tv [untitled] October 5, 2012 10:30am-11:00am PDT
incentive to do the right thing. but it shouldn't be the only thing. i would love to be working on efforts compaigns, where biking is legitimized, and the infrastructure and other great programs here at the m.t.a. meanwhile, when people do something disrespectful or dangerous, they are given a cost, whether it be a ticket or something more. >> and really quickly to address the bicycle licensing issue. the trick is we don't have the authority to license bicyclists. we can license their bicycles, and that has been done in davis, but the administrative costs outweighs the benefit. but having said that, we have to do something about it. and i think that the best enforcement compaigns -- right now it happens on a complaint-driven basis an at the discretion of the local stations.
if we want to do something that has a big impact, we need to do something that is very public, that is coherent, that looks like -- we actually create a memo every year where we think bicycle infractions ought to be enforced. i think it should be paired with the carrot. so the stick and the carrot are both sort of right there in people's consciousness. i will say -- i've heard from people that new bicyclists out on the road are seeing this bad behavior and mimicking it. the research from davis, new bicyclists say their number one and two fears are cars and other bicyclists. so when new bicyclists see other people behaving badly, they don't mimic the behavior. they stop bicycling. it is important we go about it in a conscious way. what we've been doing to date hasn't been as effective as we would like.
we need something more thoughtful that has the carrot and the stick. in a public way & intentional weigh so we can explain what we're doing and why. i think we have the data to do that. >> so on the other topics, i'll try to be brief. brief. you said infrastructure is the key. that is one of the two take-home points i got from the two presentations. and we see evidence of real sort of concentration of the injury-accidents on market street. we talked about this before. i know there are other projects in the pipeline. i'll try to make it a simple question: do you think the closure of market street to private vehicles or the relative closure of market street to private vehicles, would significantly alleviate those injury accidents? >> i do believe so. we see in the pilot efforts of lowering the number of car use at certain intersections,
like 10th and 6th, you've seen not only more people biking and walking, but fewer collisions between motorists and peekinpeople walking and biking. >> that adds to the list of reason to look at the market street as for safety, which is another one. that chart is very compelling. the second take-away i had is that you said the danish people said they have five-fold bike rentals, and everything says more people are biking. i heard from you over lunch, i wish there were more parking spaces. but i really haven't heard anything else. are we, as an agency, learning from the danes and preparing or at least catching up to this biking onslaught with proper parking spaces? >> our program is request-driven. it is one of our great hopes we can get to a place where we're more
proactive. instead of answering requests right now, we're overwhelmed with requests. we're trying to get out there as quickly as we can. we have one planner who works on this program, and in livable streets, and it is really a funding question. that one position is able to meet or almost meet the demand, but not able to get into proactive mode. so we have two efforts under way. one is a strategy for long-term bike parking that we're doing over the next six months, and our other one is the bike transit integration, which is going to address bike parking. beyond that, we would love to get into the proactive mode. we think we've been able to grow bicycle parking, and we've almost caught uf, post-injunction with all of the requests, but there is just a lot more we could be doing, and we're really taking v.of -- advantage of every last dime to do that work. we're kind of at our
limit, and our limit is just keeping up with requests. >> and i suppose part of that would be collaborating with businesses, if it is really true that biking costumers spend more money than driving costumers. maybe businesses would have a reason to fund their own parking. >> we're trying to make it easier for them to do that. >> my final question, and i'm sorry for taking such a long time, but something that you said gave me an idea. i have biked from my house to work before. there is just know way it is as efficient as taking the metro, so i will continue to take the metro. i'm sure that makes mr. hayley happy. the interesting thing about muni riders, unlike going to a giants' game and going out into the public and trying to convince people to change their commute from whatever they're doing to biking, a muni rider, you know where that person starts and you have a pretty good idea about where they stop. i just wonder if we, not to take away from our muni
traffic, but if people would rather bike and they lower traffic, if identified those stops and those areas where our muni riders would have a good and efficient biking alternative, and targeted those stops and routes just to let people know, hey, you're riding this bike as -- you know, ed rides to work every morning, and he could take a bike and say here is how you can ride a bike to work and it would be really easy. we have sort of a known quantity at the bus stop. i just wonder if just telling people the routes that exist, especially as we build them, and how they're flat and have safety designs, just so people know there is the biking alternative. that might encourage more people to take their bike. >> one more question -- i'm sorry, go ahead.
>> i'm really disappointed to see that market and octavia still leads the list after all of the efforts. it used to be cars turning east -- is that what it is now, still? it seems like it is harder to do, for sure. >> it is right hooks, so it is illegal right hooks, is what is happening. so right-hook collision is where the bicyclist is going straight and the motorist is going straight in front of them, and there is a broadside. yes, turning right illegally on to the freeway there. that's the issue, and there is probably -- there is probably a handful of things that are left that we could try, short of getting rid of that separated bikeway, and enforcing bicyclists to get back into mixed flow. we have in our c.i.p. money, now, for the first time, for spot improvements, a dedicated stream that will come from prop "k" and other places,
>> what we see out there in terms of raw numbers isn't telling us the full story. the near misses and the conflicts, and the road rage that results from that location is extremely challenging for us. our oakenfeld project -- you'll see it next month, and it does focus on those three blocks, going in each direction. but we also note we're on track to already have over a million bicyclists ride past that spot this year. which beats where we were last year. so we know that bicycling is extremely popular and growing. and short of closing one
of those driveways, into the gas station, which is difficult, we have to just keep trying different things and new approaches to the design. because it is clearly a location, where whatever we do there will have a huge benefit because of the pure number of people bicycling past there. >> it's a very tough area. >> yes. >> be careful. >> thank you. >> thank you so much, both leah and cheryl. i want to reiterate a couple of things, and malcolm, i didn't mean to jump on you, but i'm sensitive to the fact we don't want to put the onus on the bike coalition. >> the next time you come after me, ring the bell. >> i want to remind everybody we spend 60 to 70 years en kun encouraging people to drive their cars. there aren't a lot of people you find who are
frightened to drive a car in san francisco. they may hate it, but they're not frightened by it. but we have people who are frightened to ride a bike in san francisco. we put a lot of time, a lot of money, and a lot of street space into encouraging cars. now we need to take some of that time, money, and street space, and put it towards transit and put it towards bicycles. it is going to take us a little while. we're at 3.5%, and we could probably expect a 10%, 15% boost when we get our bike share. >> in the location where we do it. >> where we put it. >> so if there were city-wide, we would still only be at 13% or 18.5%, and we need to get to 20% of trips. i'm hoping that we have roadmap that is available or that's under discussion, or that's in the planning stages of how we're going to get to that
20%. we have transit lanes where they're okay for taxis. technically, it seems that bikes aren't supposed to be in that transit lane. and every time my husband goes to work he rides to work on mission street. it sounds like we may be leaving our cyclists in a legally transit position, by not specifically saying bikes are okay. it is totally unclear to me what the legal position of the city should be around those transit lanes. are taxis really allowed in them under the california vehicle code? could we legally allow bicycles in them under the california vehicle code. our rapid bus network doubled up on a lot of bike routes. i know we did get -- i got the memo, thank you -- on
sustainable street division on post and sutter, and where we need to go with bikes and transit. but we do need to figure that out. we, even more quickly than that, need to figure out what is the cyclists legal position. for me, that's an extremely personal position, because i ride them, and people i know and love ride them, and i don't want to hear about a cyclist being injured and being told they have no recourse because they're not legally allowed in that lane. it is an odd situation.roadmap t easier to get a roadmap to get to that 20%. >> thank you very much. any public members? >> yes, you have link electronics, inc. model number: pdr-885 software version: 3.0c
i think that would be a good way of ensuring a safe bicycling. and the thing is once -- one thing that does happen when bicyclists get injured, i'm sure a lot of them have gone through the red deer. red light. some driver is probably driving under the influence and you have a collision. that's one aspect of going through the red light. i think it is very important to do this for the safety of pedestrians, and also for the
bicyclists as well. yes, i think some regulation is in order so you do have a mutual respect for the pedestrian, the bicyclists, the motorist, and the transit driver who might collide with the bicycle. i think it is very encouraging. i think the danish example is good. because in denmark, i'm sure there is a respect for pedestrians. i would like to compliment council member cheryl because i've seen her walk the bicycle on the sidewalk. i'm sure she obeys the laws. what i would like to see diminished is when buys bicyclists go through the red light, and they make
aan obscene gesture and told where to go. i've seen where bicyclists are dragged from their bikes and beaten up by irate pedestrians. and we want to put a stop to that. >> thank you. this is followed by robin brasso. >> good afternoon, board, my name is dennis valins. i'm a bicyclist here in san francisco who happens to make my living driving a cab. it gives me a unique perspective because i'm able to see two sides of the issue. one, when i'm on my way to work, or when i'm going to see a show, or the other side, when i'm at work. there are three areas i would like to talk about and some ideas that i have to improve safety. the first is market and octavia, which was mentioned earlier. it is an accident waiting to happen the way it is set up now. an idea i've always had,
which i thought would be really cool, which reminds me of some things they do in davis, with signage, is a long, gradual, sloping bicycle over pass on the inbound side of market for the bicyclists to use to go over the freeway ramp, and drop them off before valencia. and have a bicycling motif link electronics, inc. model number: pdr-885 software version: 3.0c