SF's Valencia Bike Lane Remodel Set to Begin February After Appeal Rejected
SF’s Controversial Valencia Street Center Bike Lane Will Be Removed
The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It
SF’s New Valencia Street Bike Lane Will Have to Go Around, And Between, Parklets
SFMTA Cites Improved Road Safety With Valencia Street Bike Lane, but Some Disagree
Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway
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"content": "\u003cp>After more than a year of unrest over a controversial bike lane project on a section of \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">Valencia Street\u003c/a> in San Francisco’s Mission District, the city’s Municipal Transportation Agency is once again making changes in an attempt to improve safety, boost business and ease travel.\u003c/p>\n\u003cp>Work to relocate Valencia Street’s bike lane from the center to the curb will begin on Feb. 10 after the city’s Board of Supervisors unanimously rejected a community group’s appeal for a more thorough environmental review. The vote cleared the final obstacle for the MTA to move forward with the Mid-Valencia Curbside Protected Bikeway Project, a reversal planned since last summer.\u003c/p>\n\u003cp>VAMANOS, a collective of Valencia Street merchants, \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13615680&GUID=BB1C3C7B-11DE-4C1B-8CF7-B3448DD3D8F3\">appealed the project’s approval\u003c/a>, arguing that the San Francisco Planning Department wrongly granted it a statutory exemption under the California Environmental Quality Act (CEQA). The group demanded a full Environmental Impact Report.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>[aside postID=news_12021178 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After more than a year of unrest over a controversial bike lane project on a section of \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">Valencia Street\u003c/a> in San Francisco’s Mission District, the city’s Municipal Transportation Agency is once again making changes in an attempt to improve safety, boost business and ease travel.\u003c/p>\n\u003cp>Work to relocate Valencia Street’s bike lane from the center to the curb will begin on Feb. 10 after the city’s Board of Supervisors unanimously rejected a community group’s appeal for a more thorough environmental review. The vote cleared the final obstacle for the MTA to move forward with the Mid-Valencia Curbside Protected Bikeway Project, a reversal planned since last summer.\u003c/p>\n\u003cp>VAMANOS, a collective of Valencia Street merchants, \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13615680&GUID=BB1C3C7B-11DE-4C1B-8CF7-B3448DD3D8F3\">appealed the project’s approval\u003c/a>, arguing that the San Francisco Planning Department wrongly granted it a statutory exemption under the California Environmental Quality Act (CEQA). The group demanded a full Environmental Impact Report.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.[aside postID=news_12005173 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-14-BL-KQED.jpg']\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The San Francisco pilot program will be removed after transit officials voted to replace it with a side-running bike lane. Construction could begin as soon as January.",
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"title": "SF’s Controversial Valencia Street Center Bike Lane Will Be Removed | KQED",
"description": "The San Francisco pilot program will be removed after transit officials voted to replace it with a side-running bike lane. Construction could begin as soon as January.",
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"headline": "SF’s Controversial Valencia Street Center Bike Lane Will Be Removed",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it",
"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It",
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"headTitle": "The Future of San Francisco’s Valencia Street — and What Oakland’s Telegraph Avenue Tells Us About It | KQED",
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"content": "\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>[aside postID=\"news_12003826,news_11991651,news_11976185\" label=\"Related Stories\"]\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\n",
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"excerpt": "San Francisco transit officials want to revamp a controversial bike lane. An Oakland thoroughfare offers clues as to how it will go.",
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"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "SF’s New Valencia Street Bike Lane Will Have to Go Around, And Between, Parklets",
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"content": "\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>[aside postID=news_11976185 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/09/230921-ValenciaBikeway-015-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco’s controversial center-running bikeway pilot is set to end, but since there will be a mix of curbside and ‘floating’ parklets, the new side-running bike lane won’t be straight.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The center-running bike lane in the business and nightlife hub of Valencia Street in San Francisco — which has drawn heavy criticism from many business owners in the area and avid cyclists — has shown to improve road safety, according to an initial progress report from the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID,” said Jeffrey Tumlin, SFMTA director, during a media roundtable Thursday.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Jeffrey Tumlin, director, SFMTA\"]‘We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID.’[/pullquote]The \u003ca href=\"https://protect-us.mimecast.com/s/SJv-CJ6PLruKlZWlSGvLXR?domain=sfmta.com\">agency’s report\u003c/a> analyzes the first three months of traffic data on Valencia Street since the center-running bike lane \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">launched as part of a pilot\u003c/a>, which began in August 2023. This project also changed traffic and parking rules on the corridor from 15th to 23rd streets.\u003c/p>\n\u003cp>SFMTA embarked on the pilot to address safety concerns on the corridor. Valencia Street is on the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">high-injury network\u003c/a> for serious traffic injuries and deaths, and before the mid-Valencia pilot, the former side-running bike lane was often used as a de facto loading zone for double-parked drivers working for app-based delivery and ride-hailing services. Since drivers often blocked the bike lanes, cyclists were forced to swerve into traffic, causing an average of two collisions a month, according to the agency.\u003c/p>\n\u003cp>The strategy of converting the bike lane has led to a 77% reduction in double parking in the pilot area over the first three months, according to the latest SFMTA report.\u003c/p>\n\u003cp>But Tumlin also acknowledged that the pilot has created new issues. According to SFMTA’s report, there were 20 collisions in the pilot area from August through December, and drivers making illegal left or U-turns caused seven of those collisions. To make the center-running bikeway feasible, left-turn restrictions had to be put in place throughout the pilot area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So we’re working right now on design changes, as well as partnering with the San Francisco Police Department in order to reduce the amount of illegal turning movements by motorists in the corridor that have created some early concern for us in the data,” Tumlin said.\u003c/p>\n\u003cp>While some commuters have said they feel safer with the bike lane’s current configuration, many cyclists have voiced strong opposition.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11971747,news_11962992,news_11941576\"]“SFMTA should take immediate action to replace the center bikeway with curbside protected bike lanes in order to help local businesses, reduce car traffic, and make Valencia more appealing for people to visit.” said Luke Bornheimer, a sustainable transportation advocate who has called the center-running bike lanes design “dangerous” and “unintuitive.”\u003c/p>\n\u003cp>Some small business owners along the hub of Valencia Street have also organized against the bike lane. They say the pilot’s conversion of general parking spaces to a new kind of dual-use loading zone has decreased would-be customers visiting their shops. Many businesses on the corridor now sports signs in their front windows reading: “This bike lane is killing small businesses and our vibrant community.”\u003c/p>\n\u003cp>“If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA,” said Kevin Ortiz, co-president of the San Francisco Latinx Democratic Club. “Any new design must be carefully vetted with community and business stakeholders, not in the top-down approach SFMTA usually approaches these ‘pilot’ projects with.”\u003c/p>\n\u003cp>From the beginning, SFMTA officials have been adamant that they would rip up the pilot project and implement a new design if the current pilot was not working. Tumlin said the agency is currently in conversations with merchants and other stakeholders on the corridor to figure out potential next steps.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Kevin Ortiz, co-president, San Francisco Latinx Democratic Club\"]‘If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA.’[/pullquote]“We’re getting the sense that there is a lot of interest in pivoting to a side-running protected bike lane,” Tumlin said.\u003c/p>\n\u003cp>This could mean a change to the current center-running bike lane that would preserve restaurant parklets — mirroring a design on Telegraph Avenue in Oakland and in Manhattan. In this kind of design, the bike lane hugs the sidewalk on one side, and parklets and parking for cars are on the other side, thereby protecting cyclists from moving traffic.\u003c/p>\n\u003cp>However, any significant change to the street would require an SFMTA Board of Directors vote and around seven months of planning and construction. For now, the agency is asking the public to be patient with the new design.\u003c/p>\n\u003cp>SFMTA staff will present their findings Tuesday to its Board of Directors, and there will be public comment.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The \u003ca href=\"https://protect-us.mimecast.com/s/SJv-CJ6PLruKlZWlSGvLXR?domain=sfmta.com\">agency’s report\u003c/a> analyzes the first three months of traffic data on Valencia Street since the center-running bike lane \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">launched as part of a pilot\u003c/a>, which began in August 2023. This project also changed traffic and parking rules on the corridor from 15th to 23rd streets.\u003c/p>\n\u003cp>SFMTA embarked on the pilot to address safety concerns on the corridor. Valencia Street is on the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">high-injury network\u003c/a> for serious traffic injuries and deaths, and before the mid-Valencia pilot, the former side-running bike lane was often used as a de facto loading zone for double-parked drivers working for app-based delivery and ride-hailing services. Since drivers often blocked the bike lanes, cyclists were forced to swerve into traffic, causing an average of two collisions a month, according to the agency.\u003c/p>\n\u003cp>The strategy of converting the bike lane has led to a 77% reduction in double parking in the pilot area over the first three months, according to the latest SFMTA report.\u003c/p>\n\u003cp>But Tumlin also acknowledged that the pilot has created new issues. According to SFMTA’s report, there were 20 collisions in the pilot area from August through December, and drivers making illegal left or U-turns caused seven of those collisions. To make the center-running bikeway feasible, left-turn restrictions had to be put in place throughout the pilot area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So we’re working right now on design changes, as well as partnering with the San Francisco Police Department in order to reduce the amount of illegal turning movements by motorists in the corridor that have created some early concern for us in the data,” Tumlin said.\u003c/p>\n\u003cp>While some commuters have said they feel safer with the bike lane’s current configuration, many cyclists have voiced strong opposition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“SFMTA should take immediate action to replace the center bikeway with curbside protected bike lanes in order to help local businesses, reduce car traffic, and make Valencia more appealing for people to visit.” said Luke Bornheimer, a sustainable transportation advocate who has called the center-running bike lanes design “dangerous” and “unintuitive.”\u003c/p>\n\u003cp>Some small business owners along the hub of Valencia Street have also organized against the bike lane. They say the pilot’s conversion of general parking spaces to a new kind of dual-use loading zone has decreased would-be customers visiting their shops. Many businesses on the corridor now sports signs in their front windows reading: “This bike lane is killing small businesses and our vibrant community.”\u003c/p>\n\u003cp>“If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA,” said Kevin Ortiz, co-president of the San Francisco Latinx Democratic Club. “Any new design must be carefully vetted with community and business stakeholders, not in the top-down approach SFMTA usually approaches these ‘pilot’ projects with.”\u003c/p>\n\u003cp>From the beginning, SFMTA officials have been adamant that they would rip up the pilot project and implement a new design if the current pilot was not working. Tumlin said the agency is currently in conversations with merchants and other stakeholders on the corridor to figure out potential next steps.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We’re getting the sense that there is a lot of interest in pivoting to a side-running protected bike lane,” Tumlin said.\u003c/p>\n\u003cp>This could mean a change to the current center-running bike lane that would preserve restaurant parklets — mirroring a design on Telegraph Avenue in Oakland and in Manhattan. In this kind of design, the bike lane hugs the sidewalk on one side, and parklets and parking for cars are on the other side, thereby protecting cyclists from moving traffic.\u003c/p>\n\u003cp>However, any significant change to the street would require an SFMTA Board of Directors vote and around seven months of planning and construction. For now, the agency is asking the public to be patient with the new design.\u003c/p>\n\u003cp>SFMTA staff will present their findings Tuesday to its Board of Directors, and there will be public comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway ",
"headTitle": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED",
"content": "\u003cp>Avid cyclists like Laurel Matthews, who ride often through the heart of Valencia Street in San Francisco’s Mission District, have gotten used to pedaling away on the usual bike lanes that run along parked cars.\u003c/p>\n\u003cp>“In the old configuration, cars would just pull in front of you,” Matthews said. “I like that cars at least do not pull into the lane yet.”\u003c/p>\n\u003cp>Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. Two-way bicycle traffic happens in the middle of the street. Both plastic bollards and a rubber curb, which border either side of the lane, provide some protection from cars.\u003c/p>\n\u003cp>The change is a result of the Mid-Valencia Pilot, which was approved in April by the San Francisco Municipal Transportation Agency. SFMTA authorized the construction of the new bikeway, aiming to make the street safer and easier for businesses to work with delivery and ride-hailing apps, according to Tom Maguire, director of the Streets Division for SFMTA. (The pilot is set to last one year through August 2024.)\u003c/p>\n\u003cfigure id=\"attachment_11962332\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962332\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg\" alt=\"A parking sign and a number of businesses on a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign provides parking restrictions for Valencia Street near Nizario’s Pizza in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re trying to adapt the street to the very unique conditions that the merchants and the residents on Valencia are facing right now,” he said.\u003c/p>\n\u003cp>In addition to the new bikeway, the Mid-Valencia Pilot changed many metered parking spots to loading zones and prohibited left turns from 15th to 23rd streets.\u003c/p>\n\u003ch2>\u003cstrong>Safety first\u003c/strong>\u003c/h2>\n\u003cp>Valencia Street — both a popular bike route connecting the northern and southern parts of the city and a nightlife hub — is one of the city’s target areas for improving traffic injuries and deaths.\u003c/p>\n\u003cp>According to a May 2023 SFMTA \u003ca href=\"https://www.visionzerosf.org/wp-content/uploads/2023/05/San-Francisco-Collisions-Report-2017_2022.pdf\">report (PDF)\u003c/a>, two Valencia Street intersections had a combined 22 bicycle-involved injury collisions from 2017–2022 — among the highest reported injuries of any intersections in the city.\u003c/p>\n\u003cp>[aside postID=news_11941576 hero='https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321285046-1020x633.jpg']Pedestrian safety is also a concern. On Sept. 20, 80-year-old Jian Huang of San Francisco was hit and killed by a driver making a left turn onto Valencia at 18th Street — marking the second pedestrian death on Valencia Street this year.\u003c/p>\n\u003cp>Following this latest tragedy, transportation advocacy groups like Walk SF want to see a ban on left turns onto Valencia, building off the pilot’s prohibition on certain left turns.\u003c/p>\n\u003cp>“If we look at every single fatality that’s happened on Valencia Street since 2014, it’s all been cars turning left,” said Jodie Medeiros, executive director of Walk SF. “This is a known problem and we need to do everything to end that problem.”\u003c/p>\n\u003cp>SFMTA plans to put out a status report on the pilot this fall. Maguire said that document will give further details, such as how vehicle, bicycle and pedestrian traffic has changed, and how businesses have been affected.\u003c/p>\n\u003cp>According to Maguire, if the pilot does not meet its goals, the city would rip up the project and go back to the drawing board.\u003c/p>\n\u003ch2>\u003cstrong>Cycling up\u003c/strong>\u003c/h2>\n\u003cp>Cyclists have mixed feelings about riding on the new center bikeway.\u003c/p>\n\u003cp>“I’ve heard from a lot of people who say they’ve either stopped biking on Valencia and started using an alternative bike route, or they just stopped biking period.” said Luke Bornheimer, a sustainable transportation advocate, who has strongly opposed the bikeway since the early planning stages.\u003c/p>\n\u003cfigure id=\"attachment_11962330\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962330\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg\" alt=\"People on bikes and skateboards ride down a bike path in the middle of a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the speed bumps and posts, which border the bikeway, are not enough to protect cyclists from drivers who might illegally turn through the bikeway — and that the two-way design is unintuitive and could cause crashes.\u003c/p>\n\u003cp>Some cyclists like Kate Blumberg, who has commuted by bicycle for 28 years, are happy about the new lane.\u003c/p>\n\u003cp>“The Valencia bike lanes make me feel like king of the world,” she said. “It makes bikes seem like the clear priority on the street.”\u003c/p>\n\u003cp>Before the new bikeway, floods of app-based rideshare and delivery workers would double-park in the old bike lane while they grabbed a burrito or dropped off their passengers, forcing cyclists to merge into traffic.\u003c/p>\n\u003ch2>\u003cstrong>Business woes\u003c/strong>\u003c/h2>\n\u003cp>Yaser Awadalla, owner of Nizario’s Pizza on Valencia Street, says while things appear safer for cyclists, he’s noticed a downturn in sales since the new bikeway was installed (contributing to the overall slump caused by the COVID pandemic).\u003c/p>\n\u003cp>“There’s a lot less stop-and-go than before,” Awadalla said. “We used to depend on that a lot for pizza-by-the-slice. For the sake of the business, yeah, I would like it to go back to the way it was.”\u003c/p>\n\u003cfigure id=\"attachment_11962672\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962672\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg\" alt=\"A person stands in front of a storefront with their arms crossed.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Yaser Awadalla stands outside Nizario’s Pizza, a pizza shop he owns, on Valencia Street in San Francisco on Sept. 27, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next door, at Taqueria La Cumbre, cashier Duvan Duran says sales are down, too. He blames the loss of metered spots.\u003c/p>\n\u003cp>As part of the pilot, the city took away 71 metered spots and replaced many with a new type of dual-use loading zone. From 8 a.m. to 6 p.m., those spots are for commercial loading, but from 6–10 p.m., it can be used for 5-minute loading by anyone. This zone is partly intended to accommodate app-based deliveries and ride hailing, according to SFMTA.\u003c/p>\n\u003cp>“The construction workers don’t come in their trucks to eat. The painters don’t come in a group and eat. People now have five minutes to park and eat. I don’t think that’s enough time,” Duran said.\u003c/p>\n\u003cp>He wants the city to extend the amount of time people can park and reduce the amount people need to pay.\u003c/p>\n\u003cp>“Look at today. I mean, the weather is nice. There’s a lot of restaurants over here, but there’s nobody here, because it’s hard to find parking,” said Miguel Ramirez, owner of Los Amigos restaurant, which was empty when he spoke with me on a recent sunny afternoon.\u003c/p>\n\u003cfigure id=\"attachment_11962329\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962329\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg\" alt=\"A person wearing a hat stands behind a bar.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Miguel Ramírez, an employee at Los Amigos restaurant, looks out the window of the restaurant on Valencia Street in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ramirez said he welcomes the new center bikeway — but not at the cost of dealing with the new loading zones. This fall, he and fellow restaurant owners plan to ask the city to remove the new bikeway at a future SFMTA meeting. But he doubted that the city would go through with this approach.\u003c/p>\n\u003cp>“It will be hard because they already spent the money, and they already put the lane in the middle,” Ramirez said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. But it's been an adjustment process for bicyclists and drivers, businesses and residents alike.",
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"description": "Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. But it's been an adjustment process for bicyclists and drivers, businesses and residents alike.",
"title": "Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Avid cyclists like Laurel Matthews, who ride often through the heart of Valencia Street in San Francisco’s Mission District, have gotten used to pedaling away on the usual bike lanes that run along parked cars.\u003c/p>\n\u003cp>“In the old configuration, cars would just pull in front of you,” Matthews said. “I like that cars at least do not pull into the lane yet.”\u003c/p>\n\u003cp>Since Aug. 1, a center-running bikeway has been in effect along Valencia Street from 15th to 23rd streets. Two-way bicycle traffic happens in the middle of the street. Both plastic bollards and a rubber curb, which border either side of the lane, provide some protection from cars.\u003c/p>\n\u003cp>The change is a result of the Mid-Valencia Pilot, which was approved in April by the San Francisco Municipal Transportation Agency. SFMTA authorized the construction of the new bikeway, aiming to make the street safer and easier for businesses to work with delivery and ride-hailing apps, according to Tom Maguire, director of the Streets Division for SFMTA. (The pilot is set to last one year through August 2024.)\u003c/p>\n\u003cfigure id=\"attachment_11962332\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962332\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg\" alt=\"A parking sign and a number of businesses on a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-017-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign provides parking restrictions for Valencia Street near Nizario’s Pizza in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re trying to adapt the street to the very unique conditions that the merchants and the residents on Valencia are facing right now,” he said.\u003c/p>\n\u003cp>In addition to the new bikeway, the Mid-Valencia Pilot changed many metered parking spots to loading zones and prohibited left turns from 15th to 23rd streets.\u003c/p>\n\u003ch2>\u003cstrong>Safety first\u003c/strong>\u003c/h2>\n\u003cp>Valencia Street — both a popular bike route connecting the northern and southern parts of the city and a nightlife hub — is one of the city’s target areas for improving traffic injuries and deaths.\u003c/p>\n\u003cp>According to a May 2023 SFMTA \u003ca href=\"https://www.visionzerosf.org/wp-content/uploads/2023/05/San-Francisco-Collisions-Report-2017_2022.pdf\">report (PDF)\u003c/a>, two Valencia Street intersections had a combined 22 bicycle-involved injury collisions from 2017–2022 — among the highest reported injuries of any intersections in the city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Pedestrian safety is also a concern. On Sept. 20, 80-year-old Jian Huang of San Francisco was hit and killed by a driver making a left turn onto Valencia at 18th Street — marking the second pedestrian death on Valencia Street this year.\u003c/p>\n\u003cp>Following this latest tragedy, transportation advocacy groups like Walk SF want to see a ban on left turns onto Valencia, building off the pilot’s prohibition on certain left turns.\u003c/p>\n\u003cp>“If we look at every single fatality that’s happened on Valencia Street since 2014, it’s all been cars turning left,” said Jodie Medeiros, executive director of Walk SF. “This is a known problem and we need to do everything to end that problem.”\u003c/p>\n\u003cp>SFMTA plans to put out a status report on the pilot this fall. Maguire said that document will give further details, such as how vehicle, bicycle and pedestrian traffic has changed, and how businesses have been affected.\u003c/p>\n\u003cp>According to Maguire, if the pilot does not meet its goals, the city would rip up the project and go back to the drawing board.\u003c/p>\n\u003ch2>\u003cstrong>Cycling up\u003c/strong>\u003c/h2>\n\u003cp>Cyclists have mixed feelings about riding on the new center bikeway.\u003c/p>\n\u003cp>“I’ve heard from a lot of people who say they’ve either stopped biking on Valencia and started using an alternative bike route, or they just stopped biking period.” said Luke Bornheimer, a sustainable transportation advocate, who has strongly opposed the bikeway since the early planning stages.\u003c/p>\n\u003cfigure id=\"attachment_11962330\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962330\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg\" alt=\"People on bikes and skateboards ride down a bike path in the middle of a city street.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-014-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He says the speed bumps and posts, which border the bikeway, are not enough to protect cyclists from drivers who might illegally turn through the bikeway — and that the two-way design is unintuitive and could cause crashes.\u003c/p>\n\u003cp>Some cyclists like Kate Blumberg, who has commuted by bicycle for 28 years, are happy about the new lane.\u003c/p>\n\u003cp>“The Valencia bike lanes make me feel like king of the world,” she said. “It makes bikes seem like the clear priority on the street.”\u003c/p>\n\u003cp>Before the new bikeway, floods of app-based rideshare and delivery workers would double-park in the old bike lane while they grabbed a burrito or dropped off their passengers, forcing cyclists to merge into traffic.\u003c/p>\n\u003ch2>\u003cstrong>Business woes\u003c/strong>\u003c/h2>\n\u003cp>Yaser Awadalla, owner of Nizario’s Pizza on Valencia Street, says while things appear safer for cyclists, he’s noticed a downturn in sales since the new bikeway was installed (contributing to the overall slump caused by the COVID pandemic).\u003c/p>\n\u003cp>“There’s a lot less stop-and-go than before,” Awadalla said. “We used to depend on that a lot for pizza-by-the-slice. For the sake of the business, yeah, I would like it to go back to the way it was.”\u003c/p>\n\u003cfigure id=\"attachment_11962672\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962672\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg\" alt=\"A person stands in front of a storefront with their arms crossed.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230927-ValenciaBikeway-004-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Yaser Awadalla stands outside Nizario’s Pizza, a pizza shop he owns, on Valencia Street in San Francisco on Sept. 27, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Next door, at Taqueria La Cumbre, cashier Duvan Duran says sales are down, too. He blames the loss of metered spots.\u003c/p>\n\u003cp>As part of the pilot, the city took away 71 metered spots and replaced many with a new type of dual-use loading zone. From 8 a.m. to 6 p.m., those spots are for commercial loading, but from 6–10 p.m., it can be used for 5-minute loading by anyone. This zone is partly intended to accommodate app-based deliveries and ride hailing, according to SFMTA.\u003c/p>\n\u003cp>“The construction workers don’t come in their trucks to eat. The painters don’t come in a group and eat. People now have five minutes to park and eat. I don’t think that’s enough time,” Duran said.\u003c/p>\n\u003cp>He wants the city to extend the amount of time people can park and reduce the amount people need to pay.\u003c/p>\n\u003cp>“Look at today. I mean, the weather is nice. There’s a lot of restaurants over here, but there’s nobody here, because it’s hard to find parking,” said Miguel Ramirez, owner of Los Amigos restaurant, which was empty when he spoke with me on a recent sunny afternoon.\u003c/p>\n\u003cfigure id=\"attachment_11962329\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-full wp-image-11962329\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg\" alt=\"A person wearing a hat stands behind a bar.\" width=\"2000\" height=\"1333\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED.jpg 2000w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/09/230921-ValenciaBikeway-006-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Miguel Ramírez, an employee at Los Amigos restaurant, looks out the window of the restaurant on Valencia Street in San Francisco’s Mission District on Sept. 21, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Ramirez said he welcomes the new center bikeway — but not at the cost of dealing with the new loading zones. This fall, he and fellow restaurant owners plan to ask the city to remove the new bikeway at a future SFMTA meeting. But he doubted that the city would go through with this approach.\u003c/p>\n\u003cp>“It will be hard because they already spent the money, and they already put the lane in the middle,” Ramirez said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"radiolab": {
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"reveal": {
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},
"rightnowish": {
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"title": "Rightnowish",
"tagline": "Art is where you find it",
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"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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"imageURL": "https://cdn.kqed.org/wp-content/uploads/2026/10/Nav-News-Nov2026ElectionCoverage@2x-7bd4aad4.png",
"description": "Get informed in minutes with our Voter Guide for California’s November 3 election."
},
"podcasts-radio": {},
"video-tv": {},
"events": {},
"support": {}
}
}
}
