Richmond Bridge Bike Path Has an Amazing View — and an Uncertain Future
SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway
Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway
The Night That Changed San Francisco Cycling Forever
A Park for People, Not Cars
A Breathtaking New Bike Path and What It Might Mean for Future Commuters
San Francisco to Get 20 New Miles of Protected Bike Lanes, Mayor Says on Bike to Work Day
Bike to Work Day: Tips for a Smoother Commute (From KQED's Experts)
Paul Sherwen, Cycling Broadcaster and a Voice of the Tour de France, Dies at 62
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He was chosen for a spring 2017 residency at the Mesa Refuge to advance his research on California salmon.\r\n\r\nEmail Dan at: \u003ca href=\"mailto:dbrekke@kqed.org\">dbrekke@kqed.org\u003c/a>\r\n\r\n\u003cstrong>Twitter:\u003c/strong> \u003ca href=\"https://twitter.com/danbrekke\" rel=\"noopener noreferrer\">twitter.com/danbrekke\u003c/a>\r\n\u003cstrong>Facebook:\u003c/strong> \u003ca href=\"https://www.facebook.com/danbrekke\" rel=\"noopener noreferrer\">www.facebook.com/danbrekke\u003c/a>\r\n\u003cstrong>LinkedIn:\u003c/strong> \u003ca href=\"https://www.linkedin.com/in/danbrekke\" rel=\"noopener noreferrer\">www.linkedin.com/in/danbrekke\u003c/a>","avatar":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g","twitter":"danbrekke","facebook":null,"instagram":"https://www.instagram.com/dan.brekke/","linkedin":"https://www.linkedin.com/in/danbrekke/","sites":[{"site":"news","roles":["administrator","create_posts"]},{"site":"stateofhealth","roles":["editor"]},{"site":"science","roles":["editor"]},{"site":"quest","roles":["contributor"]},{"site":"food","roles":["contributor"]},{"site":"forum","roles":["contributor"]},{"site":"liveblog","roles":["editor"]}],"headData":{"title":"Dan Brekke | KQED","description":"KQED Editor and Reporter","ogImgSrc":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g","twImgSrc":"https://secure.gravatar.com/avatar/c8126230345efca3f7aa89b1a402be45?s=600&d=mm&r=g"},"isLoading":false,"link":"/author/danbrekke"},"markfiore":{"type":"authors","id":"3236","meta":{"index":"authors_1591205172","id":"3236","found":true},"name":"Mark Fiore","firstName":"Mark","lastName":"Fiore","slug":"markfiore","email":"mark@markfiore.com","display_author_email":false,"staff_mastheads":["news"],"title":"KQED News Cartoonist","bio":"\u003ca href=\"http://www.MarkFiore.com\">MarkFiore.com\u003c/a> | \u003ca href=\"https://twitter.com/markfiore\">Follow on Twitter\u003c/a> | \u003ca href=\"https://www.facebook.com/pages/Mark-Fiore-Animated-Political-Cartoons/94451707396?ref=bookmarks\">Facebook\u003c/a> | \u003ca href=\"mailto:mark@markfiore.com\">email\u003c/a>\r\n\r\nPulitzer Prize-winner, Mark Fiore, who the Wall Street Journal has called “the undisputed guru of the form,” creates animated political cartoons in San Francisco, where his work has been featured regularly on the San Francisco Chronicle’s web site, SFGate.com. His work has appeared on Newsweek.com, Slate.com, CBSNews.com, MotherJones.com, DailyKos.com and NPR’s web site. Fiore’s political animation has appeared on CNN, Frontline, Bill Moyers Journal, Salon.com and cable and broadcast outlets across the globe.\r\n\r\nBeginning his professional life by drawing traditional political cartoons for newspapers, Fiore’s work appeared in publications ranging from the Washington Post to the Los Angeles Times. In the late 1990s, he began to experiment with animating political cartoons and, after a short stint at the San Jose Mercury News as their staff cartoonist, Fiore devoted all his energies to animation.\r\nGrowing up in California, Fiore also spent a good portion of his life in the backwoods of Idaho. It was this combination that shaped him politically. Mark majored in political science at Colorado College, where, in a perfect send-off for a cartoonist, he received his diploma in 1991 as commencement speaker Dick Cheney smiled approvingly.\r\nMark Fiore was awarded the Pulitzer Prize for political cartooning in 2010, a Robert F. Kennedy Journalism Award in 2004 and has twice received an Online Journalism Award for commentary from the Online News Association (2002, 2008). Fiore has received two awards for his work in new media from the National Cartoonists Society (2001, 2002), and in 2006 received The James Madison Freedom of Information Award from The Society of Professional Journalists.","avatar":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twitter":"MarkFiore","facebook":null,"instagram":"https://www.instagram.com/markfiore/?hl=en","linkedin":null,"sites":[{"site":"arts","roles":["contributor"]},{"site":"news","roles":["editor"]},{"site":"futureofyou","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Mark Fiore | KQED","description":"KQED News Cartoonist","ogImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/fc4e2a612b15b67bad0c6f0e1db4ca9b?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/markfiore"},"bwatt":{"type":"authors","id":"11238","meta":{"index":"authors_1591205172","id":"11238","found":true},"name":"Brian Watt","firstName":"Brian","lastName":"Watt","slug":"bwatt","email":"bwatt@KQED.org","display_author_email":false,"staff_mastheads":["news"],"title":"Morning News Anchor","bio":"Brian Watt is KQED's morning radio news anchor. He joined the KQED News team in April of 2016. Prior to that, he worked as a Reporter for KPCC in Los Angeles and a producer at \u003cem>Marketplace.\u003c/em>\r\n\r\nDuring eight years at KPCC, Brian covered business and economics, and his work won several awards. In 2008, he won the Los Angeles Press Club’s first-place award for Business and Financial Reporting, Broadcast. He’s also received honorable mention and been first runner up for the Press Club’s Radio Journalist of the Year. He won two Golden Mike awards from the Radio and TV News Association of Southern California.\r\n\r\nBrian holds degrees in theater from Yale University and the Sorbonne, and has worked as an actor in France, Italy, Brazil, Hungary and . . . Hollywood. He appeared in a few television shows, including \u003cem>The West Wing, Judging Amy\u003c/em> and \u003cem>The District.\u003c/em>\r\n\r\nEmail: bwatt@KQED.org Twitter: @RadioBWatt","avatar":"https://secure.gravatar.com/avatar/55393ff57ed34e2be773ba4789dd6a19?s=600&d=blank&r=g","twitter":"@RadioBWatt","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"arts","roles":["contributor"]},{"site":"news","roles":["editor"]}],"headData":{"title":"Brian Watt | KQED","description":"Morning News Anchor","ogImgSrc":"https://secure.gravatar.com/avatar/55393ff57ed34e2be773ba4789dd6a19?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/55393ff57ed34e2be773ba4789dd6a19?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/bwatt"},"mleitsinger":{"type":"authors","id":"11310","meta":{"index":"authors_1591205172","id":"11310","found":true},"name":"Miranda Leitsinger","firstName":"Miranda","lastName":"Leitsinger","slug":"mleitsinger","email":"mleitsinger@KQED.org","display_author_email":false,"staff_mastheads":["news"],"title":"KQED Contributor","bio":"Miranda Leitsinger has worked in journalism as a reporter and editor since 2000, including seven years at The Associated Press in locales such as Cambodia and Puerto Rico, four years at NBC News Digital in New York and 2.5 years at CNN.com International in Hong Kong. Major stories she has covered included sexual abuse in the yoga community, the rise of women in local politics post-2016 election, the struggle over LGBTQ inclusion in the Boy Scouts, aftermath of the 2004 and 2011 tsunamis, the Aurora movie theater attack, the Newtown school shooting, Superstorm Sandy and the Boston Marathon bombing.","avatar":"https://secure.gravatar.com/avatar/cdd00de7be92aab3b7fd3d915e02033d?s=600&d=blank&r=g","twitter":"mimileitsinger","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"arts","roles":["author"]},{"site":"news","roles":["subscriber"]},{"site":"futureofyou","roles":["editor"]},{"site":"stateofhealth","roles":["editor"]}],"headData":{"title":"Miranda Leitsinger | KQED","description":"KQED Contributor","ogImgSrc":"https://secure.gravatar.com/avatar/cdd00de7be92aab3b7fd3d915e02033d?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/cdd00de7be92aab3b7fd3d915e02033d?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/mleitsinger"},"parcuni":{"type":"authors","id":"11368","meta":{"index":"authors_1591205172","id":"11368","found":true},"name":"Peter Arcuni","firstName":"Peter","lastName":"Arcuni","slug":"parcuni","email":"parcuni@KQED.org","display_author_email":false,"staff_mastheads":["science"],"title":"Reporter","bio":"Peter reports radio and online stories for \u003cem>KQED Science\u003c/em>. His work has also appeared on the \u003cem>The California Report\u003c/em> morning show and \u003cem>KQED News\u003c/em>. His production credits include \u003cem>The California Report, The California Report Magazine\u003c/em> and KQED's local news podcast \u003cem>The Bay\u003c/em>. Other credits include NPR's \u003cem>All Things Considered\u003c/em>, WNYC's \u003cem>Science Friday\u003c/em>, WBUR's \u003cem>Here & Now\u003c/em>, WIRED and SFGate. Peter graduated from Brown University and earned a master's degree in journalism from Stanford. He's covered everything from homelessness to wildfires, health, the environment, arts and Thanksgiving in San Quentin prison. In other lives, he played rock n roll music and studied neuroscience. You can email him at: parcuni@kqed.org","avatar":"https://secure.gravatar.com/avatar/d5032f6f27199d478af34ad2e1d98732?s=600&d=blank&r=g","twitter":"peterarcuni","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"news","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Peter Arcuni | KQED","description":"Reporter","ogImgSrc":"https://secure.gravatar.com/avatar/d5032f6f27199d478af34ad2e1d98732?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/d5032f6f27199d478af34ad2e1d98732?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/parcuni"},"adahlstromeckman":{"type":"authors","id":"11785","meta":{"index":"authors_1591205172","id":"11785","found":true},"name":"Azul Dahlstrom-Eckman","firstName":"Azul","lastName":"Dahlstrom-Eckman","slug":"adahlstromeckman","email":"adahlstrom-eckman@kqed.org","display_author_email":true,"staff_mastheads":[],"title":"Weekend News Editor","bio":"Azul is the Weekend News Editor at KQED, responsible for overseeing radio and digital news on the weekends. He joined KQED in 2021 as an alumna of KALW's Audio Academy radio journalism training program. He was born and raised on Potrero Hill in San Francisco and holds a B.A. in Environmental Studies from the University of Oregon.","avatar":"https://secure.gravatar.com/avatar/99c0cfc680078897572931b34e941e1e?s=600&d=blank&r=g","twitter":"@zuliemann","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"arts","roles":["editor"]},{"site":"news","roles":["editor"]},{"site":"science","roles":["editor"]}],"headData":{"title":"Azul Dahlstrom-Eckman | KQED","description":"Weekend News Editor","ogImgSrc":"https://secure.gravatar.com/avatar/99c0cfc680078897572931b34e941e1e?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/99c0cfc680078897572931b34e941e1e?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/adahlstromeckman"}},"breakingNewsReducer":{},"campaignFinanceReducer":{},"firebase":{"requesting":{},"requested":{},"timestamps":{},"data":{},"ordered":{},"auth":{"isLoaded":false,"isEmpty":true},"authError":null,"profile":{"isLoaded":false,"isEmpty":true},"listeners":{"byId":{},"allIds":[]},"isInitializing":false,"errors":[]},"navBarReducer":{"navBarId":"news","fullView":true,"showPlayer":false},"navMenuReducer":{"menus":[{"key":"menu1","items":[{"name":"News","link":"/","type":"title"},{"name":"Politics","link":"/politics"},{"name":"Science","link":"/science"},{"name":"Education","link":"/educationnews"},{"name":"Housing","link":"/housing"},{"name":"Immigration","link":"/immigration"},{"name":"Criminal Justice","link":"/criminaljustice"},{"name":"Silicon Valley","link":"/siliconvalley"},{"name":"Forum","link":"/forum"},{"name":"The California Report","link":"/californiareport"}]},{"key":"menu2","items":[{"name":"Arts & Culture","link":"/arts","type":"title"},{"name":"Critics’ Picks","link":"/thedolist"},{"name":"Cultural Commentary","link":"/artscommentary"},{"name":"Food & Drink","link":"/food"},{"name":"Bay Area Hip-Hop","link":"/bayareahiphop"},{"name":"Rebel Girls","link":"/rebelgirls"},{"name":"Arts Video","link":"/artsvideos"}]},{"key":"menu3","items":[{"name":"Podcasts","link":"/podcasts","type":"title"},{"name":"Bay Curious","link":"/podcasts/baycurious"},{"name":"Rightnowish","link":"/podcasts/rightnowish"},{"name":"The Bay","link":"/podcasts/thebay"},{"name":"On Our Watch","link":"/podcasts/onourwatch"},{"name":"Mindshift","link":"/podcasts/mindshift"},{"name":"Consider This","link":"/podcasts/considerthis"},{"name":"Political Breakdown","link":"/podcasts/politicalbreakdown"}]},{"key":"menu4","items":[{"name":"Live Radio","link":"/radio","type":"title"},{"name":"TV","link":"/tv","type":"title"},{"name":"Events","link":"/events","type":"title"},{"name":"For Educators","link":"/education","type":"title"},{"name":"Support KQED","link":"/support","type":"title"},{"name":"About","link":"/about","type":"title"},{"name":"Help Center","link":"https://kqed-helpcenter.kqed.org/s","type":"title"}]}]},"pagesReducer":{},"postsReducer":{"stream_live":{"type":"live","id":"stream_live","audioUrl":"https://streams.kqed.org/kqedradio","title":"Live Stream","excerpt":"Live Stream information currently unavailable.","link":"/radio","featImg":"","label":{"name":"KQED Live","link":"/"}},"stream_kqedNewscast":{"type":"posts","id":"stream_kqedNewscast","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/newscast.mp3?_=1","title":"KQED Newscast","featImg":"","label":{"name":"88.5 FM","link":"/"}},"news_11971935":{"type":"posts","id":"news_11971935","meta":{"index":"posts_1591205157","site":"news","id":"11971935","score":null,"sort":[1704830426000]},"guestAuthors":[],"slug":"richmond-bridge-bike-path-has-an-amazing-view-and-an-uncertain-future","title":"Richmond Bridge Bike Path Has an Amazing View — and an Uncertain Future","publishDate":1704830426,"format":"standard","headTitle":"Richmond Bridge Bike Path Has an Amazing View — and an Uncertain Future | KQED","labelTerm":{"site":"news"},"content":"\u003cp>Regional transportation officials face a key deadline this year about the future of the Richmond-San Rafael Bridge — whose pedestrian-bike path is part of a four-year pilot. This pilot is now over, and Bay Area transportation officials must decide whether to keep, change, or scrap it amid long-standing concerns over a traffic bottleneck that some blame on the path.\u003c/p>\n\u003cp>The issue has ignited a debate between Bay Area business leaders, who have been lobbying aggressively to address traffic jams leading to the bridge, and many cyclists, like Najari Smith, who has led calls to make the bike path on the bridge’s upper deck of the bridge permanent. [pullquote size=\"medium\" align=\"right\" citation=\"Najari Smith, founder and executive director, Rich City Rides\"]‘I believe that everybody should have access to getting where they need to go without being dependent on a car to get there.’[/pullquote]“I believe that everybody should have access to getting where they need to go without being dependent on a car to get there,” said Smith, founder and executive director of Rich City Rides, a nonprofit that promotes biking in Richmond.\u003c/p>\n\u003cp>According to \u003ca href=\"https://reports.mysidewalk.com/3374a0ca74\">Metropolitan Transportation Committee data\u003c/a>, an average of 86 cyclists and 15 pedestrians use the path every weekday (that number rises to 237 cyclists and 23 pedestrians on the weekend), while during weekday morning rush hour, an average of 3,000 westbound drivers an hour cross the bridge. Studies led by a team of researchers at UC Berkeley show that backups happen often, beginning around 3 miles before the toll plaza in Richmond, slowing traffic to a crawl.\u003c/p>\n\u003cp>In response, the Bay Area Council, a coalition representing over 300 of the largest employers in the Bay Area, including private companies like Amazon and public agencies like the San Francisco Public Utilities Commission, is proposing adding a bike and pedestrian path to the bridge’s lower deck.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>John Grubb, the council’s chief operating officer, said that change would relieve congestion for morning commuters on the westbound upper deck.\u003c/p>\n\u003cp>“If we’re able to do that, then the backup that happens in the Richmond side would go away,” he said.\u003c/p>\n\u003cp>The council’s proposal calls for moving the “zipper” barrier that separates the upper-deck bike lane from vehicle traffic on weekday mornings to create a third westbound traffic lane.\u003c/p>\n\u003cfigure id=\"attachment_11971764\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971764\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg\" alt=\"A bright yellow sign with the image of a bicycle on it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign cautioning bikers of a steep decline on the upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A new zipper barrier on the lower deck would be deployed to allow cyclists and pedestrians to cross the bridge when the upper-deck path is closed, then moved aside to accommodate eastbound drivers during the afternoon and evening commute.\u003c/p>\n\u003cp>The council sees this configuration — in which one deck of the bridge would always be open to bicycles and pedestrians — as a grand compromise. Lanes would be devoted to vehicles when most drivers are on the road while maintaining 24/7 access for active transportation.\u003c/p>\n\u003cp>The council is emboldened by the results of another pilot project on the bridge. In April 2018, bridge officials opened the eastbound shoulder lane on the lower deck to vehicle traffic during the afternoon rush hour back to the East Bay from Marin County, increasing the number of lanes on that deck from two to three. Studies of the change found that travel times from northbound U.S. 101 in Marin to the toll plaza in Richmond decreased by 14 minutes.\u003c/p>\n\u003cp>Grubb sees this as clear evidence that opening a third lane to vehicle traffic on the upper deck during the morning rush hour would yield the same benefits.\u003c/p>\n\u003cp>Staff at the Metropolitan Transportation Commission warn that improvements to the freeway on the Marin side of the bridge would be needed for this plan to be feasible.\u003c/p>\n\u003cfigure id=\"attachment_11971909\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971909\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond-San Rafael Bridge on Jan. 8, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If we convert a shoulder on the upper deck to a third lane, what we’re really doing is moving the choke point from the toll plaza [in Richmond] to the west end of the bridge,” said Lisa Klein, a staff member of the Metropolitan Transportation Commission during a November 2023 meeting of the Bay Area Toll Authority.\u003c/p>\n\u003cp>A 2020 study by the Transportation Authority of Marin estimated that if the third lane is opened, it would take $70 million to $90 million to address the new bottleneck and improve travel times for drivers headed to northbound U.S. 101. But the study notes this would do nothing to help drivers heading to southbound 101, towards San Francisco. To expedite travel times in both directions, the total price tag comes to as much as $310 million, according to a staff report by the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Opening the westbound upper deck to more traffic could also undo the travel time reductions currently being seen on the eastbound lower deck during the afternoon commute, when the shoulder lane is opened to traffic, according to Francois Dion, senior research engineer at the UC Berkeley PATH Program, which Caltrans commissioned to study the traffic impacts of the pilot. [pullquote size=\"medium\" align=\"right\" citation=\"Francois Dion, senior research engineer, UC Berkeley PATH Program\"]‘If you make travel going from Richmond to Marin easier, then it may increase traffic going that way, but it may increase traffic coming back, as well.’[/pullquote]Dion said it’s possible that opening a third lane to traffic on the upper deck could \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/esta/images/sb-743-infographic.png\">induce demand\u003c/a>. If you widen a road, it will temporarily reduce congestion, which incentivizes more people to drive. Eventually, you’ll end up with the same or more congestion, only now with more cars on the road.\u003c/p>\n\u003cp>“If you make travel going from Richmond to Marin easier, then it may increase traffic going that way, but it may increase traffic coming back, as well,” Dion said.\u003c/p>\n\u003cp>There are several other issues regarding the council’s proposal. The bridge would likely need to be strengthened to accommodate the added load of shifting barriers on a two-path bridge, and state environmental laws would require an analysis to determine if the proposal would increase the total “vehicle miles traveled” on the bridge — a metric that measures the total amount of distance traveled by motor vehicles in an area over a period of time.\u003c/p>\n\u003cp>“If the lane were found to increase vehicle miles traveled, we would need to provide mitigation for that, and that would increase the cost for a third lane,” Klein said. “But a high occupancy vehicle lane is less likely to have an impact on VMT than a general purpose lane.”\u003c/p>\n\u003cp>The council also claims that their proposal will help alleviate the poor air quality that plagues residents of the city of Richmond — home to a coal terminal, an oil refinery, railroads and highways, as well as various other heavy industries.\u003c/p>\n\u003cfigure id=\"attachment_11971763\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg\" alt=\"A bike lane on a large bridge on which cars are also driving.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to a \u003ca href=\"https://www.psehealthyenergy.org/wp-content/uploads/2023/04/Richmond-Air-Monitoring-Network_Final-Report.pdf\">2022 study\u003c/a> by PSE Healthy Energy, fine particulate matter concentrations “were generally elevated and hovered around or exceeded the federal National Ambient Air Quality Standards 3-year annual average in many Richmond-San Pablo neighborhoods.”\u003c/p>\n\u003cp>Grubb said that a third lane would reduce congestion and, therefore, improve air quality and its associated health impacts on Richmond residents.\u003c/p>\n\u003cp>“Air pollution is a big concern everywhere, but in particular, it’s a big concern in Richmond,” he added. [pullquote size=\"medium\" align=\"right\" citation=\"John Grubb, chief operating officer, Bay Area Council\"]‘Air pollution is a big concern everywhere, but in particular, it’s a big concern in Richmond.’[/pullquote]But Metropolitan Transportation Commission staff have said congestion isn’t the biggest contributor to fine particulate air pollution — it’s the amount of cars on the road.\u003c/p>\n\u003cp>“The majority of particulate matter in the Richmond community as elsewhere in the Bay Area is from road dust, brake wear, and tire wear, these are non-exhaust emissions,” said Klein of the MTC during the November meeting of the Bay Area Toll Authority Oversight Committee. “Reducing congestion on 580 is not, in fact, likely to significantly reduce the vehicle emissions that most impact health in the community. If a third lane were to increase Vehicle Miles Traveled or truck traffic, harmful emissions could increase.”\u003c/p>\n\u003cp>Tproject’s high costect and the unknown outcomes raise doubts for cyclists like Najari Smith of Rich City Rides.\u003c/p>\n\u003cp>“I would need to see a study that shows that this thing that they want to do is actually going to create improvements that will impact people’s lives and that it connects with the price tag that’s placed on it in order to do that,” he said. [aside label='More on Cycling' tag='cycling']Both the Metropolitan Transportation Commission and Caltrans are working on a scope, schedule, and budget for studies and potential pilots of adding another path to the Richmond-San Rafael Bridge.\u003c/p>\n\u003cp>Other changes with the potential to reduce morning traffic are already underway on the westbound approach of the bridge. The Bay Area Toll Authority plans to remove the toll booths at the toll plaza and extend a high-occupancy vehicle/bus lane on the approach to the bridge.\u003c/p>\n\u003cp>In the long term, UC Berkeley is also studying the continued traffic impacts of the bridge’s bike path pilot. The Metropolitan Transportation Commission is expected to review that study sometime this summer. (According to Francois Dion with the UC Berkeley PATH Program, his research so far indicates that the creation of the path has not worsened congestion.)\u003c/p>\n\u003cp>Smith said more could be done to improve the existing path and encourage more people to use it. He points out there are no bathrooms, water fountains or lights on the path for evening travel.\u003c/p>\n\u003cp>Although cyclist numbers on the bridge pale in comparison to drivers, there is a passionate cohort of riders who support the bridge path. In November 2023, on the fourth anniversary of the path opening, over 1,300 cyclists rode on the bridge, some as part of a ride organized by Rich City.\u003c/p>\n\u003cp>“You know, how can we activate the bridge more? Because it really is a beautiful asset,” said Smith, noting the majestic views from the bridge.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"Cyclists and a business group are at odds over how to reduce traffic jams while keeping the Richmond-San Rafael Bridge bike-friendly.","status":"publish","parent":0,"modified":1704994773,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":32,"wordCount":1771},"headData":{"title":"Richmond Bridge Bike Path Has an Amazing View — and an Uncertain Future | KQED","description":"Cyclists and a business group are at odds over how to reduce traffic jams while keeping the Richmond-San Rafael Bridge bike-friendly.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Richmond Bridge Bike Path Has an Amazing View — and an Uncertain Future","datePublished":"2024-01-09T20:00:26.000Z","dateModified":"2024-01-11T17:39:33.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"audioUrl":"https://traffic.omny.fm/d/clips/0af137ef-751e-4b19-a055-aaef00d2d578/ffca7e9f-6831-41c5-bcaf-aaef00f5a073/0eae14f9-9b2d-4a81-81e7-b0f301156f4b/audio.mp3","sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11971935/richmond-bridge-bike-path-has-an-amazing-view-and-an-uncertain-future","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Regional transportation officials face a key deadline this year about the future of the Richmond-San Rafael Bridge — whose pedestrian-bike path is part of a four-year pilot. This pilot is now over, and Bay Area transportation officials must decide whether to keep, change, or scrap it amid long-standing concerns over a traffic bottleneck that some blame on the path.\u003c/p>\n\u003cp>The issue has ignited a debate between Bay Area business leaders, who have been lobbying aggressively to address traffic jams leading to the bridge, and many cyclists, like Najari Smith, who has led calls to make the bike path on the bridge’s upper deck of the bridge permanent. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘I believe that everybody should have access to getting where they need to go without being dependent on a car to get there.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Najari Smith, founder and executive director, Rich City Rides","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“I believe that everybody should have access to getting where they need to go without being dependent on a car to get there,” said Smith, founder and executive director of Rich City Rides, a nonprofit that promotes biking in Richmond.\u003c/p>\n\u003cp>According to \u003ca href=\"https://reports.mysidewalk.com/3374a0ca74\">Metropolitan Transportation Committee data\u003c/a>, an average of 86 cyclists and 15 pedestrians use the path every weekday (that number rises to 237 cyclists and 23 pedestrians on the weekend), while during weekday morning rush hour, an average of 3,000 westbound drivers an hour cross the bridge. Studies led by a team of researchers at UC Berkeley show that backups happen often, beginning around 3 miles before the toll plaza in Richmond, slowing traffic to a crawl.\u003c/p>\n\u003cp>In response, the Bay Area Council, a coalition representing over 300 of the largest employers in the Bay Area, including private companies like Amazon and public agencies like the San Francisco Public Utilities Commission, is proposing adding a bike and pedestrian path to the bridge’s lower deck.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>John Grubb, the council’s chief operating officer, said that change would relieve congestion for morning commuters on the westbound upper deck.\u003c/p>\n\u003cp>“If we’re able to do that, then the backup that happens in the Richmond side would go away,” he said.\u003c/p>\n\u003cp>The council’s proposal calls for moving the “zipper” barrier that separates the upper-deck bike lane from vehicle traffic on weekday mornings to create a third westbound traffic lane.\u003c/p>\n\u003cfigure id=\"attachment_11971764\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971764\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg\" alt=\"A bright yellow sign with the image of a bicycle on it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-04-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign cautioning bikers of a steep decline on the upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A new zipper barrier on the lower deck would be deployed to allow cyclists and pedestrians to cross the bridge when the upper-deck path is closed, then moved aside to accommodate eastbound drivers during the afternoon and evening commute.\u003c/p>\n\u003cp>The council sees this configuration — in which one deck of the bridge would always be open to bicycles and pedestrians — as a grand compromise. Lanes would be devoted to vehicles when most drivers are on the road while maintaining 24/7 access for active transportation.\u003c/p>\n\u003cp>The council is emboldened by the results of another pilot project on the bridge. In April 2018, bridge officials opened the eastbound shoulder lane on the lower deck to vehicle traffic during the afternoon rush hour back to the East Bay from Marin County, increasing the number of lanes on that deck from two to three. Studies of the change found that travel times from northbound U.S. 101 in Marin to the toll plaza in Richmond decreased by 14 minutes.\u003c/p>\n\u003cp>Grubb sees this as clear evidence that opening a third lane to vehicle traffic on the upper deck during the morning rush hour would yield the same benefits.\u003c/p>\n\u003cp>Staff at the Metropolitan Transportation Commission warn that improvements to the freeway on the Marin side of the bridge would be needed for this plan to be feasible.\u003c/p>\n\u003cfigure id=\"attachment_11971909\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971909\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240108-RSR-BIKE-LANE-MD-07-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Richmond-San Rafael Bridge on Jan. 8, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If we convert a shoulder on the upper deck to a third lane, what we’re really doing is moving the choke point from the toll plaza [in Richmond] to the west end of the bridge,” said Lisa Klein, a staff member of the Metropolitan Transportation Commission during a November 2023 meeting of the Bay Area Toll Authority.\u003c/p>\n\u003cp>A 2020 study by the Transportation Authority of Marin estimated that if the third lane is opened, it would take $70 million to $90 million to address the new bottleneck and improve travel times for drivers headed to northbound U.S. 101. But the study notes this would do nothing to help drivers heading to southbound 101, towards San Francisco. To expedite travel times in both directions, the total price tag comes to as much as $310 million, according to a staff report by the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Opening the westbound upper deck to more traffic could also undo the travel time reductions currently being seen on the eastbound lower deck during the afternoon commute, when the shoulder lane is opened to traffic, according to Francois Dion, senior research engineer at the UC Berkeley PATH Program, which Caltrans commissioned to study the traffic impacts of the pilot. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘If you make travel going from Richmond to Marin easier, then it may increase traffic going that way, but it may increase traffic coming back, as well.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Francois Dion, senior research engineer, UC Berkeley PATH Program","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Dion said it’s possible that opening a third lane to traffic on the upper deck could \u003ca href=\"https://dot.ca.gov/-/media/dot-media/programs/esta/images/sb-743-infographic.png\">induce demand\u003c/a>. If you widen a road, it will temporarily reduce congestion, which incentivizes more people to drive. Eventually, you’ll end up with the same or more congestion, only now with more cars on the road.\u003c/p>\n\u003cp>“If you make travel going from Richmond to Marin easier, then it may increase traffic going that way, but it may increase traffic coming back, as well,” Dion said.\u003c/p>\n\u003cp>There are several other issues regarding the council’s proposal. The bridge would likely need to be strengthened to accommodate the added load of shifting barriers on a two-path bridge, and state environmental laws would require an analysis to determine if the proposal would increase the total “vehicle miles traveled” on the bridge — a metric that measures the total amount of distance traveled by motor vehicles in an area over a period of time.\u003c/p>\n\u003cp>“If the lane were found to increase vehicle miles traveled, we would need to provide mitigation for that, and that would increase the cost for a third lane,” Klein said. “But a high occupancy vehicle lane is less likely to have an impact on VMT than a general purpose lane.”\u003c/p>\n\u003cp>The council also claims that their proposal will help alleviate the poor air quality that plagues residents of the city of Richmond — home to a coal terminal, an oil refinery, railroads and highways, as well as various other heavy industries.\u003c/p>\n\u003cfigure id=\"attachment_11971763\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11971763\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg\" alt=\"A bike lane on a large bridge on which cars are also driving.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/01/240103-RSR-BIKE-LANE-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The upper deck of the Richmond-San Rafael Bridge on Jan. 3, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to a \u003ca href=\"https://www.psehealthyenergy.org/wp-content/uploads/2023/04/Richmond-Air-Monitoring-Network_Final-Report.pdf\">2022 study\u003c/a> by PSE Healthy Energy, fine particulate matter concentrations “were generally elevated and hovered around or exceeded the federal National Ambient Air Quality Standards 3-year annual average in many Richmond-San Pablo neighborhoods.”\u003c/p>\n\u003cp>Grubb said that a third lane would reduce congestion and, therefore, improve air quality and its associated health impacts on Richmond residents.\u003c/p>\n\u003cp>“Air pollution is a big concern everywhere, but in particular, it’s a big concern in Richmond,” he added. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Air pollution is a big concern everywhere, but in particular, it’s a big concern in Richmond.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"John Grubb, chief operating officer, Bay Area Council","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>But Metropolitan Transportation Commission staff have said congestion isn’t the biggest contributor to fine particulate air pollution — it’s the amount of cars on the road.\u003c/p>\n\u003cp>“The majority of particulate matter in the Richmond community as elsewhere in the Bay Area is from road dust, brake wear, and tire wear, these are non-exhaust emissions,” said Klein of the MTC during the November meeting of the Bay Area Toll Authority Oversight Committee. “Reducing congestion on 580 is not, in fact, likely to significantly reduce the vehicle emissions that most impact health in the community. If a third lane were to increase Vehicle Miles Traveled or truck traffic, harmful emissions could increase.”\u003c/p>\n\u003cp>Tproject’s high costect and the unknown outcomes raise doubts for cyclists like Najari Smith of Rich City Rides.\u003c/p>\n\u003cp>“I would need to see a study that shows that this thing that they want to do is actually going to create improvements that will impact people’s lives and that it connects with the price tag that’s placed on it in order to do that,” he said. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"More on Cycling ","tag":"cycling"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Both the Metropolitan Transportation Commission and Caltrans are working on a scope, schedule, and budget for studies and potential pilots of adding another path to the Richmond-San Rafael Bridge.\u003c/p>\n\u003cp>Other changes with the potential to reduce morning traffic are already underway on the westbound approach of the bridge. The Bay Area Toll Authority plans to remove the toll booths at the toll plaza and extend a high-occupancy vehicle/bus lane on the approach to the bridge.\u003c/p>\n\u003cp>In the long term, UC Berkeley is also studying the continued traffic impacts of the bridge’s bike path pilot. The Metropolitan Transportation Commission is expected to review that study sometime this summer. (According to Francois Dion with the UC Berkeley PATH Program, his research so far indicates that the creation of the path has not worsened congestion.)\u003c/p>\n\u003cp>Smith said more could be done to improve the existing path and encourage more people to use it. He points out there are no bathrooms, water fountains or lights on the path for evening travel.\u003c/p>\n\u003cp>Although cyclist numbers on the bridge pale in comparison to drivers, there is a passionate cohort of riders who support the bridge path. In November 2023, on the fourth anniversary of the path opening, over 1,300 cyclists rode on the bridge, some as part of a ride organized by Rich City.\u003c/p>\n\u003cp>“You know, how can we activate the bridge more? Because it really is a beautiful asset,” said Smith, noting the majestic views from the bridge.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11971935/richmond-bridge-bike-path-has-an-amazing-view-and-an-uncertain-future","authors":["11785"],"categories":["news_8"],"tags":["news_18555","news_27626","news_579","news_20477","news_23515","news_20517"],"featImg":"news_11971911","label":"news"},"news_11971747":{"type":"posts","id":"news_11971747","meta":{"index":"posts_1591205157","site":"news","id":"11971747","score":null,"sort":[1704481374000]},"guestAuthors":[],"slug":"sf-officials-say-cycling-is-up-on-valencia-street-not-down-since-installation-of-bikeway","title":"SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway","publishDate":1704481374,"format":"standard","headTitle":"SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway | KQED","labelTerm":{"site":"news"},"content":"\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11962992,news_11941576,news_11755352\"]The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"City transportation officials say they're still studying the impact of a center-running bikeway that merchants and some street-safety advocated have criticized. ","status":"publish","parent":0,"modified":1705430962,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":21,"wordCount":781},"headData":{"title":"SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway | KQED","description":"City transportation officials say they're still studying the impact of a center-running bikeway that merchants and some street-safety advocated have criticized. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway","datePublished":"2024-01-05T19:02:54.000Z","dateModified":"2024-01-16T18:49:22.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"audioUrl":"https://traffic.omny.fm/d/clips/0af137ef-751e-4b19-a055-aaef00d2d578/ffca7e9f-6831-41c5-bcaf-aaef00f5a073/e4cf31a3-9ddd-4fb4-b5cc-b0f501159064/audio.mp3","sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11971747/sf-officials-say-cycling-is-up-on-valencia-street-not-down-since-installation-of-bikeway","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11962992,news_11941576,news_11755352"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11971747/sf-officials-say-cycling-is-up-on-valencia-street-not-down-since-installation-of-bikeway","authors":["11785"],"categories":["news_8","news_1397"],"tags":["news_578","news_33270","news_18555","news_38","news_1334"],"featImg":"news_11962330","label":"news"},"news_11962992":{"type":"posts","id":"news_11962992","meta":{"index":"posts_1591205157","site":"news","id":"11962992","score":null,"sort":[1696269684000]},"guestAuthors":[],"slug":"cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway","title":"Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway ","publishDate":1696269684,"format":"standard","headTitle":"Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED","labelTerm":{"site":"news"},"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","blocks":[],"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.","status":"publish","parent":0,"modified":1696274598,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":30,"wordCount":1211},"headData":{"title":"Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway | KQED","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.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Cyclists and Businesses Reflect on 2 Months With the Valencia Street Bikeway ","datePublished":"2023-10-02T18:01:24.000Z","dateModified":"2023-10-02T19:23:18.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"audioUrl":"https://traffic.omny.fm/d/clips/0af137ef-751e-4b19-a055-aaef00d2d578/ffca7e9f-6831-41c5-bcaf-aaef00f5a073/55b8855f-b828-45c2-b4bb-b0840105c964/audio.mp3","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway","audioTrackLength":null,"parsedContent":[{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11941576","hero":"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321285046-1020x633.jpg","label":""},"numeric":[]}},{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway","authors":["11785"],"categories":["news_8","news_1397"],"tags":["news_578","news_33270","news_33271","news_18555","news_27626","news_38","news_20517","news_33269"],"featImg":"news_11962331","label":"news"},"news_11941576":{"type":"posts","id":"news_11941576","meta":{"index":"posts_1591205157","site":"news","id":"11941576","score":null,"sort":[1677150016000]},"guestAuthors":[],"slug":"the-night-that-changed-san-francisco-cycling-forever","title":"The Night That Changed San Francisco Cycling Forever","publishDate":1677150016,"format":"audio","headTitle":"The Night That Changed San Francisco Cycling Forever | KQED","labelTerm":{},"content":"\u003cp>\u003ca href=\"http://bit.ly/3xMsmE9\">\u003cem>Read a transcript of this episode.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>Look around San Francisco’s streets today, and you’ll see all sorts of infrastructure designed to make bicycling in the city safer. Lime-green bike lanes crisscross the city’s roads, barriers discourage drivers from entering bike lanes, and designated routes and slow streets let riders get away from cars more easily. In 2021, San Franciscans made 4.7 million trips on bicycles, and the city boasts more than 463 miles of bike lanes, paths and trails.\u003c/p>\n\u003cp>But just 30 years ago, none of this existed. There were just a few bike lanes, no slow streets and not nearly as many people on bikes.\u003c/p>\n\u003cp>“There was literally no place where the bicycle was accepted to be on the road. Every square inch of the width of Market Street was full with motorized vehicles, buses or streetcars,” said Chris Carlsson, author and historian.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>In the late ’80s and early ’90s, Carlsson would commute down Market Street to an office on Rincon Hill, right by the Bay Bridge.\u003c/p>\n\u003cp>“There was a lot of abuse hurled at you, verbally mostly. But there would also occasionally be the aggressive motorist who would actually try to cut you off or bump you off the road,” said Carlsson.\u003c/p>\n\u003cp>Other cyclists who rode during that time remember the situation similarly.\u003c/p>\n\u003cp>“You weren’t allowed to bicycle in San Francisco in the early ’90s,” said Hugh D’Andrade, a friend and collaborator of Carlsson’s. “I mean, you certainly could do it, it was legal, but you were taking your life into your own hands.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One night, on the last Friday of the month in September of 1992, Carlsson and a group of friends decided to take action. They planned to gather at Embarcadero Plaza, right by the Ferry Building in downtown San Francisco, and ride home together. They called the ride “The Commute Clot.”\u003c/p>\n\u003cp>“We were asserting our right to the streets, essentially. One of the slogans that came out that period was that we’re not blocking traffic, we are traffic. So if you’re sick of being treated like crap on the streets of the city, show up for this thing and ride home in a group. About 50 people showed up,” said Carlsson.\u003c/p>\n\u003cp>They ended up riding southwest along Market Street to Zeitgeist, a bar in the mission. Carlsson said the experience was euphoric. The group made plans to do another Commute Clot the next month.\u003c/p>\n\u003cp>This was the beginning of what became known as \u003ca href=\"https://www.sfcriticalmass.org/\">Critical Mass\u003c/a> — a group bicycling event that is often referred to as an “organized coincidence” or a “leaderless phenomenon.” That’s because for the last 30 years the ride has met at Embarcadero Plaza on the last Friday of every month and flooded the city with hundreds, sometimes thousands, of cyclists riding together in one or sometimes multiple dense packs, despite the fact that it has no leadership, no formal organization and no planned route. It’s also spread outside of San Francisco. Chris Carlsson estimates more than 350 cities across the world hold Critical Mass rides.\u003c/p>\n\u003cp>The ride also played a pivotal role in the evolution of the city’s robust bicycle network. But Critical Mass didn’t do it alone. In the early ’90s, right when Critical Mass was getting its start, the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a> also was forming.\u003c/p>\n\u003ch2>Working together, separately\u003c/h2>\n\u003cp>Today the bicycle coalition is a political organizing powerhouse that advocates for safer cycling and alternative transportation policy in San Francisco. But back then, it was a nascent nonprofit meeting in the back of a Chinese restaurant called The Pot and Pan in the Inner Sunset.\u003c/p>\n\u003cp>“The people who made decisions were whoever showed up,” said Dave Snyder, who was elected as the coalition’s first executive director in 1991. “They elected me executive director with a salary of $0 to help get the organization started.”\u003c/p>\n\u003cp>Critical Mass and the bicycle coalition have similar goals: raising awareness and making the streets safer for people on bicycles. But they couldn’t be more different in how they work toward that. While Critical Mass is simply an event — a raw, unmediated expression of the frustration cyclists feel at being second-class citizens on the city’s streets — the bicycle coalition is a more policy-focused group with its eyes set on changing things from within City Hall.\u003c/p>\n\u003cp>“I think the bicycle coalition has always been a mainstream group representing the average person who would like to ride a bike on the streets but can’t because they’re not safe enough,” said Snyder.\u003c/p>\n\u003cp>Chris Carlsson went to one of the early bicycle coalition meetings in August 1992, and tried to get them to endorse his idea for the Commute Clot.\u003c/p>\n\u003cp>“We decided that we would not endorse it, but we would tell people about it. That it wasn’t something that we [could] control, but that it was an important cultural event. So we would make sure everybody knew about it, but that would be the extent of our involvement,” said Snyder. “When you’re a nonprofit that has a legal responsibility, you don’t want to take any responsibility for a ride that you can’t control.”\u003c/p>\n\u003cfigure id=\"attachment_11941590\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941590\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg\" alt=\"A group of cyclists happily riding through San Francisco streets together. \" width=\"800\" height=\"479\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1020x610.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-160x96.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1536x919.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-2048x1225.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1920x1149.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Critical Mass participants bike from Justin Herman Plaza to Candlestick Park in one of the earliest bicycle rides on the city’s streets, May 27, 1994. \u003ccite>(Photo By Lea Suzuki/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even though the coalition said no, Critical Mass began picking up steam. By the mid-’90s, thousands of people would participate in Critical Mass rides every month. Carlsson says one reason for the growth of the ride was that anyone could make the ride what they wanted it to be.\u003c/p>\n\u003cp>“So you didn’t have to adopt a dogma, either political or religious. You could just come and you really only needed to be interested in riding your bike,” said Carlsson. “Then you have the actual euphoric experience of riding through the streets in a group of bicycles. It changes the auditory environment, it changes the olfactory environment, everything is different. It’s really a surprise the first time you do it.”\u003c/p>\n\u003ch2>Tension grows\u003c/h2>\n\u003cp>But the cold reality of being stopped by those bikes in Friday rush-hour traffic as Critical Mass passed by was not as serene an experience for people in cars and buses. Imagine trying to drive home on a Friday night, and in addition to the normal traffic, thousands of bicyclists are streaming in front of you. You’re stopped at an intersection and watching as the traffic light goes from green to red to green again, and you don’t go anywhere.\u003c/p>\n\u003cp>Critical Mass rides sometimes involve a practice called “corking,” where a group of riders stand at an intersection and block traffic while the rest of the ride passes. Depending on the size of the ride, drivers can be held up for around 15 or 20 minutes. In the early days of Critical Mass, the San Francisco Police Department would actually assist the ride in blocking traffic while the bicyclists passed.\u003c/p>\n\u003cp>As Critical Mass grew in size through the years, so did the amount of time drivers were obligated to wait for the mass. People got frustrated. Drivers would try to push through the mass, screaming at cyclists while they attempted to inch their car through the intersections. Cyclists would respond by yelling back, or pounding on a car hood. Sometimes these interactions became physically violent.\u003c/p>\n\u003cp>Critical Mass soon gained a reputation for being aggressive and antagonistic. Carlsson says he thinks the ride was often portrayed unfairly in the media.\u003c/p>\n\u003cp>“The idea that we went out attacking cars … that never happens in Critical Mass. People might respond to a car that is trying to run them over by hitting them, or smashing windows on some occasions. That’s happened. But not unprovoked. It’s always been because a motorist loses it and decides they can just ram through the bikes with their car,” said Carlsson.\u003c/p>\n\u003cp>The cyclists thought of themselves as part of traffic, not causing it. The thinking: When traffic is caused by cars, it’s normal. When it’s caused by bicycles, it’s treated as something to be stopped. “I’m sorry for the inconvenience, but what about all the other times you’re inconvenienced and you just think that’s normal?” said Carlsson. [baycuriousbug]\u003c/p>\n\u003cp>Carlsson pushes back against the idea that Critical Mass was about a sort of class war between people on bikes and people in cars. Rather, he says, it was intended to be celebratory and invitational. They wanted people in the cars to join them.\u003c/p>\n\u003cp>“People in their cars are just like us. We’re just like them. We’re in a car on another day, we just don’t want to admit it,” said Carlsson.\u003c/p>\n\u003ch2>Cutting a deal\u003c/h2>\n\u003cp>Things took a turn when Willie Brown was elected mayor of San Francisco in 1996.\u003c/p>\n\u003cp>“I became mayor, and I said, ‘That is not subject to acceptance, period. You violate the law by running red lights, disrupting the streets. You are subject to be prosecuted,'” said Brown in an interview with KQED in January 2023. “So I went to war with them.”\u003c/p>\n\u003cp>Brown wanted Critical Mass to leave at a later time and follow a police-approved route.\u003c/p>\n\u003cp>“They disrupted the whole goddamn town,” Brown recalled.\u003c/p>\n\u003cp>He tasked City Supervisor Michael Yaki with trying to bring Critical Mass to heel. The bicycle coalition took notice.\u003c/p>\n\u003cp>Dave Snyder, then executive director of the bicycle coalition, got a call from a friend who worked in public relations.\u003c/p>\n\u003cp>“He said, ‘Hey, Dave, they’re talking about Critical Mass and bicyclists in the paper every day, and they never mentioned the Bicycle Coalition.’ And I said, ‘Yeah, isn’t that great?’ And there was silence on the other end. He goes, ‘No, no, that’s not great. You need help.’ And he worked with us to talk about how we could take advantage of all this attention to promote our agenda,” recalled Snyder.\u003c/p>\n\u003cp>Since Critical Mass didn’t have any formal leadership, Supervisor Yaki reached out to the next logical choice: the San Francisco Bicycle Coalition.\u003c/p>\n\u003cp>For years, the coalition had been pressing for bike lanes on some of the city’s biggest thoroughfares, but Snyder said the plan was just gathering dust. All of a sudden, they had leverage, and hearings on those bike lanes were on the table.\u003c/p>\n\u003cp>In exchange for holding hearings on building some of the first bike lanes in the city, Supervisor Yaki asked the bicycle coalition to make sure Critical Mass would leave later and follow a police-approved route.\u003c/p>\n\u003cp>“The bicycle coalition people said, ‘Well, yeah, we can tell them that, but they’re not gonna listen,’” said Snyder. “And I think they thought we were being coy, that we were telling him that because we wanted to keep an official arm’s-length distance. But we weren’t being coy. They did not listen to us, and we knew that would be the case.”\u003c/p>\n\u003cfigure id=\"attachment_11941591\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941591\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png 987w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclists ride through the streets as part of a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city didn’t realize that nobody, not even the bike coalition, had power over the mass. But the coalition did get their meetings, and those bike lanes eventually did get built.\u003c/p>\n\u003cp>Snyder was surprised. “One of the aides to Willie Brown was talking with me about the hearings that they were holding, and I asked her, ‘So what’s changed? Two years ago, I couldn’t get a hearing on any of this stuff,’” said Snyder. “And she just laughed and she said, ‘5,000 people in the streets, Dave. That’s what changed.’”\u003c/p>\n\u003cp>Carlsson remembers when Yaki announced that the city had reached a deal with the Bicycle Coalition. “It just meant nothing to us. We knew you’re gonna have no effect on anything other than potentially producing some serious chaos. And there was major chaos that night,” said Carlsson.\u003c/p>\n\u003cp>It set the stage for the most chaotic and violent night in San Francisco Critical Mass history.\u003c/p>\n\u003ch2>July ’97\u003c/h2>\n\u003cp>On July 25, 1997, it’s estimated that 5,000 cyclists showed up at Embarcadero Plaza for the ride. Besides the unusually large number of riders, something else was different that night: The police had set up a public-address system. Police Capt. Dennis Martel spoke to the crowd, trying to project his voice above a chorus of boos from the cyclists, imploring them to follow the police-approved route, which was published in newspapers days before.\u003c/p>\n\u003cp>Then-Mayor Willie Brown also addressed the crowd. He, too, was met with jeers. Suffice to say, nobody followed the police-approved route that night. The cyclists felt indignant that the police were trying to co-opt their ride.\u003c/p>\n\u003cfigure id=\"attachment_11941594\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941594 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png\" alt=\"An African American man wearing a suit and black fedora makes an announcement into a microphone. \" width=\"800\" height=\"510\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-160x102.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png 985w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s then-mayor, Willie Brown, addresses a a crowd of thousands of cyclists on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All the bicyclists are booing [Brown] and he is really pissed. You could tell he’s really pissed. And he walks off the little stage they have and apparently he tells the cops, ‘Shut it down.’ And so they tried and they couldn’t because there was just too many cyclists and everybody just went in every direction,” remembered Carlsson.\u003c/p>\n\u003cp>Dave Snyder recalls the night as being utterly wild.\u003c/p>\n\u003cp>“Five thousand people divided into 10 groups of 500 on average. Massive clogs of bicycles were all over downtown. It completely messed with traffic in downtown San Francisco for a couple of hours on that Friday,” recalled Snyder.\u003c/p>\n\u003cp>Footage of the night from the bicycle documentary \u003cem>\u003ca href=\"https://www.youtube.com/watch?v=Lpsdy24xbLY&t=2394s\">We Are Traffic\u003c/a>\u003c/em> shows police mounted on motorcycles declaring the event an unlawful assembly and threatening to ticket and arrest cyclists and impound their bikes.\u003c/p>\n\u003cp>A \u003cem>San Francisco Chronicle\u003c/em> article describing the night of July 25, 1997, reads sort of like a war report:\u003c/p>\n\u003cblockquote>\n\u003cp style=\"text-align: left\">\u003cem>At 8:35 p.m. at Sacramento and Montgomery streets, police formed a skirmish line of a dozen officers with a backup of several dozen more. As the first of the cyclists were put into arrest wagons, a crowd of more than 150 bikers chanted, ‘Let them go.’\u003c/em>\u003c/p>\n\u003cp>\u003cem>At Fifth and Howard, a rider said that a motorist deliberately swerved into him, flattening the rear wheel of his bike. At the same corner, police said a cyclist reached into the driver’s side of a stopped vehicle and socked the man behind the wheel.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Near Civic Center, an officer ticketed cyclist John Bruno for running a red light — and then warned him, ‘If I were you, I’d get out of here. It’s out of control.’\u003c/em>\u003c/p>\u003c/blockquote>\n\u003cfigure id=\"attachment_11941595\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941595 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-160x107.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png 983w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A San Francisco police officer kneels on the neck of a cyclist while making an arrest during a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One scene from that night includes a police officer kneeling on the neck of a woman, as the crowd shouts for them to stop.\u003c/p>\n\u003cp>At another intersection, the police encircled about 100 cyclists and conducted a mass arrest. People were booked on charges of failure to disperse, unlawful assembly and blocking traffic, but none of them were convicted. One cyclist who was arrested that night later sued and won against the city for illegally declaring an unlawful assembly and arbitrarily arresting the cyclists.\u003c/p>\n\u003cp>When the dust settled, it was clear that San Francisco’s cycling community was demanding change — and they would not be ignored or suppressed any longer.\u003c/p>\n\u003ch2>Reimagining San Francisco’s streets\u003c/h2>\n\u003cp>Even though the bicycle coalition worked hard to distance itself from Critical Mass, it ended up being one of the greatest beneficiaries from the chaos of July 1997.\u003c/p>\n\u003cp>“A few months after the July 1997 ride, I was in the elevator with Willie Brown in City Hall and I said, ‘Mr. Mayor, our membership has grown 50% since you cracked down on Critical Mass. I haven’t had a chance to thank you for that! Thank you, Mr. Mayor.’ And he laughed and said, ‘You’re welcome.’”\u003c/p>\n\u003cp>The events of July 25, 1997, drew attention to the issues the coalition had been fighting for for years, and showed there was a large, passionate electorate that wanted safer streets in the city.\u003c/p>\n\u003cp>“It just drew attention to the issue like nothing else could,” said Snyder.\u003c/p>\n\u003cp>It was the start of the reimagining of San Francisco’s streets.\u003c/p>\n\u003cfigure id=\"attachment_11941586\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941586\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg\" alt=\"Bicyclists zoom by in bikes lanes going both directions along San Francisco's Embarcadero at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s Critical Mass, a mass bicycle ride that takes place on the last Friday of each month, celebrates its 30th anniversary on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Valencia Street was the first example where the city traffic engineers took out a traffic lane to put in a bike lane and traffic wasn’t completely messed up. They called it the ‘Valencia epiphany.’ Truly, within the [San Francisco Municipal Transportation Agency], that’s what they called it. With the support of the bicycle coalition and some key members of the Board of Supervisors, they started doing it all over the city,” said Snyder.[aside postID=news_11927460 hero='https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS58902_DSC07979-qut-1020x680.jpg']Paradoxically, the decentralized, brash and confrontational Critical Mass gave rise to the political organizing machine that is the San Francisco Bicycle Coalition we know today, and the maze of bike lanes that snake their way around the city.\u003c/p>\n\u003cp>“That wouldn’t have been possible if you hadn’t had a mass seizure in the streets by bicyclists for years and years on end every last Friday of the month. And it started in San Francisco and it’s grown throughout the world,” said Carlsson.\u003c/p>\n\u003cp>Today, Critical Mass in San Francisco is far less well-attended, even for the 30th anniversary ride, where hundreds, not thousands, of people showed up. It still has no leaders, and many of the original riders stopped going years ago. Carlsson calls it a zombie ride — it just exists on its own.\u003c/p>\n\u003cfigure id=\"attachment_11941596\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941596\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg\" alt=\"A man with a wide-brimmed hat, sunglasses, and a suit sits astride his custom bicycle constructed of a playground-style spring horse mounted to a BMX bike.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclist Slim Buick sits astride his custom bike on the 30th anniversary of Critical Mass on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Group rides today\u003c/h2>\n\u003cp>Since Carlsson and his friends rode home together in 1992, there has been an explosion of group rides in the Bay Area. \u003ca href=\"https://twitter.com/ebbikeparty\">East Bay Bike Party\u003c/a> and \u003ca href=\"http://www.sjbikeparty.org/\">San José Bike Party\u003c/a> are similar to Critical Mass, only with more rules. The bike party stops at red lights, posts their route beforehand, and have designated stopping and regrouping areas so people can meet back up with the ride if they get separated. These regrouping areas are also often sites for dance parties among the thumping sound systems and flashing lights people adorn their bikes with.\u003c/p>\n\u003cp>In Richmond, \u003ca href=\"https://www.richcityrides.org/\">Rich City Rides\u003c/a> is focused on promoting healthy and active lifestyles in the city through cycling. They’re also working to bring everyone to an activity that is often seen as being overwhelmingly white and male.\u003c/p>\n\u003cfigure id=\"attachment_11941600\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941600\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg\" alt=\"A group of people pose with their bicycles, one person holds theirs aloft. \" width=\"800\" height=\"722\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1020x920.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-160x144.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1536x1386.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-2048x1848.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1920x1732.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Riders gather at the Richmond BART Plaza for a ride commemorating the third anniversary of a bike lane pilot on the Richmond-San Rafael bridge, organized by Rich City Rides. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We focus intentionally on making sure that minorities are welcome and feel comfortable when they are at our space or at our activities in general,” said Dani Lanis, project manager with Rich City Rides. “There’s no aggression whatsoever. In fact, it’s all about inclusion, inclusivity and making sure that everybody feels comfortable, including kids.”\u003c/p>\n\u003cp>Rich City Rides also hosts a Black wellness hub, which has talking circles for the community, like Black Men Tea Talk Tuesday and Black Women Wellness Wednesday.\u003c/p>\n\u003cp>Lanis says that Rich City Rides will tailor their route according to the needs of the slowest or least experienced person on the ride. “We have little ones with us often, and so we could have a whole plan for where to ride on a day, and five minutes before we take off, if a bunch of 7-year-olds show up, we will totally change the route because all of our routes are dictated on who is the slowest person in the ride.”\u003c/p>\n\u003cp>At a recent ride celebrating the third anniversary of a bike-lane pilot program on the Richmond-San Rafael bridge, Candace Peters of Oakland said it’s exactly that type of atmosphere that brought her out for her first ride across the bridge.\u003c/p>\n\u003cp>“This group doing it brought me out and motivated me to do it, so I probably wouldn’t do it by myself. I feel like I won’t get lost, I feel like I won’t get confused, I feel like if anything goes wrong, I can have help. I can kind of see what it’s like, and so when I want to do it by myself, I’m already aware of what I’m getting into and what I need to do and how to get there and how to get back,” said Peters.\u003c/p>\n\u003cp>Gesturing toward a bubble machine mounted onto the rack of a nearby bicycle, she added, “Bubbles make bike rides more fun.”\u003c/p>\n\u003ch2>Cycling in the Bay Area today\u003c/h2>\n\u003cp>Recent events thrust the issues Critical Mass originally organized around back into the spotlight. Earlier this month, people in cars intentionally attacked cyclists in a string of incidents over a single weekend. People in cars would open their doors into cyclists while they were riding, causing them to crash. Two people were seriously injured. Many of these people were on their way to or leaving the East Bay Bike Party. The \u003ca href=\"https://oaklandside.org/2023/02/22/bay-area-cyclists-attacked-solidarity-ride-roll-out-crew/\">Oaklandside\u003c/a> reported there were 16 incidents of people being attacked that weekend, and that over 800 people turned out for a solidarity ride the following weekend.\u003c/p>\n\u003cp>This has led people in the Bay Area cycling community to renew calls for more protections for cyclists — like protected bike lanes — continuing the work that Critical Mass and the bicycle coalition started 30 years ago.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"San Francisco wasn't always such a bike-friendly city. At least, not until the '90s, when two groups working without coordination made cyclists hard for the city to ignore. ","status":"publish","parent":0,"modified":1700531679,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":true,"hasPolis":false,"paragraphCount":78,"wordCount":3866},"headData":{"title":"The Night That Changed San Francisco Cycling Forever | KQED","description":"San Francisco wasn't always such a bike-friendly city. At least, not until the '90s, when two groups working without coordination made cyclists hard for the city to ignore. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"The Night That Changed San Francisco Cycling Forever","datePublished":"2023-02-23T11:00:16.000Z","dateModified":"2023-11-21T01:54:39.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"Bay Curious","sourceUrl":"https://baycurious.org/","audioUrl":"https://www.podtrac.com/pts/redirect.mp3/chrt.fm/track/EBCBFA/traffic.megaphone.fm/KQINC5398337761.mp3?updated=1677106958","excludeFromSiteSearch":"Include","articleAge":"0","path":"/news/11941576/the-night-that-changed-san-francisco-cycling-forever","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://bit.ly/3xMsmE9\">\u003cem>Read a transcript of this episode.\u003c/em>\u003c/a>\u003c/p>\n\u003cp>Look around San Francisco’s streets today, and you’ll see all sorts of infrastructure designed to make bicycling in the city safer. Lime-green bike lanes crisscross the city’s roads, barriers discourage drivers from entering bike lanes, and designated routes and slow streets let riders get away from cars more easily. In 2021, San Franciscans made 4.7 million trips on bicycles, and the city boasts more than 463 miles of bike lanes, paths and trails.\u003c/p>\n\u003cp>But just 30 years ago, none of this existed. There were just a few bike lanes, no slow streets and not nearly as many people on bikes.\u003c/p>\n\u003cp>“There was literally no place where the bicycle was accepted to be on the road. Every square inch of the width of Market Street was full with motorized vehicles, buses or streetcars,” said Chris Carlsson, author and historian.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>In the late ’80s and early ’90s, Carlsson would commute down Market Street to an office on Rincon Hill, right by the Bay Bridge.\u003c/p>\n\u003cp>“There was a lot of abuse hurled at you, verbally mostly. But there would also occasionally be the aggressive motorist who would actually try to cut you off or bump you off the road,” said Carlsson.\u003c/p>\n\u003cp>Other cyclists who rode during that time remember the situation similarly.\u003c/p>\n\u003cp>“You weren’t allowed to bicycle in San Francisco in the early ’90s,” said Hugh D’Andrade, a friend and collaborator of Carlsson’s. “I mean, you certainly could do it, it was legal, but you were taking your life into your own hands.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One night, on the last Friday of the month in September of 1992, Carlsson and a group of friends decided to take action. They planned to gather at Embarcadero Plaza, right by the Ferry Building in downtown San Francisco, and ride home together. They called the ride “The Commute Clot.”\u003c/p>\n\u003cp>“We were asserting our right to the streets, essentially. One of the slogans that came out that period was that we’re not blocking traffic, we are traffic. So if you’re sick of being treated like crap on the streets of the city, show up for this thing and ride home in a group. About 50 people showed up,” said Carlsson.\u003c/p>\n\u003cp>They ended up riding southwest along Market Street to Zeitgeist, a bar in the mission. Carlsson said the experience was euphoric. The group made plans to do another Commute Clot the next month.\u003c/p>\n\u003cp>This was the beginning of what became known as \u003ca href=\"https://www.sfcriticalmass.org/\">Critical Mass\u003c/a> — a group bicycling event that is often referred to as an “organized coincidence” or a “leaderless phenomenon.” That’s because for the last 30 years the ride has met at Embarcadero Plaza on the last Friday of every month and flooded the city with hundreds, sometimes thousands, of cyclists riding together in one or sometimes multiple dense packs, despite the fact that it has no leadership, no formal organization and no planned route. It’s also spread outside of San Francisco. Chris Carlsson estimates more than 350 cities across the world hold Critical Mass rides.\u003c/p>\n\u003cp>The ride also played a pivotal role in the evolution of the city’s robust bicycle network. But Critical Mass didn’t do it alone. In the early ’90s, right when Critical Mass was getting its start, the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a> also was forming.\u003c/p>\n\u003ch2>Working together, separately\u003c/h2>\n\u003cp>Today the bicycle coalition is a political organizing powerhouse that advocates for safer cycling and alternative transportation policy in San Francisco. But back then, it was a nascent nonprofit meeting in the back of a Chinese restaurant called The Pot and Pan in the Inner Sunset.\u003c/p>\n\u003cp>“The people who made decisions were whoever showed up,” said Dave Snyder, who was elected as the coalition’s first executive director in 1991. “They elected me executive director with a salary of $0 to help get the organization started.”\u003c/p>\n\u003cp>Critical Mass and the bicycle coalition have similar goals: raising awareness and making the streets safer for people on bicycles. But they couldn’t be more different in how they work toward that. While Critical Mass is simply an event — a raw, unmediated expression of the frustration cyclists feel at being second-class citizens on the city’s streets — the bicycle coalition is a more policy-focused group with its eyes set on changing things from within City Hall.\u003c/p>\n\u003cp>“I think the bicycle coalition has always been a mainstream group representing the average person who would like to ride a bike on the streets but can’t because they’re not safe enough,” said Snyder.\u003c/p>\n\u003cp>Chris Carlsson went to one of the early bicycle coalition meetings in August 1992, and tried to get them to endorse his idea for the Commute Clot.\u003c/p>\n\u003cp>“We decided that we would not endorse it, but we would tell people about it. That it wasn’t something that we [could] control, but that it was an important cultural event. So we would make sure everybody knew about it, but that would be the extent of our involvement,” said Snyder. “When you’re a nonprofit that has a legal responsibility, you don’t want to take any responsibility for a ride that you can’t control.”\u003c/p>\n\u003cfigure id=\"attachment_11941590\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941590\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg\" alt=\"A group of cyclists happily riding through San Francisco streets together. \" width=\"800\" height=\"479\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-800x479.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1020x610.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-160x96.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1536x919.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-2048x1225.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/GettyImages-1321312454-1920x1149.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Critical Mass participants bike from Justin Herman Plaza to Candlestick Park in one of the earliest bicycle rides on the city’s streets, May 27, 1994. \u003ccite>(Photo By Lea Suzuki/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even though the coalition said no, Critical Mass began picking up steam. By the mid-’90s, thousands of people would participate in Critical Mass rides every month. Carlsson says one reason for the growth of the ride was that anyone could make the ride what they wanted it to be.\u003c/p>\n\u003cp>“So you didn’t have to adopt a dogma, either political or religious. You could just come and you really only needed to be interested in riding your bike,” said Carlsson. “Then you have the actual euphoric experience of riding through the streets in a group of bicycles. It changes the auditory environment, it changes the olfactory environment, everything is different. It’s really a surprise the first time you do it.”\u003c/p>\n\u003ch2>Tension grows\u003c/h2>\n\u003cp>But the cold reality of being stopped by those bikes in Friday rush-hour traffic as Critical Mass passed by was not as serene an experience for people in cars and buses. Imagine trying to drive home on a Friday night, and in addition to the normal traffic, thousands of bicyclists are streaming in front of you. You’re stopped at an intersection and watching as the traffic light goes from green to red to green again, and you don’t go anywhere.\u003c/p>\n\u003cp>Critical Mass rides sometimes involve a practice called “corking,” where a group of riders stand at an intersection and block traffic while the rest of the ride passes. Depending on the size of the ride, drivers can be held up for around 15 or 20 minutes. In the early days of Critical Mass, the San Francisco Police Department would actually assist the ride in blocking traffic while the bicyclists passed.\u003c/p>\n\u003cp>As Critical Mass grew in size through the years, so did the amount of time drivers were obligated to wait for the mass. People got frustrated. Drivers would try to push through the mass, screaming at cyclists while they attempted to inch their car through the intersections. Cyclists would respond by yelling back, or pounding on a car hood. Sometimes these interactions became physically violent.\u003c/p>\n\u003cp>Critical Mass soon gained a reputation for being aggressive and antagonistic. Carlsson says he thinks the ride was often portrayed unfairly in the media.\u003c/p>\n\u003cp>“The idea that we went out attacking cars … that never happens in Critical Mass. People might respond to a car that is trying to run them over by hitting them, or smashing windows on some occasions. That’s happened. But not unprovoked. It’s always been because a motorist loses it and decides they can just ram through the bikes with their car,” said Carlsson.\u003c/p>\n\u003cp>The cyclists thought of themselves as part of traffic, not causing it. The thinking: When traffic is caused by cars, it’s normal. When it’s caused by bicycles, it’s treated as something to be stopped. “I’m sorry for the inconvenience, but what about all the other times you’re inconvenienced and you just think that’s normal?” said Carlsson. \u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" />\n What do you wonder about the Bay Area, its culture or people that you want KQED to investigate?\n \u003ca href=\"/news/series/baycurious\">Ask Bay Curious.\u003c/a>\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Carlsson pushes back against the idea that Critical Mass was about a sort of class war between people on bikes and people in cars. Rather, he says, it was intended to be celebratory and invitational. They wanted people in the cars to join them.\u003c/p>\n\u003cp>“People in their cars are just like us. We’re just like them. We’re in a car on another day, we just don’t want to admit it,” said Carlsson.\u003c/p>\n\u003ch2>Cutting a deal\u003c/h2>\n\u003cp>Things took a turn when Willie Brown was elected mayor of San Francisco in 1996.\u003c/p>\n\u003cp>“I became mayor, and I said, ‘That is not subject to acceptance, period. You violate the law by running red lights, disrupting the streets. You are subject to be prosecuted,'” said Brown in an interview with KQED in January 2023. “So I went to war with them.”\u003c/p>\n\u003cp>Brown wanted Critical Mass to leave at a later time and follow a police-approved route.\u003c/p>\n\u003cp>“They disrupted the whole goddamn town,” Brown recalled.\u003c/p>\n\u003cp>He tasked City Supervisor Michael Yaki with trying to bring Critical Mass to heel. The bicycle coalition took notice.\u003c/p>\n\u003cp>Dave Snyder, then executive director of the bicycle coalition, got a call from a friend who worked in public relations.\u003c/p>\n\u003cp>“He said, ‘Hey, Dave, they’re talking about Critical Mass and bicyclists in the paper every day, and they never mentioned the Bicycle Coalition.’ And I said, ‘Yeah, isn’t that great?’ And there was silence on the other end. He goes, ‘No, no, that’s not great. You need help.’ And he worked with us to talk about how we could take advantage of all this attention to promote our agenda,” recalled Snyder.\u003c/p>\n\u003cp>Since Critical Mass didn’t have any formal leadership, Supervisor Yaki reached out to the next logical choice: the San Francisco Bicycle Coalition.\u003c/p>\n\u003cp>For years, the coalition had been pressing for bike lanes on some of the city’s biggest thoroughfares, but Snyder said the plan was just gathering dust. All of a sudden, they had leverage, and hearings on those bike lanes were on the table.\u003c/p>\n\u003cp>In exchange for holding hearings on building some of the first bike lanes in the city, Supervisor Yaki asked the bicycle coalition to make sure Critical Mass would leave later and follow a police-approved route.\u003c/p>\n\u003cp>“The bicycle coalition people said, ‘Well, yeah, we can tell them that, but they’re not gonna listen,’” said Snyder. “And I think they thought we were being coy, that we were telling him that because we wanted to keep an official arm’s-length distance. But we weren’t being coy. They did not listen to us, and we knew that would be the case.”\u003c/p>\n\u003cfigure id=\"attachment_11941591\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941591\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png\" alt=\"\" width=\"800\" height=\"514\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-800x514.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM-160x103.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.21.46-PM.png 987w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclists ride through the streets as part of a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city didn’t realize that nobody, not even the bike coalition, had power over the mass. But the coalition did get their meetings, and those bike lanes eventually did get built.\u003c/p>\n\u003cp>Snyder was surprised. “One of the aides to Willie Brown was talking with me about the hearings that they were holding, and I asked her, ‘So what’s changed? Two years ago, I couldn’t get a hearing on any of this stuff,’” said Snyder. “And she just laughed and she said, ‘5,000 people in the streets, Dave. That’s what changed.’”\u003c/p>\n\u003cp>Carlsson remembers when Yaki announced that the city had reached a deal with the Bicycle Coalition. “It just meant nothing to us. We knew you’re gonna have no effect on anything other than potentially producing some serious chaos. And there was major chaos that night,” said Carlsson.\u003c/p>\n\u003cp>It set the stage for the most chaotic and violent night in San Francisco Critical Mass history.\u003c/p>\n\u003ch2>July ’97\u003c/h2>\n\u003cp>On July 25, 1997, it’s estimated that 5,000 cyclists showed up at Embarcadero Plaza for the ride. Besides the unusually large number of riders, something else was different that night: The police had set up a public-address system. Police Capt. Dennis Martel spoke to the crowd, trying to project his voice above a chorus of boos from the cyclists, imploring them to follow the police-approved route, which was published in newspapers days before.\u003c/p>\n\u003cp>Then-Mayor Willie Brown also addressed the crowd. He, too, was met with jeers. Suffice to say, nobody followed the police-approved route that night. The cyclists felt indignant that the police were trying to co-opt their ride.\u003c/p>\n\u003cfigure id=\"attachment_11941594\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941594 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png\" alt=\"An African American man wearing a suit and black fedora makes an announcement into a microphone. \" width=\"800\" height=\"510\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-800x510.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM-160x102.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.20.23-PM.png 985w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s then-mayor, Willie Brown, addresses a a crowd of thousands of cyclists on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“All the bicyclists are booing [Brown] and he is really pissed. You could tell he’s really pissed. And he walks off the little stage they have and apparently he tells the cops, ‘Shut it down.’ And so they tried and they couldn’t because there was just too many cyclists and everybody just went in every direction,” remembered Carlsson.\u003c/p>\n\u003cp>Dave Snyder recalls the night as being utterly wild.\u003c/p>\n\u003cp>“Five thousand people divided into 10 groups of 500 on average. Massive clogs of bicycles were all over downtown. It completely messed with traffic in downtown San Francisco for a couple of hours on that Friday,” recalled Snyder.\u003c/p>\n\u003cp>Footage of the night from the bicycle documentary \u003cem>\u003ca href=\"https://www.youtube.com/watch?v=Lpsdy24xbLY&t=2394s\">We Are Traffic\u003c/a>\u003c/em> shows police mounted on motorcycles declaring the event an unlawful assembly and threatening to ticket and arrest cyclists and impound their bikes.\u003c/p>\n\u003cp>A \u003cem>San Francisco Chronicle\u003c/em> article describing the night of July 25, 1997, reads sort of like a war report:\u003c/p>\n\u003cblockquote>\n\u003cp style=\"text-align: left\">\u003cem>At 8:35 p.m. at Sacramento and Montgomery streets, police formed a skirmish line of a dozen officers with a backup of several dozen more. As the first of the cyclists were put into arrest wagons, a crowd of more than 150 bikers chanted, ‘Let them go.’\u003c/em>\u003c/p>\n\u003cp>\u003cem>At Fifth and Howard, a rider said that a motorist deliberately swerved into him, flattening the rear wheel of his bike. At the same corner, police said a cyclist reached into the driver’s side of a stopped vehicle and socked the man behind the wheel.\u003c/em>\u003c/p>\n\u003cp>\u003cem>Near Civic Center, an officer ticketed cyclist John Bruno for running a red light — and then warned him, ‘If I were you, I’d get out of here. It’s out of control.’\u003c/em>\u003c/p>\u003c/blockquote>\n\u003cfigure id=\"attachment_11941595\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"wp-image-11941595 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-800x533.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM-160x107.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/Screen-Shot-2023-02-22-at-1.25.40-PM.png 983w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A San Francisco police officer kneels on the neck of a cyclist while making an arrest during a Critical Mass event on July 25, 1997. \u003ccite>(Courtesy of Ted White)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One scene from that night includes a police officer kneeling on the neck of a woman, as the crowd shouts for them to stop.\u003c/p>\n\u003cp>At another intersection, the police encircled about 100 cyclists and conducted a mass arrest. People were booked on charges of failure to disperse, unlawful assembly and blocking traffic, but none of them were convicted. One cyclist who was arrested that night later sued and won against the city for illegally declaring an unlawful assembly and arbitrarily arresting the cyclists.\u003c/p>\n\u003cp>When the dust settled, it was clear that San Francisco’s cycling community was demanding change — and they would not be ignored or suppressed any longer.\u003c/p>\n\u003ch2>Reimagining San Francisco’s streets\u003c/h2>\n\u003cp>Even though the bicycle coalition worked hard to distance itself from Critical Mass, it ended up being one of the greatest beneficiaries from the chaos of July 1997.\u003c/p>\n\u003cp>“A few months after the July 1997 ride, I was in the elevator with Willie Brown in City Hall and I said, ‘Mr. Mayor, our membership has grown 50% since you cracked down on Critical Mass. I haven’t had a chance to thank you for that! Thank you, Mr. Mayor.’ And he laughed and said, ‘You’re welcome.’”\u003c/p>\n\u003cp>The events of July 25, 1997, drew attention to the issues the coalition had been fighting for for years, and showed there was a large, passionate electorate that wanted safer streets in the city.\u003c/p>\n\u003cp>“It just drew attention to the issue like nothing else could,” said Snyder.\u003c/p>\n\u003cp>It was the start of the reimagining of San Francisco’s streets.\u003c/p>\n\u003cfigure id=\"attachment_11941586\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941586\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg\" alt=\"Bicyclists zoom by in bikes lanes going both directions along San Francisco's Embarcadero at sunset.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58943_R0005712-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">San Francisco’s Critical Mass, a mass bicycle ride that takes place on the last Friday of each month, celebrates its 30th anniversary on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Valencia Street was the first example where the city traffic engineers took out a traffic lane to put in a bike lane and traffic wasn’t completely messed up. They called it the ‘Valencia epiphany.’ Truly, within the [San Francisco Municipal Transportation Agency], that’s what they called it. With the support of the bicycle coalition and some key members of the Board of Supervisors, they started doing it all over the city,” said Snyder.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11927460","hero":"https://ww2.kqed.org/app/uploads/sites/10/2022/10/RS58902_DSC07979-qut-1020x680.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Paradoxically, the decentralized, brash and confrontational Critical Mass gave rise to the political organizing machine that is the San Francisco Bicycle Coalition we know today, and the maze of bike lanes that snake their way around the city.\u003c/p>\n\u003cp>“That wouldn’t have been possible if you hadn’t had a mass seizure in the streets by bicyclists for years and years on end every last Friday of the month. And it started in San Francisco and it’s grown throughout the world,” said Carlsson.\u003c/p>\n\u003cp>Today, Critical Mass in San Francisco is far less well-attended, even for the 30th anniversary ride, where hundreds, not thousands, of people showed up. It still has no leaders, and many of the original riders stopped going years ago. Carlsson calls it a zombie ride — it just exists on its own.\u003c/p>\n\u003cfigure id=\"attachment_11941596\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941596\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg\" alt=\"A man with a wide-brimmed hat, sunglasses, and a suit sits astride his custom bicycle constructed of a playground-style spring horse mounted to a BMX bike.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1-1536x1024.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/RS58897_DSC07955-qut-1.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cyclist Slim Buick sits astride his custom bike on the 30th anniversary of Critical Mass on Sept. 30, 2022, in San Francisco. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Group rides today\u003c/h2>\n\u003cp>Since Carlsson and his friends rode home together in 1992, there has been an explosion of group rides in the Bay Area. \u003ca href=\"https://twitter.com/ebbikeparty\">East Bay Bike Party\u003c/a> and \u003ca href=\"http://www.sjbikeparty.org/\">San José Bike Party\u003c/a> are similar to Critical Mass, only with more rules. The bike party stops at red lights, posts their route beforehand, and have designated stopping and regrouping areas so people can meet back up with the ride if they get separated. These regrouping areas are also often sites for dance parties among the thumping sound systems and flashing lights people adorn their bikes with.\u003c/p>\n\u003cp>In Richmond, \u003ca href=\"https://www.richcityrides.org/\">Rich City Rides\u003c/a> is focused on promoting healthy and active lifestyles in the city through cycling. They’re also working to bring everyone to an activity that is often seen as being overwhelmingly white and male.\u003c/p>\n\u003cfigure id=\"attachment_11941600\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-scaled.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11941600\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg\" alt=\"A group of people pose with their bicycles, one person holds theirs aloft. \" width=\"800\" height=\"722\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-800x722.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1020x920.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-160x144.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1536x1386.jpg 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-2048x1848.jpg 2048w, https://ww2.kqed.org/app/uploads/sites/10/2023/02/IMG_2152-1920x1732.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Riders gather at the Richmond BART Plaza for a ride commemorating the third anniversary of a bike lane pilot on the Richmond-San Rafael bridge, organized by Rich City Rides. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We focus intentionally on making sure that minorities are welcome and feel comfortable when they are at our space or at our activities in general,” said Dani Lanis, project manager with Rich City Rides. “There’s no aggression whatsoever. In fact, it’s all about inclusion, inclusivity and making sure that everybody feels comfortable, including kids.”\u003c/p>\n\u003cp>Rich City Rides also hosts a Black wellness hub, which has talking circles for the community, like Black Men Tea Talk Tuesday and Black Women Wellness Wednesday.\u003c/p>\n\u003cp>Lanis says that Rich City Rides will tailor their route according to the needs of the slowest or least experienced person on the ride. “We have little ones with us often, and so we could have a whole plan for where to ride on a day, and five minutes before we take off, if a bunch of 7-year-olds show up, we will totally change the route because all of our routes are dictated on who is the slowest person in the ride.”\u003c/p>\n\u003cp>At a recent ride celebrating the third anniversary of a bike-lane pilot program on the Richmond-San Rafael bridge, Candace Peters of Oakland said it’s exactly that type of atmosphere that brought her out for her first ride across the bridge.\u003c/p>\n\u003cp>“This group doing it brought me out and motivated me to do it, so I probably wouldn’t do it by myself. I feel like I won’t get lost, I feel like I won’t get confused, I feel like if anything goes wrong, I can have help. I can kind of see what it’s like, and so when I want to do it by myself, I’m already aware of what I’m getting into and what I need to do and how to get there and how to get back,” said Peters.\u003c/p>\n\u003cp>Gesturing toward a bubble machine mounted onto the rack of a nearby bicycle, she added, “Bubbles make bike rides more fun.”\u003c/p>\n\u003ch2>Cycling in the Bay Area today\u003c/h2>\n\u003cp>Recent events thrust the issues Critical Mass originally organized around back into the spotlight. Earlier this month, people in cars intentionally attacked cyclists in a string of incidents over a single weekend. People in cars would open their doors into cyclists while they were riding, causing them to crash. Two people were seriously injured. Many of these people were on their way to or leaving the East Bay Bike Party. The \u003ca href=\"https://oaklandside.org/2023/02/22/bay-area-cyclists-attacked-solidarity-ride-roll-out-crew/\">Oaklandside\u003c/a> reported there were 16 incidents of people being attacked that weekend, and that over 800 people turned out for a solidarity ride the following weekend.\u003c/p>\n\u003cp>This has led people in the Bay Area cycling community to renew calls for more protections for cyclists — like protected bike lanes — continuing the work that Critical Mass and the bicycle coalition started 30 years ago.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"baycuriousquestion","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11941576/the-night-that-changed-san-francisco-cycling-forever","authors":["11785"],"programs":["news_33523"],"series":["news_17986"],"categories":["news_8","news_33520"],"tags":["news_2851","news_3233","news_18555","news_27626","news_6652","news_38","news_3238"],"featImg":"news_11941587","label":"source_news_11941576"},"news_11912370":{"type":"posts","id":"news_11912370","meta":{"index":"posts_1591205157","site":"news","id":"11912370","score":null,"sort":[1651093896000]},"guestAuthors":[],"slug":"a-park-for-people-not-cars","title":"A Park for People, Not Cars","publishDate":1651093896,"format":"aside","headTitle":"Mark Fiore: Drawn to the Bay | KQED News","labelTerm":{"term":18515,"site":"news"},"content":"\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\">\u003cimg class=\"alignnone size-full wp-image-11912380\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\" alt='Cartoon: happy people celebrate around a \"JFK Drive\" sign in Golden Gate Park. The \"drive\" on the sign is crossed out and replaced with a list of \"walk, cycle, skate, run, frolic, amble, anything but drive.\"' width=\"1920\" height=\"1313\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-800x547.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1020x698.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1536x1050.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>In a victory for pedestrians and cyclists, San Francisco supervisors voted 7-4 on Tuesday to ban cars on a 1.5-mile stretch of John F. Kennedy Drive in Golden Gate Park.\u003c/p>\n\u003cp>The battle over cars in Golden Gate Park — which was not originally designed for automobiles — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Car-free-JFK-was-S-F-s-forever-battle-A-thank-17129554.php#photo-22307462\">goes back over 100 years\u003c/a>.\u003c/p>\n\u003cp>City officials pledge to maintain and improve access to the park for people with disabilities, which has been a point of concern for some who oppose a car-free JFK Drive.\u003c/p>\n\u003cp>Even though a portion of JFK Drive will now be permanently closed to cars, side streets and a parking garage are still available if you must drive.\u003c/p>\n\u003cp>With numerous public transit options and nearby parking, as well as improved bike lanes, accessing the park is easy ... but keeping cars out has been the hard part.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"In a victory for pedestrians and cyclists, San Francisco supervisors voted 7-4 on Tuesday to ban cars on a 1.5-mile stretch of John F. Kennedy Drive in Golden Gate Park.","status":"publish","parent":0,"modified":1651094997,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":8,"wordCount":143},"headData":{"title":"A Park for People, Not Cars | KQED","description":"In a victory for pedestrians and cyclists, San Francisco supervisors voted 7-4 on Tuesday to ban cars on a 1.5-mile stretch of John F. Kennedy Drive in Golden Gate Park.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"A Park for People, Not Cars","datePublished":"2022-04-27T21:11:36.000Z","dateModified":"2022-04-27T21:29:57.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11912370 https://ww2.kqed.org/news/?p=11912370","disqusUrl":"https://ww2.kqed.org/news/2022/04/27/a-park-for-people-not-cars/","disqusTitle":"A Park for People, Not Cars","excludeFromSiteSearch":"Include","path":"/news/11912370/a-park-for-people-not-cars","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\">\u003cimg class=\"alignnone size-full wp-image-11912380\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\" alt='Cartoon: happy people celebrate around a \"JFK Drive\" sign in Golden Gate Park. The \"drive\" on the sign is crossed out and replaced with a list of \"walk, cycle, skate, run, frolic, amble, anything but drive.\"' width=\"1920\" height=\"1313\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-800x547.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1020x698.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1536x1050.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>In a victory for pedestrians and cyclists, San Francisco supervisors voted 7-4 on Tuesday to ban cars on a 1.5-mile stretch of John F. Kennedy Drive in Golden Gate Park.\u003c/p>\n\u003cp>The battle over cars in Golden Gate Park — which was not originally designed for automobiles — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Car-free-JFK-was-S-F-s-forever-battle-A-thank-17129554.php#photo-22307462\">goes back over 100 years\u003c/a>.\u003c/p>\n\u003cp>City officials pledge to maintain and improve access to the park for people with disabilities, which has been a point of concern for some who oppose a car-free JFK Drive.\u003c/p>\n\u003cp>Even though a portion of JFK Drive will now be permanently closed to cars, side streets and a parking garage are still available if you must drive.\u003c/p>\n\u003cp>With numerous public transit options and nearby parking, as well as improved bike lanes, accessing the park is easy ... but keeping cars out has been the hard part.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11912370/a-park-for-people-not-cars","authors":["3236"],"series":["news_18515"],"categories":["news_19906","news_8","news_13","news_1397"],"tags":["news_2851","news_18555","news_823","news_20949","news_5535","news_31009","news_196"],"featImg":"news_11912380","label":"news_18515"},"news_11797096":{"type":"posts","id":"news_11797096","meta":{"index":"posts_1591205157","site":"news","id":"11797096","score":null,"sort":[1579703576000]},"guestAuthors":[],"slug":"a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters","title":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters","publishDate":1579703576,"format":"audio","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\nhttps://twitter.com/RadioBWatt/status/1219645360873672704\u003c/p>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>[aside tag=\"bicycling\" label=\"related coverage\"]\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"It's too early to say how much use the new 'people path' on the Richmond-San Rafael Bridge will get, but it's the latest move toward creating more and better non-motorized access to Bay Area bridges.","status":"publish","parent":0,"modified":1579734564,"stats":{"hasAudio":false,"hasVideo":true,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":18,"wordCount":876},"headData":{"title":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters | KQED","description":"It's too early to say how much use the new 'people path' on the Richmond-San Rafael Bridge will get, but it's the latest move toward creating more and better non-motorized access to Bay Area bridges.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters","datePublished":"2020-01-22T14:32:56.000Z","dateModified":"2020-01-22T23:09:24.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11797096 https://ww2.kqed.org/news/?p=11797096","disqusUrl":"https://ww2.kqed.org/news/2020/01/22/a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters/","disqusTitle":"A Breathtaking New Bike Path and What It Might Mean for Future Commuters","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/2020/01/Brekke2wayRichmondBridgeBikeLane.mp3","audioTrackLength":201,"path":"/news/11797096/a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters","parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>With apologies to San Francisco native \u003ca href=\"https://www.newyorker.com/books/page-turner/robert-frost-darkness-or-light\" target=\"_blank\" rel=\"noopener noreferrer\">Robert Frost\u003c/a>, who for all we know was an avid bicyclist of the \u003ca href=\"https://collection.maas.museum/object/242328\" target=\"_blank\" rel=\"noopener noreferrer\">penny farthing\u003c/a> era: \u003ca href=\"https://www.poetryfoundation.org/poems/44266/mending-wall\" target=\"_blank\" rel=\"noopener noreferrer\">Something there is\u003c/a> that loves a bike path, that wants to get out and ride.\u003c/p>\n\u003cp>The latest evidence of that, and of a long-term trend to create more and better non-motorized access to Bay Area bridges, is \u003ca href=\"https://www.kqed.org/news/11786768/richmond-san-rafael-bridge-bike-walking-path\" target=\"_blank\" rel=\"noopener noreferrer\">the breathtaking new bike-pedestrian path\u003c/a> that opened on the Richmond-San Rafael span last November.\u003cbr>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1219645360873672704"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>That means six of the seven state-owned bridges in the Bay Area, plus the Golden Gate Bridge, all have some sort of bicycle or pedestrian access. The only links without such a path: the western span of the Bay Bridge and the San Mateo-Hayward Bridge.\u003c/p>\n\u003cp>While one might tend to see cycling and walking paths across the bridges as purely recreational amenities, the lanes are getting new scrutiny as serious commute and travel options. That's in part because of a dramatic increase in urban cycling in San Francisco, Oakland and other core Bay Area cities in the last decade. Another major factor: the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/E-bikes-are-wildly-popular-in-the-Bay-Area-Can-14966780.php\" target=\"_blank\" rel=\"noopener noreferrer\">growing popularity of electric-assist bikes\u003c/a> that make longer-distance rides, like commuting across your local bridge, less of a physical challenge than it has been in years past.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"800\" height=\"450\" src=\"https://www.youtube.com/embed/f7EnqzvNmlw\" frameborder=\"0\" allow=\"accelerometer; autoplay; encrypted-media; gyroscope; picture-in-picture\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The new Richmond-San Rafael bike/pedestrian route — or \"people path,\" as cycling and walking advocates call it — is getting more attention than any of the other non-motorized crossings. That's because the path is not necessarily a permanent bridge feature but instead \u003ca href=\"https://www.kqed.org/news/11648255/san-rafael-richmond-bridge-eastbound-lane\" target=\"_blank\" rel=\"noopener noreferrer\">a four-year pilot project\u003c/a> that will study how heavily it's used and what impact it has on other modes of traffic across the bridge.\u003c/p>\n\u003cp>The path, separated from vehicle traffic by a 42-inch-high, movable concrete barrier, occupies a westbound upper-deck lane that was taken out of service during the drought of 1976-77 to install a water pipeline from the East Bay to then-parched Marin County. The pipeline was used for just a few months, but it was left in place for several years. When it was removed in 1982, the old right-hand traffic lane was left open for maintenance crews and vehicles that needed to move out of traffic.\u003c/p>\n\u003cp>A third traffic lane on the eastbound lower deck of the bridge was also removed from service, in 1980, to create a maintenance/breakdown lane. That third lane was put back into service for motor vehicles in the spring of 2018, a $36 million project designed to ease a choke point for evening commute traffic from U.S. 101 in San Rafael to Interstate 580 and the bridge.\u003c/p>\n\u003cp>Some officials in Marin and Contra Costa counties have lobbied for something similar on the Richmond-San Rafael span's upper deck. Their idea, meant to ease long morning rush-hour delays at the bridge's toll plaza, is to restrict bike and pedestrian use of the lane to non-commute hours.\u003c/p>\n\u003cp>That proposal has gone nowhere, for now. But local and regional officials, along with Caltrans and a team of transportation researchers from UC Berkeley, are watching how the new people path performs and how it affects overall bridge traffic.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>John Goodwin, a spokesman for the Metropolitan Transportation Commission, says Caltrans and UC Berkeley's Partners for Advanced Transportation Technology program are conducting a before-and-after study of conditions on the span that will be collecting data for the next several months.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"tag":"bicycling","label":"related coverage "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nSome of the key metrics under study include: traffic volumes in the westbound (morning commute) direction; travel times and vehicle delay; traffic collisions and other traffic incidents on the bridge; and how such incidents are managed, including the time required to clear collisions and reopen lanes to traffic.\u003c/p>\n\u003cp>As far as usage goes, what are the numbers so far? The jury is likely to be out for a while.\u003c/p>\n\u003cp>Cycling advocates point out that while transportation agencies have done an extensive amount of work to create a bike-friendly approach to the bridge on the Richmond side, those approaching the span from the Marin side face a more daunting experience. Most routes to and from the bridge on the San Rafael/San Quentin end of the bridge involve riding for a short distance on freeway ramps that offer no protection for cyclists and pedestrians. Until that happens, they say, the path's usage stats don't mean much.\u003c/p>\n\u003cp>But with that caveat in mind, numbers from the Metropolitan Transportation Commission show that 4,750 bikes were recorded entering the path on the Richmond side in December. That's after the initial euphoria, and very heavy use, of the new facility had passed. And it's during a period in which the weather was not great — measurable rain was recorded on 17 days during the month.\u003c/p>\n\u003cp>The MTC's numbers also show, unsurprisingly, that riding the bridge is mostly a weekend endeavor. For the period from last Nov. 16, when the path opened, through Jan. 6, Saturday ridership average 784 and Sundays 522, as measured by bikes entering the bridge from Richmond. The lowest daily average during the period: Wednesdays, with an average of 155.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11797096/a-breathtaking-new-bike-path-and-what-it-might-mean-for-future-commuters","authors":["222"],"categories":["news_19906","news_8","news_1397"],"tags":["news_18555","news_20008","news_20477"],"featImg":"news_11797103","label":"news"},"news_11746183":{"type":"posts","id":"news_11746183","meta":{"index":"posts_1591205157","site":"news","id":"11746183","score":null,"sort":[1557441936000]},"guestAuthors":[],"slug":"san-francisco-to-get-20-new-miles-of-protected-bike-lanes-mayor-says-on-bike-to-work-day","title":"San Francisco to Get 20 New Miles of Protected Bike Lanes, Mayor Says on Bike to Work Day","publishDate":1557441936,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>As cyclists in the Bay Area celebrated Bike to Work Day on Thursday, San Francisco Mayor London Breed said the city would build 20 miles of new protected bike lanes and would step up traffic citations to help keep the roads safe for bicyclists.\u003c/p>\n\u003cp>[aside postID='news_11745321' label='Bike to Work Day: Tips for a Smoother Commute (From KQED's Experts)']\u003c/p>\n\u003cp>The city will create the new bike lanes over the next two years. In 2017-2018, the San Francisco Municipal Transportation Agency (SFMTA) built protected bike lanes at a pace of a little more than 5 miles a year; that pace would be doubled under Breed’s plan, her office said in a statement.\u003c/p>\n\u003cp>“Since 2006, bicycling in San Francisco has almost tripled. As our city continues to grow, we know we need more protected bike lanes, not only to keep people safe, but also to encourage more people to bike in the city and reduce congestion,” Breed said in a statement.\u003c/p>\n\u003cp>In 2017, 19,000 city residents commuted to work by bike, according to \u003ca href=\"https://www.sfmta.com/bicycle-ridership-data-1\" target=\"_blank\" rel=\"noopener\">SFMTA data\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Cycling enthusiasts cheered Breed’s plan. “No better way to celebrate #btwd (bike to work day),” the San Francisco Bicycle Coalition wrote on Twitter.\u003c/p>\n\u003cp>https://twitter.com/sfbike/status/1126566687942201344\u003c/p>\n\u003cp>The coalition had been urging the city to speed up construction of protected lanes, which are barriers between where cars park and bikers ride. The barriers could be made of concrete or even be planters, said Brian Wiedenmeier, the coalition’s executive director.\u003c/p>\n\u003cp>“Paint and posts don't cut it anymore. If somebody can park somewhere, they will,” he said Wednesday.\u003c/p>\n\u003cp>“What we're focused on is physically protected and separated bike lanes throughout our city,” he added, noting that cyclist \u003ca href=\"http://www.sfweekly.com/news/family-and-friends-of-cyclist-tess-rothstein-speak-out/\" target=\"_blank\" rel=\"noopener\">Tess Rothstein\u003c/a> was fatally struck by a truck after dodging the open door of a parked car while traveling in an unprotected lane on Howard Street in March.\u003c/p>\n\u003cp>Breed also asked the SFMTA to increase traffic citations for blocked bike lanes by 10% over the next six months — starting immediately — to help keep them clear. In the last half of 2018, the agency said it issued 27,000 citations for infractions related to blocking bike lanes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Mayor Breed had been absolutely clear with us: She's expecting us to get safe streets built fast. We're trying to rise to that challenge,” said Tom Maguire, SFMTA's sustainable streets director.\u003c/p>\n\n","blocks":[],"excerpt":"Breed also asked the SFMTA to increase traffic citations for blocked bike lanes by 10% over the next six months to help keep them clear and safe. ","status":"publish","parent":0,"modified":1557515623,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":13,"wordCount":416},"headData":{"title":"San Francisco to Get 20 New Miles of Protected Bike Lanes, Mayor Says on Bike to Work Day | KQED","description":"Breed also asked the SFMTA to increase traffic citations for blocked bike lanes by 10% over the next six months to help keep them clear and safe. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"San Francisco to Get 20 New Miles of Protected Bike Lanes, Mayor Says on Bike to Work Day","datePublished":"2019-05-09T22:45:36.000Z","dateModified":"2019-05-10T19:13:43.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11746183 https://ww2.kqed.org/news/?p=11746183","disqusUrl":"https://ww2.kqed.org/news/2019/05/09/san-francisco-to-get-20-new-miles-of-protected-bike-lanes-mayor-says-on-bike-to-work-day/","disqusTitle":"San Francisco to Get 20 New Miles of Protected Bike Lanes, Mayor Says on Bike to Work Day","audioTrackLength":100,"path":"/news/11746183/san-francisco-to-get-20-new-miles-of-protected-bike-lanes-mayor-says-on-bike-to-work-day","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/2019/05/ArcuniBikeDay.mp3","audioDuration":100000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>As cyclists in the Bay Area celebrated Bike to Work Day on Thursday, San Francisco Mayor London Breed said the city would build 20 miles of new protected bike lanes and would step up traffic citations to help keep the roads safe for bicyclists.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11745321","label":"label='Bike to Work Day: Tips for a Smoother Commute (From KQED's Experts)'"},"numeric":["label='Bike","to","Work","Day:","Tips","for","a","Smoother","Commute","(From","KQED's","Experts)'"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city will create the new bike lanes over the next two years. In 2017-2018, the San Francisco Municipal Transportation Agency (SFMTA) built protected bike lanes at a pace of a little more than 5 miles a year; that pace would be doubled under Breed’s plan, her office said in a statement.\u003c/p>\n\u003cp>“Since 2006, bicycling in San Francisco has almost tripled. As our city continues to grow, we know we need more protected bike lanes, not only to keep people safe, but also to encourage more people to bike in the city and reduce congestion,” Breed said in a statement.\u003c/p>\n\u003cp>In 2017, 19,000 city residents commuted to work by bike, according to \u003ca href=\"https://www.sfmta.com/bicycle-ridership-data-1\" target=\"_blank\" rel=\"noopener\">SFMTA data\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cycling enthusiasts cheered Breed’s plan. “No better way to celebrate #btwd (bike to work day),” the San Francisco Bicycle Coalition wrote on Twitter.\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1126566687942201344"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The coalition had been urging the city to speed up construction of protected lanes, which are barriers between where cars park and bikers ride. The barriers could be made of concrete or even be planters, said Brian Wiedenmeier, the coalition’s executive director.\u003c/p>\n\u003cp>“Paint and posts don't cut it anymore. If somebody can park somewhere, they will,” he said Wednesday.\u003c/p>\n\u003cp>“What we're focused on is physically protected and separated bike lanes throughout our city,” he added, noting that cyclist \u003ca href=\"http://www.sfweekly.com/news/family-and-friends-of-cyclist-tess-rothstein-speak-out/\" target=\"_blank\" rel=\"noopener\">Tess Rothstein\u003c/a> was fatally struck by a truck after dodging the open door of a parked car while traveling in an unprotected lane on Howard Street in March.\u003c/p>\n\u003cp>Breed also asked the SFMTA to increase traffic citations for blocked bike lanes by 10% over the next six months — starting immediately — to help keep them clear. In the last half of 2018, the agency said it issued 27,000 citations for infractions related to blocking bike lanes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Mayor Breed had been absolutely clear with us: She's expecting us to get safe streets built fast. We're trying to rise to that challenge,” said Tom Maguire, SFMTA's sustainable streets director.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11746183/san-francisco-to-get-20-new-miles-of-protected-bike-lanes-mayor-says-on-bike-to-work-day","authors":["11310","11368"],"categories":["news_8","news_1397"],"tags":["news_2851","news_23196","news_25643","news_810","news_18555","news_23690","news_38"],"featImg":"news_11746188","label":"news"},"news_11745321":{"type":"posts","id":"news_11745321","meta":{"index":"posts_1591205157","site":"news","id":"11745321","score":null,"sort":[1557265871000]},"guestAuthors":[],"slug":"bike-to-work-day-tips-for-a-smoother-commute-from-kqeds-experts","title":"Bike to Work Day: Tips for a Smoother Commute (From KQED's Experts)","publishDate":1557265871,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>It’s Bike to Work Day this Thursday in the Bay Area. Are you already biking to work? Or, are you contemplating joining the cycling throngs and becoming a bike-to-work commuter?\u003c/p>\n\u003cp>Several people who work at KQED report for duty on their bicycles and love it. And they've got lots of advice to share on how to do it right (we hope this helps you newbies!).\u003c/p>\n\u003cp>\u003cstrong>Good Cycling Citizenship: Don't Run Red Lights ... (Yes, It Needs to Be Said)\u003c/strong>\u003c/p>\n\u003cp>Denise Sauerteig, who runs research and evaluation for KQED Education, is a cycling advocate who has been biking to work for 19 years in San Francisco. Her three keys to safe cycling: awareness, eye contact and good citizenship.\u003c/p>\n\u003cp>“Be always aware of your surroundings. You want to try to make as much eye contact as possible with the drivers around you. You want to really be a good steward and a good bike citizen.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Don'ts: Do not run red lights. Do not run stop signs.\u003c/p>\n\u003cp>Dos: Obey the law as much as possible (but, Sauerteig notes, \"you always have to really ride defensively”). And, pass on the left — not on the right.\u003c/p>\n\u003cp>“I'm not expecting you to pass me on the right, and this goes for people on motorized skateboards or scooters,” she added.\u003c/p>\n\u003cfigure id=\"attachment_11745683\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745683\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-800x499.jpg\" alt=\"Denise Sauerteig, a cycling advocate who has been biking to work for 19 years in San Francisco, is seen here in 2015 in the city's Potrero Hill neighborhood.\" width=\"800\" height=\"499\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-800x499.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-160x100.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-1020x636.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1.jpg 1200w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Denise Sauerteig, a cycling advocate who has been biking to work for 19 years in San Francisco, is seen here in 2015 in the city's Potrero Hill neighborhood. \u003ccite>(Pamela Palma)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Be a Dork: Use Those Hand Signals and Light It Up\u003c/strong>\u003c/p>\n\u003cp>Sarah Hotchkiss, visual arts editor: Don’t be afraid to be a dork. Use those hand signals.\u003c/p>\n\u003cp>“It’s useful for you, the cars around you and the cyclists behind you. It looks really dorky, but it’s effective. I embrace the dorkiness of being a law-abiding citizen on my bicycle,” she said.\u003c/p>\n\u003cp>And make sure your bike is bedecked with lights (white in front, red in back): “You really shouldn’t be biking at night if you don’t have lights,” Hotchkiss said.\u003c/p>\n\u003cp>\u003cstrong>Bikin' in the Rain\u003c/strong>\u003c/p>\n\u003cp>[aside tag='biking' label='More Coverage of Biking in the Bay Area']\u003c/p>\n\u003cp>KQED News digital producer Miranda Leitsinger, who commutes from the South Bay, said you can learn to enjoy riding in the rain, but safety is paramount: Buy rain gear (jacket and waterproof pants; you'll be so grateful), make sure your bike lights are on and be extra mindful — drivers can change their behavior during bad weather so keeping a close eye on the traffic around you can be lifesaving. Also, if it's cold out, make sure you're wearing layers.\u003c/p>\n\u003cp>But biking in the rain is \"not everyone's cup of tea,\" said Rik Panganiban, online learning manager for KQED Teach.\u003c/p>\n\u003cp>\"If you're really uncomfortable, if you're really cold, if you're really nervous, you're not going to bike well. So I think having your body kitted out with the right gear and having a bike that you feel comfortable with in wet weather is super important,\" he said.\u003c/p>\n\u003cp>If you aren't comfortable riding in the rain, don't do it, Leitsinger said.\u003c/p>\n\u003cp>\u003cstrong>The BART-Bike Tango\u003c/strong>\u003c/p>\n\u003cp>Chloe Morizono, news and radio coordinator, bikes to KQED from Berkeley, getting on BART at Ashby Station. This is the BART-bike etiquette:\u003c/p>\n\u003cul>\n\u003cli>Check where the other cyclists in your \"stack\" are going and re-arrange bikes if needed, with the ones getting out first on top.\u003c/li>\n\u003cli>Bring a little velcro or tie to hold your brake shut. If you do that, you can be sure your bike’s not going to be moving around.\u003c/li>\n\u003cli>Avoid peak commuting hours.\u003c/li>\n\u003c/ul>\n\u003cp>And, those lockers at BART stations actually work:\u003c/p>\n\u003cp>“They're super cheap and you can pretty much be sure that nothing will get stolen, like your bike seat,\" said Morizono. \"You're not going to come home and have to bike all funny because your bike seat's missing.\"\u003c/p>\n\u003cfigure id=\"attachment_11745673\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745673\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_hotchkiss-qut-800x533.jpg\" alt=\"Sarah Hotchkiss uses a hand signal as she turns onto York Street in San Francisco on May 6, 2019.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sarah Hotchkiss uses a hand signal as she turns onto York Street in San Francisco on May 6, 2019. \u003ccite>(Stephanie Lister/ KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Caltrain Has Cars Just for Bikes\u003c/strong>\u003c/p>\n\u003cp>Olivia Allen-Price, host of KQED's Bay Curious, cycles 6 miles a day and uses Caltrain on her commute. She appreciates that Caltrain has dedicated bicycle cars, but wants all cyclists to use them efficiently.\u003c/p>\n\u003cp>[pullquote]'You want to really be a good steward and a good bike citizen.'[/pullquote]\u003c/p>\n\u003cp>“Oftentimes, people will get into the bike car and they'll put their bike on the very first rack in the car. If you're the only person getting on the train, no big deal,\" she said.\u003c/p>\n\u003cp>Normally, though, there is \"a line of people behind you and you're blocking the door by putting your bike on that first rack,\" she added. \"So I definitely have a policy: first bike on needs to go to the back of the car and then we should all file in. It's the fastest way to load.\"\u003c/p>\n\u003cp>And, she added: \"If you are not a cyclist, I encourage you to try any other car than the bike car.”\u003c/p>\n\u003cp>\u003cstrong>You Can Bike to Work and Have Fabulous Hair\u003c/strong>\u003c/p>\n\u003cp>“I think a lot of women are a little intimidated to bike to work because of getting sweaty and ruining your hair and some of the aesthetics,\" Allen-Price said. \"I urge them to jump right in. At least for me, I find if I let my hair be a little bit wet after I get out of the shower and I don't completely dry it — I do it once I get to work — I don't worry about helmet hair.”\u003c/p>\n\u003cfigure id=\"attachment_11745676\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745676\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-800x600.jpg\" alt=\"Olivia Allen-Price sometimes takes a lap around San Francisco’s perimeter before heading into work, stopping at sites like the Sutro Baths, for a breather and to take in the view. Photo from October 2016.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Olivia Allen-Price sometimes takes a lap around San Francisco’s perimeter before heading into work, stopping at sites like the Sutro Baths, for a breather and to take in the view. Photo from October 2016. \u003ccite>(Courtesy of Olivia Allen-Price)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Baskets Are Cool\u003c/strong>\u003c/p>\n\u003cp>[pullquote]'You really shouldn’t be biking at night if you don’t have lights.'[/pullquote]\u003c/p>\n\u003cp>Leitsinger said she uses a basket to carry some of the heavier items in her backpack to lighten her load (she also uses it for groceries on the way home, too). It's easy to install a basket on your bike; just remember it's easy for someone to take it off, too. She takes her basket with her into work so it doesn't get stolen.\u003c/p>\n\u003cp>\u003cstrong>Keep Your Bike Safe\u003c/strong>\u003c/p>\n\u003cp>Panganiban swears by his folding bike. He can be anywhere within a few minutes, and can take the bike into a store, a restaurant or work (where he stores it under his desk).\u003c/p>\n\u003cp>\"I used to live in New York City and I lost several bikes,\" he said. \"The safest way to keep your bike from being stolen is to never have it leave your side.\"\u003c/p>\n\u003cp>\u003cstrong>Finally, Use Those Bike Lanes ... They're for Your Safety\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11745698\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745698\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_lanes-bike-to-work-800-800x533.png\" alt=\"Families bike in San Francisco on July 18, 2014.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_lanes-bike-to-work-800.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_lanes-bike-to-work-800-160x107.png 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Families bike in San Francisco on July 18, 2014. \u003ccite>(Adam Grossberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>KQED's Erika Kelly and Miranda Leitsinger contributed to this report. \u003c/em>\u003c/p>\n\n","blocks":[],"excerpt":"From good cycling citizenship to bikin' in the rain to avoiding 'helmet' hair, KQED staffers share their advice on making the bike-to-work commute a fabulous (and safe) experience.","status":"publish","parent":0,"modified":1557436722,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":40,"wordCount":1213},"headData":{"title":"Bike to Work Day: Tips for a Smoother Commute (From KQED's Experts) | KQED","description":"From good cycling citizenship to bikin' in the rain to avoiding 'helmet' hair, KQED staffers share their advice on making the bike-to-work commute a fabulous (and safe) experience.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Bike to Work Day: Tips for a Smoother Commute (From KQED's Experts)","datePublished":"2019-05-07T21:51:11.000Z","dateModified":"2019-05-09T21:18:42.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11745321 https://ww2.kqed.org/news/?p=11745321","disqusUrl":"https://ww2.kqed.org/news/2019/05/07/bike-to-work-day-tips-for-a-smoother-commute-from-kqeds-experts/","disqusTitle":"Bike to Work Day: Tips for a Smoother Commute (From KQED's Experts)","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/2019/05/WattBiketoWork.mp3","audioTrackLength":222,"path":"/news/11745321/bike-to-work-day-tips-for-a-smoother-commute-from-kqeds-experts","audioDuration":222000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s Bike to Work Day this Thursday in the Bay Area. Are you already biking to work? Or, are you contemplating joining the cycling throngs and becoming a bike-to-work commuter?\u003c/p>\n\u003cp>Several people who work at KQED report for duty on their bicycles and love it. And they've got lots of advice to share on how to do it right (we hope this helps you newbies!).\u003c/p>\n\u003cp>\u003cstrong>Good Cycling Citizenship: Don't Run Red Lights ... (Yes, It Needs to Be Said)\u003c/strong>\u003c/p>\n\u003cp>Denise Sauerteig, who runs research and evaluation for KQED Education, is a cycling advocate who has been biking to work for 19 years in San Francisco. Her three keys to safe cycling: awareness, eye contact and good citizenship.\u003c/p>\n\u003cp>“Be always aware of your surroundings. You want to try to make as much eye contact as possible with the drivers around you. You want to really be a good steward and a good bike citizen.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Don'ts: Do not run red lights. Do not run stop signs.\u003c/p>\n\u003cp>Dos: Obey the law as much as possible (but, Sauerteig notes, \"you always have to really ride defensively”). And, pass on the left — not on the right.\u003c/p>\n\u003cp>“I'm not expecting you to pass me on the right, and this goes for people on motorized skateboards or scooters,” she added.\u003c/p>\n\u003cfigure id=\"attachment_11745683\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745683\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-800x499.jpg\" alt=\"Denise Sauerteig, a cycling advocate who has been biking to work for 19 years in San Francisco, is seen here in 2015 in the city's Potrero Hill neighborhood.\" width=\"800\" height=\"499\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-800x499.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-160x100.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1-1020x636.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_denise-bike-to-work-qut-1.jpg 1200w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Denise Sauerteig, a cycling advocate who has been biking to work for 19 years in San Francisco, is seen here in 2015 in the city's Potrero Hill neighborhood. \u003ccite>(Pamela Palma)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Be a Dork: Use Those Hand Signals and Light It Up\u003c/strong>\u003c/p>\n\u003cp>Sarah Hotchkiss, visual arts editor: Don’t be afraid to be a dork. Use those hand signals.\u003c/p>\n\u003cp>“It’s useful for you, the cars around you and the cyclists behind you. It looks really dorky, but it’s effective. I embrace the dorkiness of being a law-abiding citizen on my bicycle,” she said.\u003c/p>\n\u003cp>And make sure your bike is bedecked with lights (white in front, red in back): “You really shouldn’t be biking at night if you don’t have lights,” Hotchkiss said.\u003c/p>\n\u003cp>\u003cstrong>Bikin' in the Rain\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"tag":"biking","label":"More Coverage of Biking in the Bay Area "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>KQED News digital producer Miranda Leitsinger, who commutes from the South Bay, said you can learn to enjoy riding in the rain, but safety is paramount: Buy rain gear (jacket and waterproof pants; you'll be so grateful), make sure your bike lights are on and be extra mindful — drivers can change their behavior during bad weather so keeping a close eye on the traffic around you can be lifesaving. Also, if it's cold out, make sure you're wearing layers.\u003c/p>\n\u003cp>But biking in the rain is \"not everyone's cup of tea,\" said Rik Panganiban, online learning manager for KQED Teach.\u003c/p>\n\u003cp>\"If you're really uncomfortable, if you're really cold, if you're really nervous, you're not going to bike well. So I think having your body kitted out with the right gear and having a bike that you feel comfortable with in wet weather is super important,\" he said.\u003c/p>\n\u003cp>If you aren't comfortable riding in the rain, don't do it, Leitsinger said.\u003c/p>\n\u003cp>\u003cstrong>The BART-Bike Tango\u003c/strong>\u003c/p>\n\u003cp>Chloe Morizono, news and radio coordinator, bikes to KQED from Berkeley, getting on BART at Ashby Station. This is the BART-bike etiquette:\u003c/p>\n\u003cul>\n\u003cli>Check where the other cyclists in your \"stack\" are going and re-arrange bikes if needed, with the ones getting out first on top.\u003c/li>\n\u003cli>Bring a little velcro or tie to hold your brake shut. If you do that, you can be sure your bike’s not going to be moving around.\u003c/li>\n\u003cli>Avoid peak commuting hours.\u003c/li>\n\u003c/ul>\n\u003cp>And, those lockers at BART stations actually work:\u003c/p>\n\u003cp>“They're super cheap and you can pretty much be sure that nothing will get stolen, like your bike seat,\" said Morizono. \"You're not going to come home and have to bike all funny because your bike seat's missing.\"\u003c/p>\n\u003cfigure id=\"attachment_11745673\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745673\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_hotchkiss-qut-800x533.jpg\" alt=\"Sarah Hotchkiss uses a hand signal as she turns onto York Street in San Francisco on May 6, 2019.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut-1200x800.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_hotchkiss-qut.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Sarah Hotchkiss uses a hand signal as she turns onto York Street in San Francisco on May 6, 2019. \u003ccite>(Stephanie Lister/ KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Caltrain Has Cars Just for Bikes\u003c/strong>\u003c/p>\n\u003cp>Olivia Allen-Price, host of KQED's Bay Curious, cycles 6 miles a day and uses Caltrain on her commute. She appreciates that Caltrain has dedicated bicycle cars, but wants all cyclists to use them efficiently.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'You want to really be a good steward and a good bike citizen.'","name":"pullquote","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Oftentimes, people will get into the bike car and they'll put their bike on the very first rack in the car. If you're the only person getting on the train, no big deal,\" she said.\u003c/p>\n\u003cp>Normally, though, there is \"a line of people behind you and you're blocking the door by putting your bike on that first rack,\" she added. \"So I definitely have a policy: first bike on needs to go to the back of the car and then we should all file in. It's the fastest way to load.\"\u003c/p>\n\u003cp>And, she added: \"If you are not a cyclist, I encourage you to try any other car than the bike car.”\u003c/p>\n\u003cp>\u003cstrong>You Can Bike to Work and Have Fabulous Hair\u003c/strong>\u003c/p>\n\u003cp>“I think a lot of women are a little intimidated to bike to work because of getting sweaty and ruining your hair and some of the aesthetics,\" Allen-Price said. \"I urge them to jump right in. At least for me, I find if I let my hair be a little bit wet after I get out of the shower and I don't completely dry it — I do it once I get to work — I don't worry about helmet hair.”\u003c/p>\n\u003cfigure id=\"attachment_11745676\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745676\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-800x600.jpg\" alt=\"Olivia Allen-Price sometimes takes a lap around San Francisco’s perimeter before heading into work, stopping at sites like the Sutro Baths, for a breather and to take in the view. Photo from October 2016.\" width=\"800\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-800x600.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-160x120.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1020x765.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1200x900.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut.jpg 1920w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1832x1374.jpg 1832w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1376x1032.jpg 1376w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-1044x783.jpg 1044w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-632x474.jpg 632w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_oap-bike-to-work-qut-536x402.jpg 536w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Olivia Allen-Price sometimes takes a lap around San Francisco’s perimeter before heading into work, stopping at sites like the Sutro Baths, for a breather and to take in the view. Photo from October 2016. \u003ccite>(Courtesy of Olivia Allen-Price)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Baskets Are Cool\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'You really shouldn’t be biking at night if you don’t have lights.'","name":"pullquote","attributes":{"named":{"label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Leitsinger said she uses a basket to carry some of the heavier items in her backpack to lighten her load (she also uses it for groceries on the way home, too). It's easy to install a basket on your bike; just remember it's easy for someone to take it off, too. She takes her basket with her into work so it doesn't get stolen.\u003c/p>\n\u003cp>\u003cstrong>Keep Your Bike Safe\u003c/strong>\u003c/p>\n\u003cp>Panganiban swears by his folding bike. He can be anywhere within a few minutes, and can take the bike into a store, a restaurant or work (where he stores it under his desk).\u003c/p>\n\u003cp>\"I used to live in New York City and I lost several bikes,\" he said. \"The safest way to keep your bike from being stolen is to never have it leave your side.\"\u003c/p>\n\u003cp>\u003cstrong>Finally, Use Those Bike Lanes ... They're for Your Safety\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_11745698\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg class=\"size-medium wp-image-11745698\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/05/05072019_lanes-bike-to-work-800-800x533.png\" alt=\"Families bike in San Francisco on July 18, 2014.\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_lanes-bike-to-work-800.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/05/05072019_lanes-bike-to-work-800-160x107.png 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Families bike in San Francisco on July 18, 2014. \u003ccite>(Adam Grossberg/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED's Erika Kelly and Miranda Leitsinger contributed to this report. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11745321/bike-to-work-day-tips-for-a-smoother-commute-from-kqeds-experts","authors":["11238"],"programs":["news_72"],"categories":["news_457","news_8","news_1397"],"tags":["news_2851","news_3234","news_1396","news_25643","news_810","news_18555"],"featImg":"news_11745704","label":"news_72"},"news_11709744":{"type":"posts","id":"news_11709744","meta":{"index":"posts_1591205157","site":"news","id":"11709744","score":null,"sort":[1543856950000]},"guestAuthors":[],"slug":"paul-sherwen-cycling-broadcaster-and-voice-of-the-tour-de-france-dies-at-62","title":"Paul Sherwen, Cycling Broadcaster and a Voice of the Tour de France, Dies at 62","publishDate":1543856950,"format":"standard","headTitle":"The California Report | KQED News","labelTerm":{"term":72,"site":"news"},"content":"\u003cp>Paul Sherwen, a pro-cycling commentator widely credited with introducing the English-speaking world to the sport, died on Sunday at his home in Uganda. He was 62.\u003c/p>\n\u003cp>Sherwen's voice became almost inextricable from the Tour de France and other major cycling events after a stellar career as a competitor. He rode in the Tour seven times during the 1970s and 1980s and finished five times. He won two British road-racing championships. But he was best known for his 33 years describing the world's most famous and grueling cycling competition. His partner for most of those July marathons was a fellow Briton, Phil Liggett.\u003c/p>\n\u003cp>\"I went to bed in Africa with a heavy heart last night feeling sadness like never before,\" Liggett wrote on Twitter. \"My team mate for 33 years was no longer with me. Your hundreds of messages showed how well @PaulSherwen was loved.\"\u003c/p>\n\u003cp>https://twitter.com/PhilLiggett/status/1069447192488882177\u003c/p>\n\u003cp>Liggett also said on Twitter that Sherwen's family told him the cause of death was \"heart failure.\" No further details were immediately available.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sherwen, who as a veteran of the pro peloton knew the profound suffering racers often endure, was known for his colorful descriptions of riders who were nearing their limit on the Tour's long mountain stages. He spoke of racers \"digging into their suitcase of courage.\" A rider who had been repeatedly tested on a tough climb was \"on the rivet.\"\u003c/p>\n\u003cp>The tone of the cycling world's reaction to Sherwen's passing: devastated.\u003c/p>\n\u003cp>\"The soundtrack to our July and our sport has been silenced,\" Australia's Cycling Central wrote on Twitter. \"We are too gutted for words right now.\"\u003c/p>\n\u003cp>https://twitter.com/CyclingCentral/status/1069344275467399169\u003c/p>\n\u003cp>Over more than three decades, Sherwen spread his passion for cycling across British, Australian and American television and radio to new generations of fans. He covered the sport during five Olympic Games as an analyst for NBC Sports.\u003c/p>\n\u003cp>\"We are saddened to offer our condolences to the friends and family of Paul Sherwen, who passed away this morning at his home in Uganda,\" the news outlet said in a statement on Sunday.\u003c/p>\n\u003cp>\"Paul was synonymous with the Tour de France in the U.S. and will be greatly missed by his legions of fans and the NBC Sports family, which was honored to be part of Paul's 40th Tour last July,\" NBC wrote. \"Our thoughts are with Paul's wife, Katherine, their children, and all of those in the cycling community who became Paul Sherwen fans over his many years calling the sport he loved.\"\u003c/p>\n\u003cp>British Cycling called Sherwen in a \u003ca href=\"https://twitter.com/BritishCycling/status/1069349565466324992\">tweet\u003c/a> \"a great voice of our sport.\"\u003c/p>\n\u003cp>https://twitter.com/BritishCycling/status/1069349565466324992\u003c/p>\n\u003cp>Lance Armstrong, who won the Tour seven times before being stripped of his championships amid a major doping scandal\u003cstrong>, \u003c/strong>\u003ca href=\"https://twitter.com/lancearmstrong/status/1069342584840089602\">wrote \u003c/a>about meeting Sherwen in 1992, when he worked as a press officer for Team Motorola. \"He was always a class act and a great friend,\" Armstrong said.\u003c/p>\n\u003cp>https://twitter.com/lancearmstrong/status/1069342584840089602\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Sherwen was born in the northern English county of Lancashire and had lived with his family in Uganda since age 7, NBC Sports reported. \"He helped create \u003ca href=\"https://www.karamoja.org/pauls-peloton-program.html\">Paul's Peloton\u003c/a>, which brought bicycles to Africa, and advocated for African wildlife as a chairman of the Ugandan Conservation Foundation and supporter of the Helping Rhinos initiative.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Paul+Sherwen%2C+Renowned+Cycling+Commentator%2C+Dies+At+62&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n","blocks":[],"excerpt":"For English-language racing fans, Sherwen became synonymous with the Tour de France over the last three decades. ","status":"publish","parent":0,"modified":1543877711,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":15,"wordCount":572},"headData":{"title":"Paul Sherwen, Cycling Broadcaster and a Voice of the Tour de France, Dies at 62 | KQED","description":"For English-language racing fans, Sherwen became synonymous with the Tour de France over the last three decades. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Paul Sherwen, Cycling Broadcaster and a Voice of the Tour de France, Dies at 62","datePublished":"2018-12-03T17:09:10.000Z","dateModified":"2018-12-03T22:55:11.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11709744 https://ww2.kqed.org/news/?p=11709744","disqusUrl":"https://ww2.kqed.org/news/2018/12/03/paul-sherwen-cycling-broadcaster-and-voice-of-the-tour-de-france-dies-at-62/","disqusTitle":"Paul Sherwen, Cycling Broadcaster and a Voice of the Tour de France, Dies at 62","nprImageCredit":"Morne de Klerk","nprByline":"Vanessa Romo","nprImageAgency":"Getty Images","nprStoryId":"672806336","nprApiLink":"http://api.npr.org/query?id=672806336&apiKey=MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004","nprHtmlLink":"https://www.npr.org/2018/12/03/672806336/paul-sherwen-renowned-cycling-commentator-dies-at-62?ft=nprml&f=672806336","nprRetrievedStory":"1","nprPubDate":"Mon, 03 Dec 2018 09:16:00 -0500","nprStoryDate":"Mon, 03 Dec 2018 02:18:58 -0500","nprLastModifiedDate":"Mon, 03 Dec 2018 09:16:53 -0500","path":"/news/11709744/paul-sherwen-cycling-broadcaster-and-voice-of-the-tour-de-france-dies-at-62","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Paul Sherwen, a pro-cycling commentator widely credited with introducing the English-speaking world to the sport, died on Sunday at his home in Uganda. He was 62.\u003c/p>\n\u003cp>Sherwen's voice became almost inextricable from the Tour de France and other major cycling events after a stellar career as a competitor. He rode in the Tour seven times during the 1970s and 1980s and finished five times. He won two British road-racing championships. But he was best known for his 33 years describing the world's most famous and grueling cycling competition. His partner for most of those July marathons was a fellow Briton, Phil Liggett.\u003c/p>\n\u003cp>\"I went to bed in Africa with a heavy heart last night feeling sadness like never before,\" Liggett wrote on Twitter. \"My team mate for 33 years was no longer with me. Your hundreds of messages showed how well @PaulSherwen was loved.\"\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1069447192488882177"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Liggett also said on Twitter that Sherwen's family told him the cause of death was \"heart failure.\" No further details were immediately available.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sherwen, who as a veteran of the pro peloton knew the profound suffering racers often endure, was known for his colorful descriptions of riders who were nearing their limit on the Tour's long mountain stages. He spoke of racers \"digging into their suitcase of courage.\" A rider who had been repeatedly tested on a tough climb was \"on the rivet.\"\u003c/p>\n\u003cp>The tone of the cycling world's reaction to Sherwen's passing: devastated.\u003c/p>\n\u003cp>\"The soundtrack to our July and our sport has been silenced,\" Australia's Cycling Central wrote on Twitter. \"We are too gutted for words right now.\"\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1069344275467399169"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Over more than three decades, Sherwen spread his passion for cycling across British, Australian and American television and radio to new generations of fans. He covered the sport during five Olympic Games as an analyst for NBC Sports.\u003c/p>\n\u003cp>\"We are saddened to offer our condolences to the friends and family of Paul Sherwen, who passed away this morning at his home in Uganda,\" the news outlet said in a statement on Sunday.\u003c/p>\n\u003cp>\"Paul was synonymous with the Tour de France in the U.S. and will be greatly missed by his legions of fans and the NBC Sports family, which was honored to be part of Paul's 40th Tour last July,\" NBC wrote. \"Our thoughts are with Paul's wife, Katherine, their children, and all of those in the cycling community who became Paul Sherwen fans over his many years calling the sport he loved.\"\u003c/p>\n\u003cp>British Cycling called Sherwen in a \u003ca href=\"https://twitter.com/BritishCycling/status/1069349565466324992\">tweet\u003c/a> \"a great voice of our sport.\"\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1069349565466324992"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Lance Armstrong, who won the Tour seven times before being stripped of his championships amid a major doping scandal\u003cstrong>, \u003c/strong>\u003ca href=\"https://twitter.com/lancearmstrong/status/1069342584840089602\">wrote \u003c/a>about meeting Sherwen in 1992, when he worked as a press officer for Team Motorola. \"He was always a class act and a great friend,\" Armstrong said.\u003c/p>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"singleTwitterStatus","attributes":{"named":{"id":"1069342584840089602"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003c/p>\n\u003cp>Sherwen was born in the northern English county of Lancashire and had lived with his family in Uganda since age 7, NBC Sports reported. \"He helped create \u003ca href=\"https://www.karamoja.org/pauls-peloton-program.html\">Paul's Peloton\u003c/a>, which brought bicycles to Africa, and advocated for African wildlife as a chairman of the Ugandan Conservation Foundation and supporter of the Helping Rhinos initiative.\"\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit https://www.npr.org.\u003cimg src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=Paul+Sherwen%2C+Renowned+Cycling+Commentator%2C+Dies+At+62&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11709744/paul-sherwen-cycling-broadcaster-and-voice-of-the-tour-de-france-dies-at-62","authors":["byline_news_11709744"],"programs":["news_72"],"categories":["news_8","news_10"],"tags":["news_18555"],"featImg":"news_11709745","label":"news_72"}},"programsReducer":{"possible":{"id":"possible","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. 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And you join us on the journey to find the answers.\r\n\u003cbr />\r\n\u003cspan class=\"alignleft\">\u003ca href=\"https://itunes.apple.com/us/podcast/id1172473406\">\u003cimg width=\"75px\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/DownloadOniTunes_100x100.png\">\u003c/a> \u003ca href=\"https://goo.gl/app/playmusic?ibi=com.google.PlayMusic&isi=691797987&ius=googleplaymusic&link=https://play.google.com/music/m/Ipi2mc5aqfen4nr2daayiziiyuy?t%3DBay_Curious\">\u003cimg width=\"75px\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/11/Google_Play_100x100.png\">\u003c/a>\u003c/span>\u003c/div>\r\n\u003c/aside> \r\n\u003ch2>What's your question?\u003c/h2>\r\n\u003cdiv id=\"huxq6\" class=\"curiosity-module\" data-pym-src=\"//modules.wearehearken.com/kqed/curiosity_modules/133\">\u003c/div>\r\n\u003cscript src=\"//assets.wearehearken.com/production/thirdparty/p.m.js\">\u003c/script>\r\n\u003ch2>Bay Curious monthly newsletter\u003c/h2>\r\nWe're launching it soon! \u003ca href=\"https://docs.google.com/forms/d/e/1FAIpQLSdEtzbyNbSQkRHCCAkKhoGiAl3Bd0zWxhk0ZseJ1KH_o_ZDjQ/viewform\" target=\"_blank\">Sign up\u003c/a> so you don't miss it when it drops.\r\n","featImg":"https://ww2.kqed.org/app/uploads/sites/10/2016/11/BayCuriousLogoFinal01-e1493662037229.png","headData":{"title":"Bay Curious Archives | KQED News","description":"A podcast exploring the Bay Area one question at a time KQED’s Bay Curious gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. 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