figure 6.6 Circulation maps of motor vehicles (top) and pedestrian/bicyclist circulation (bottom). Base map taken from Google Earth.
43
Conceptual Redesign Understanding that the amount of motor vehicle traffic will most likely not decrease, a redesign must include all the lanes of traffic while increasing safety measures for pedestrians and bicyclists.
Surface Additions Surface additions will include textured crosswalks. A visual differentiation will warn motorists that they are entering a pedestrian realm. The median islands on Taylor St and Golden Gate Ave will be better maintained to provide a lush green landscape and an adequate pedestrian refuge between red and green signals. The car lanes bicyclists travel on will have painted signs to indicate that the Figure 6.7 A diagram of how a bike box works. Source: Streetfilms.org
lane is shared. Bike boxes will be
added to the intersections on Golden Gate Ave and 6th Street. A bike box allows for bicyclists to safely travel
Legend
Figure 6.8 Conflict points at the intersection of 6th, Taylor, Golden Gate and Market. Base map taken from Google Earth.
New textured crosswalk
A bike box gives bicyclists a head start to safely travel
Redesigned median islands
across the large intersection before the large rush of motor vehicles start moving.
Marked shared lane for cars and bikes
The intersection of Golden Gate and Market will have a
Bike box
new left lane for motor vehicles to turn left onto Market St. This also sets up a safe route for bikes turning left onto Market. The bikes will be moving in the same direction and path as the moving traffic. Figure 7.1 Proposed surface additions on the intersection of 6th St, Taylor St, Golden Gate Ave and Market St.. Base map taken from Google Earth.
across the large intersection before all the motor vehicles.
44
45
Conceptual Redesign of the intersection of 6th St, Market St, Golden Gate Ave and Taylor St Added Signage and Signals
Van Ness Ave Legend
Van Ness Ave, a north-south commercial throughway located in the civic center
of San Francisco, moves significant volumes of people across the city in various travel
Left turn signal for cars
modes. People travel on Van Ness to work, shop, eat and see the landmarks such as City Hall, War Memorial Opera House, Herbst Theater and Louis M. Davies Symphony
LeftTurnYield on Green sign
Hall. Van Ness Ave stretches from Market St and extends north to McDowell Ave at Fort Mason. The vehicular traffic on Van Ness is relatively fast and continuous with
Proposed route
Figure 8.1 Location map of Van Ness Ave in San Francisco. Photo taken from Google Earth.
frequent transit service. However, most of the street lacks a comfortable pedestrian realm. Moreover, the number of recorded pedestrian crashes leaped from four in 2008 to sixteen in 2009 on the stretch of Van Ness Avenue between Golden Gate and Lombard Ave. 13 drivers were found at fault in 2009 compared to one in 2008.
Figure 7.2 Proposed signage and signal additions on the intersection of 6th St, Taylor St, Golden Gate Ave and Market St.. Base map taken from Google Earth.
46
47
Site Inventory
added to provide vibrant pedestrian atmosphere to comple-
vegetation while other streets have large planters; however, Some
some other streets along Van Ness have a plain concrete
Conceptual Redesign
ment the strong architecture of City Hall, Herbst Theater
physical
median or no median at all.
Since Van Ness is the
and War Memorial Opera House. Moreover, the additional
location of some of
amenities and pedestrian crossing signs will notify motorists that they are crossing a pedestrian friendly street.
elements on the
Observations
San Francisco’s most
street in-
After monitoring the intersection at peak hours on a typi-
prominent landmarks
clude traf-
cal work day, some observations were noted.
such as City Hall, Herbst
On a typical Van Ness block where most of the vehicle-
fic lights,
1. Extremely heavy motor vehicle traffic
Theater, War Memorial
pedestrian collisions occur, traffic calming measures will be
pedestrian
Three lanes of motor vehicle traffic constantly flow
Opera house, the street
implemented in the redesign. A narrow green island will
countdown
throughout the street in both directions. There are cars,
has humongous poten-
be placed between two traffic lanes to create the perception
signals,
large trucks, MUNI buses and motorcycles.
tial to become one of the
of a less wide street. Currently the Van Ness crosswalk
marked
2. Impatient drivers
greatest streets in the city.
spans over eighty feet wide. With such a large amount of
crosswalks,
Impatient drivers turning right onto a cross street during
As Allan Jacobs stated in the preface of his book Great
concrete, motorists tend to drive faster. A four-foot wide
an eighty foot long crosswalk and a few bulb outs on cer-
a red light often do not slow down enough to stop com-
Streets, “It had always seemed to me, and still does, that
planter will be placed between the parking lane and the
tain intersections. Pedestrians walking north on Van Ness
pletely for a pedestrian crossing the cross street; therefore,
Van Ness Avenue could be a wonderful street, a tree-lined
sidewalk to create a buffer between the pedestrian realm
Ave encounter an uphill hike on narrow ten feet wide side-
instead of stopping for the pedestrian, the driver will speed
strolling street, a street lined with shops, apartments,
and the motor traffic. While some streets on Van Ness
walks. The path feels particularly narrow due to the lack
up to drive past the pedestrian before the pedestrian walks
offices, and movies and restaurants. The Civic Center
have a green median, not all do. The redesign proposes a
of a good buffer between pedestrians and cars on the road.
too close to the car. This behavior does not bode well for
would be a major focus; so would the intersection with
green median on every block. The large amount of green
Moreover, the close proximity of the sidewalks to adjacent
pedestrian safety.
California Street. Market street would be a great begin-
vegetation will create a sense of place and calmness about
high rise buildings further emphasizes the space constric-
3. Careless pedestrians
ning.�
the street. The median also serves as a pedestrian refuge
tion. Pedestrians may feel almost claustrophobic while
Some pedestrians cross the street at the end of the pedes-
strolling down the avenue. A median runs along the middle
trian countdown signal, causing cars to wait while they
The Civic Center of San Francisco is situated mainly
of the street dividing the two directions of motor traffic.
finish crossing. If pedestrians want to feel safe, they should
between McAllister and Grove St. In the redesign, addi-
On some streets, the median has lush green trees and other
not place themselves in avoidable dangerous situations.
tional sidewalk trees and planters and benches have been
Figure 8.2 Land use map of the surrounding areas of Van Ness Ave. Source: San Francisco Planning Department
48
A view of City Hall as seen from Van Ness Ave Photo taken by Janice Lau
island. Moreover, bulb-outs and textured crosswalks will be added to every corner to increase pedestrian visibility.
49
Van Ness Ave between McAllister St and Grove St Conceptual Redesign Figure 9.1 Plan drawing showing the proposed changes to Van Ness Ave between McAllister and Grove St. Base map from Google Earth.
Legend Extension zone of sidewalk, includes parking
Existing drop off/ pick up zone
Textured crosswalk to identify the pedestrian realm
Tree
Edge zone of sidewalk, includes curb
Existing four-way pedestrian signal
Furnishing zone of sidewalk, includes planters and trees
Existing four-way traffic light
Improved median with new vegetation
MUNI bus shelter/stop
Throughway zone of sidewalk, includes pedestrians
Median island
Frontage zone of sidewalk, includes things to see
Planter box
Zebra striped crosswalk
Yield to pedestrians sign
Bench
Figure 9.2 Section drawing showing the existing dimensions of Van Ness Ave between McAllister St and Grove St
Existing street lamp Textured crosswalk
Furnished sidewalks with trees, planter boxes and benches
V 50
Figure 9.3 Section drawing showing the proposed changes to Van Ness Ave between McAllister St and Grove St. 0’
20’
40’
60’
80’
100’
51
Figure 9.4 Plan drawing showing the proposed changes to a typical Van Ness block. Base map from Google Earth.
Pedestrian refuge island for long crosswalk California St
Cars may head straight or turn right. Cars must slow at intersection before making a Sidewalks have been right turn. reduced from 15 ft to 10 ft with a new 3 ft planting installation to create permanent buffer between street traffic and the pedestrian realm. Small stepping stones provided for access between parked cars and the sidewalk.
Marked lanes guide drivers and give them ample time to decide which lane they want to be in.
52
Trees
Plants Groundcover, low spreading plants Pedestrian Yield Sign
Figure 9.5 Section drawing showing the existing dimensions of Van Ness Ave between California St and Pine St
ADA Ramp Automobile
Pink shaded areas depict parking zones, bus loading areas, general extension zone from the sidewalk
A small 2 ft planting curb narrows the street and causes motorists to slow down.
Pine St
Legend
MUNI Bus Stop/Shelter
Parking/Loading zone
Ramps for handicap access
Textured crosswalk to distinguish pedestrian path
Bulb-outs to increase pedestrian visibility
V
0’
20’
40’
60’
80’
100’
Figure 9.6 Section drawing of the proposed dimensions of a typical Van Ness street with the added 2’ planter curb between the center and rightmost lane of the street.
53
have issued tickets, but it doesn't help because the stop Residential
Park Presidio, Golden Gate Bridge
Bay Bridge, East Bay
School Residential School Stonestown Shopping Mall
19th Ave
Ocean Ave
I-280
Riordan High School Small shops, Restaurants CCSF Parking
City College of San Francisco
Ocean Ave
Residential
where. Anyone who takes the streetcar knows how Balboa BART Station
Residential
South San Francisco, Daly City, SFO South San Francisco, Daly City
Figure 10.2 Surrounding context of Ocean Ave. Base map taken from Google Earth.
fix that.” “These stop signs add more delay to my ride any-
Balboa Park
Ingleside Public Library
San Francisco State University
signs are a design flaw in the street design. Police can't
Ocean Ave is a neighborhood commercial street located in the Ingleside district of
much time it takes for these things to stop and accelerate. Those stop signs only add to the delay and danger from cars trying to get around the streetcars.” “I hope the City Hall does something about Ocean Ave.
San Francisco. Ocean Ave connects 19th Ave/HWY-1 to Interstate 280. Neighborhood
Below are some quotes from people who use the street
Too many accidents here. It’s no good for everybody
shops, small restaurants, a public library, Balboa Park, BART station and City College
often:
who lives here.”
of San Francisco are located along the street. See Ocean Ave context map. Moreover, a
Figure 10.1 Location map of Ocean Ave in San Francisco Source: Google Earth
MUNI light rail (K line) and several bus lines run down the street. See Ocean Ave auto
“I commute to CCSF on bike everyday and often times
circulation map. Neighborhood residents and students are the predominant users of the
drivers are freaking blind and inconsiderate. It's every-
street. See Ocean Ave Ped/Bike circulation map.
one for themselves out there. I got into a bike accident
before near the Walgreens. While laying in the middle
perceive the pedestrian environment quality (SFBetterStreets, 2009). The City primarily
of the street, drivers just sat there watching me. No-
uses collision statistics and physical conditions of existing infrastructure as a basis for
body got out of their car to help. Some even just drove
street renovation and design (SFBetterStreets, 2009).
around me.”
54
Historically, San Francisco has not done comprehensive studies of how pedestrians
“The traffic engineers working for the City view this
While the San Francisco Municipal Transportation Agency does not list Ocean
Ave as a street with high amounts of vehicle-pedestrian collisions, some of the neighbor-
“Another thing I notice is that after cars stop, or barely
hood residents have expressed the perception of imminent danger as they cross the street.
stop, at the stop signs, they speed up again. Police
Figure 10.3 A close-up map of Ocean Ave’s land uses. Source: San Francisco Planning Department.
55
neighborhood street as a funnel to slingshot traffic
stop sign on Capital and Ocean Ave.
between I-280 and 19th Ave. They've even proposed
4. Cars seemingly go faster than the suggested 35mph.
changing the 2 four way stop signs to traffic lights to
No form of traffic calming is utilized on the street and
further expedite the traffic flow.�
police do not strictly enforce the speed limit. 5. The railings on the bus island are damaged by care-
Site Inventory
less vehicles.
Along Ocean Ave two lanes of traffic run along each direc-
The existing bus islands must be enforced with safety pre-
tion. There are four-way stop signs and four-way traffic
cautions.
Figure 10.4 Circulation map of Pedestrians and
Keystone Way
Bicyclists on Ocean Ave between Keystone Way and Jules Ave
Phelan Ave. Base map from Google Earth.
Ashton Ave Faxon Ave Capitol Ave Miramar Ave Granada Ave
Legend Pedestrians
N
lights along the street.
Plymouth Ave
Bicyclists
Brighton Ave
Conceptual Redesign Observations
The redesign of Ocean Ave must include traffic calming
1. Inadequate bike parking amenities
methods to slow down the speed of passing motor vehicles.
Most bikes found parked along the street are chained to a
In order to slow down the cars, the redesign will include
pole or street sign. The very few bike racks available can
chokers and parking bays throughout the street. Chokers
only accomodate one bike.
will make the street seem more narrow to passing automo-
2. Most pedestrians are residents of the neighborhood
biles. More street trees will be placed along the sidewalks
or students of CCSF.
and on the bus median island. Furthermore, neckdowns
This street attracts mainly residents and regular users
and textured crosswalks will be utilized to increase pedes-
of the street. Most of the people on the street are likely
trian visibility at intersections. Also, marked shared lanes
frequent visitors. This provides an opportunity to create a
between bikes and automobiles and bike boxes will help
neighborhood friendly street.
make Ocean Ave a more bike-friendly street. The designs
3. Cars often roll by stop signs and forget to watch out
are further explained in Figures 14.1 through 14.6..
for the pedestrian trying to cross the street. Motorists often hardly stop and continue driving at the
56
Phelan Ave Lee Ave
Figure 10.5 Circulation map of motor vehicles on Ocean Ave between Keystone Way and Phelan Ave.
Keystone Way
Base map from Google Earth.
Jules Ave Ashton Ave Faxon Ave Capitol Ave Miramar Ave
Granada Ave
Legend
N
Light rail
Plymouth Ave Brighton Ave
Phelan Ave
Cars Buses Geneva Ave
57
Figure 10.6 Site inventory map of Ocean Ave
Keystone Way
between Keystone Way and Phelan Ave. Base Jules Ave
map from Google Earth.
Ashton Ave N
Faxon Ave Capitol Ave Miramar Ave N Granada Ave Plymouth Ave Brighton Ave
Legend
Phelan Ave Lee Ave
4-way stop signs 4-way traffic lights 4-way pedestrian signals with countdown
No left turn Pedestrian crosswalk button
MUNI bus island for pick-up and drop-off MUNI bus shelter
Do Not Enter
Figure 10.7 Section showing the existing dimensions of Ocean Ave
58
59
Ocean Ave Redesign Legend
Ocean Ave Problems 1
2．Cars often speed and travel beyond the speed limit of 35 mph. Many drivers try to beat the traffic signal by speeding up while many times forgetting to watch out for pedestrians crossing the street.
2
Keystone Way
4. Stop signs at this intersection causes traffic congestion. Drivers often compete for the right of way against each other and against the light rail. Since the light rail shares a lane with motor vehicles, drivers often speed up in front of the light rail and do the infamous ‘California Roll.’
4 Jules Ave
Drinking fountain Figure 11 Problems of Ocean Ave. Base map taken from Google Earth. a.
6. The lack of pedestrian friendly crosswalk at this intersection forces pedestrians who do not want to cross an extra crosswalk to dangerously cross Ocean Ave.
7. Bus riders wait for the MUNI buses at a very small and crowded bus shelter. The stop provides access to three bus lines. The stop is surrounded by concrete wasteland.
Faxon Ave
7
3
3. Bicyclists share a lane with cars. With two lanes of car traffic on both direction, parking along the sides of the sidewalks and a light rail going two ways, bicyclists face a very dangerous street.
b.
Plymouth and Ocean
e.
Bus plaza
f.
9. The large amount of cars meeting at this intersection causes unsightly views and unwanted noise, higher chances of pedestrian/bicyclist injuries.
Granada Ave Plymouth Ave
5. The MUNI bus islands where bus riders wait for the light rail have signs of visible damage caused by motor vehicle collisions. While on the island, pedestrians are subject to unsafe drivers’ carelessness.
Capitol Ave
d.
9
5
Bike parking
Bus stop island
Planter
6
Capitol Ave Miramar Ave
Keystone Way
c.
Ashton Ave 1. This intersection does not have a marked crosswalk or any traffic calming devices to slow cars down. Many pedestrians often dash across the street at times when cars appear far away from the intersection. This is also a problem because the road is slightly curved. This creates a blind spot and pedestrians cannot see all the cars approaching the intersection.
Tree
Ocean Ave Redesign Index
Phelan Ave
Shared bike lane Green light rail track
Figure 12 An reference index for figures 14.1-14.6 Base map taken from
Brighton Ave
Phelan Ave
8 8. Unsightly bus loop and unused parking lot can be converted to a pleasant and comfortable bus shelter for bus riders.
Seating area
Zebra crossing
Google Earth Textured crosswalks Car
10 10. This four lane street is a bicyclist’s nightmare. Shared lanes between cars and bikes causes slight congestion as cars pass by bicyclists.
Grass mound
Fountain
Figure 13 A legend for reference for figures 14.1-14.6
60
Bus Shelter
61
b. Bus stop median island (typical) Median has been moved up north to create a narrower shared car and bike lane and to create a bike lane traveling east on Ocean Ave.
Reenforced railing along the north side of the bus median
Improved bus median with added vegetation and covered shelters for added comfort
Bus island median with yellow curb strip with reflectors
Chokers are placed throughout the street to narrow the street, to create parking pockets for automobiles and trucks and to widen the pedestrian realm.
Textured and raised crosswalks where the light rail track does not interfere
New bike lane
Figure 14.2 Plan of proposed changes to Figure 14.1 Plan of proposed changes to
Visibly marked crosswalk for pedestrians to safely cross roadway to and from the bus island Shared car and bike lane
Light rail tracks
V
0’
20’
40’
60’
80’
100’
Ocean Ave Base map taken from Google Earth
Ocean Ave Base map taken from Google Earth
62
63
c. Intersection of Capitol Ave and Ocean Ave
Bike parking Textured crosswalks to alert drivers of pedestrians.
Additional bike symbols on ground
Figure 14.2a Perspective of proposed bus median island
Bright striped crosswalk
Figure 14.2b Perspective of proposed Ocean Ave with new bulb-outs and median island. Figure 14.3 Plan of proposed changes to Ocean Ave Base map taken from Google Earth
64
V
0’
20’
40’
60’
80’
100’
65
d.
Intersection of Plymouth Ave and Ocean Ave
e.
Bus plaza
Hangout space for CCSF students during breaks. Includes food vendors, seating; farmers’ market on special days
CCSF parking lot
Ingleside Public Library Children’s playground Ingleside Public Library
Existing CCSF Bookstore Keep existing parking; add landscape features
Garden linking library with community center. Includes resting/studying/seati ng area, children’s playground and basketball courts
Textured crosswalks with zebra striping in between to accomodate the light rail tracks.
Public plaza Bus Stop Turnaround
Bus island typ. see fig b.
Close down Kragen auto center to create community center with green roof seating and wall murals
Figure 14.5 Plan of proposed changes to
Existing fire station Bus island typ. see fig b.
City College of San Francisco
Retain existing parking lot to accomodate the increase of visitors but add trees around island
20’ 0’
60‘ 40’
100’ 80’
N
Ocean Ave Base map taken from Google Earth Figure 14.4 Plan of proposed changes to Ocean Ave Base map taken from Google Earth
66
V
0’
20’
40’
60’
80’
100’
67
f.
Intersection of Phelan Ave and Ocean Ave
Bus plaza, see previous figure
Photo taken by Janice Lau Existing fire station
Figure 14.5a Perspective of plaza be-
Green track for light rail; only on parts of street where lane is strictly used for light rail
Existing Ocean Ave Sign
hind bus terminal
Source: Lightrailnow.org Existing CCSF Sign
New textured crosswalks will increase pedestrian visibility. Painted zebra stripes are used where light rail tracks conflict with new textured pavement.
Bus median typical Existing gas station
Bus shelter
Rerouted bike lane behind bus shelter. Bikes will follow pedestrian signals.
Bike boxes to give bicyclists the right of way at the intersection.
Figure 14.5b Perspective of bus terminal
V
20’ 0’
60’ 40’
100’ 80’
Figure 14.6 Plan of proposed changes to Ocean Ave Base map taken from Google Earth
68
69
Figure 15.1 First conceptual redesign attempt of Van Ness Ave. The quick movement of the street was not feasible and realistic for an arterial street like Van Ness. Base map taken from Google Earth.
Conclusion
As long as urban development exists, pedestrians and cars will need to share the
Pedestrian refuge island
Appendix
Van Ness Ave Conceptual Redesign
Typical Street and Intersection Example used: Van Ness Ave between California St and Pine St
California St
road. The proposed designs in this project are only at their conceptual phases. In order to Left turn lane; kept from existing site
determine whether or not they will be effective in decreasing vehicle pedestrian collisions, one can run a traffic model to see the potential conflicts in the designs. Moreover, if the designs were built, a post-construction evaluation must be conducted to note the flaws and to further improve the street. Streets play a significant role in everyone’s everyday life.
Curved street will calm traffic; makes drivers slow down
Pink shaded areas depict parking zones, bus loading areas, general extension zone from the sidewalk Wider sidewalks (~8-14ft wide; varies along sidewalk); allows for more furnishings, more comfortable walking environment. Opportunities for sidewalk cafes.
Urban designers have a responsibility to create safer and more pedestrian friendly streets.
Ramps for handicap access
Pine St
Textured crosswalk to distinguish pedestrian path 0’
70
20’
40’
60’
80’
100’
71
Figure 15.1 Second conceptual redesign of Van Ness Ave. The effectiveness of the lateral shift has not been proven on a large arterial street like Van Ness. Base map taken from Google Earth
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