Jumat, 31 Desember 2021
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Kamis, 30 Desember 2021
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Muni Highlights in 2021: More Service to More Destinations
By Jonathan Streeter
Our goal for Muni in 2021 was to match the service we offer with the changing travel patterns of an unpredictable era, as San Franciscans grappled with a second year of the COVID-19 pandemic. To achieve this, we expanded on the core routes that formed the nucleus of our early 2020 pandemic network by adding and improving service in key areas throughout San Francisco. We focused on access in neighborhoods where essential workers live, as well as on adding service in busy corridors and even creating new lines.
At the beginning of the year, even with our reduced schedule, 91% of San Franciscans were within two or three blocks of a Muni stop. This included 100% of residents in San Francisco’s neighborhoods identified by the Muni Service Equity Strategy. By summer 2021, we added enough additional service so that 98% of San Franciscans were within two or three blocks of a Muni stop.
To the relief of many, and as an early sign of the city’s return to some sense of normalcy, we brought back Muni Metro service in the subway in May 2021, with access to all stations from Embarcadero through to West Portal. The SFMTA worked to address longstanding subway congestion issues that were a major cause of delay pre-pandemic by exclusively running two-car trains in the subway, including a combined KT Ingleside Third, and as-needed shuttle service. In doing so, we were able to increase capacity and improve on-time performance over the course of the year. The J Church is scheduled to return to the subway in February 2022 while efforts to address longtime subway service challenges continue.
To help support the economic recovery of the city, local tourism and small businesses we also brought cable cars back to the hills of San Francisco in September 2021 after extensive maintenance and testing. These iconic cars not only serve as a symbol of our city, they also provide an important link on steep streets between downtown and Fisherman's Wharf, as well as to Cathedral Hill.
On the street, San Francisco traffic returned to near pre-pandemic levels. To keep transit service fast and reliable for essential workers and those with the fewest transportation choices, we implemented temporary emergency transit lanes (TETLs). These lanes are dedicated to Muni vehicles to help keep our customers moving, as well as helping other buses and, in most cases, taxis.
Of the nearly 10 miles of lanes initially implemented, almost six miles of these transit lanes have been made permanent because of their success in protecting transit travel-time savings. That’s the fastest expansion of transit lanes in the city’s history! These transit lanes give nearly two-thirds of Muni riders priority on congested streets and improve the speed and reliability of bus service; getting you to your destination faster.
A significant aspect of transportation in 2021 was the continued shift by Muni riders toward using buses and trains for essential trips and to stores, appointments, schools and recreational destinations rather than to downtown for office work. We responded to these changes by modifying routes.
For example, we launched the temporarily combined route —the 36/52 Special — which served the hilltop neighborhoods of Forest Hill, Miraloma and Sunnyside in a loop between Forest Hill Muni Station and Glen Park BART Station before service was restored to the 36 Teresita and 52 Excelsior in August. As travel patterns shifted over the year, SFMTA’s transit planners developed creative solutions to meet San Francisco’s evolving transportation needs with available resources.
The SFMTA continued to face resource limitations in 2021 that curtailed our ability to bring service back to our original network. Without enough operators and other key staff, we had to make tough choices about which lines to serve and how much frequency to provide. Muni ridership has also not fully recovered. As of December 2021, ridership throughout the network is still at about only half of pre-pandemic levels.
We asked San Franciscans in fall 2021 what we should prioritize when we’re able to add more Muni service in 2022. Based on feedback from meetings, emails, phone conversations and more than 4,500 survey responses, we developed a plan that focuses on restoring connections and meeting the needs of all San Franciscans, especially people with disabilities and seniors. We also heard a call for increased frequency to reduce crowding and wait times on high ridership Muni lines. That proposal was approved by the SFMTA Board of Directors on December 7, 2021.
Throughout the year, Muni customers have shown that they are increasingly ready to return to riding buses and trains and are eager for our network to serve all their desired destinations in San Francisco. We are grateful for the cooperation of the public with revised schedules, mask mandates and other changes that the pandemic has necessitated. We are also incredibly grateful to the people who drive our vehicles through city streets with professionalism, courtesy and safety every single day.
To read more about how we “met the moment” review our 2021 Annual Report.
Published December 30, 2021 at 05:45AM
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Rabu, 29 Desember 2021
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Selasa, 28 Desember 2021
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Senin, 27 Desember 2021
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Sabtu, 25 Desember 2021
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Jumat, 24 Desember 2021
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Central Subway Revenue Service Update
By Enrique Aguilar
Central Subway Finishes Year on a High Note
As we say goodbye to 2021 and bring in the new year, construction crews for the Central Subway remain laser-focused on the finish line and are working towards completing items in our substantial punch list. It includes testing and certifying elevators and escalators, installing all ticket vending machines and completing small tasks that need to be addressed before the start of service, anticipated for October 2022.
Early next year, construction work will continue on the surface near 4th and King streets to install overhead wire and support systems connecting the Central Subway to the existing Metro system. Train and traffic signaling work and installation of new street lighting between Bryant and Townsend will also resume on 4th Street.
Now that station elevators and escalators are fully functional and tested, equipment must be certified to meet local and federal safety requirements. Fare gates have been installed at all stations and we expect to complete the installation and testing of ticket vending machines In January. With train testing in full gear since August, we anticipate concluding operational testing in the summer of 2022.
Artwork by Yumei Hou is being installed in Chinatown/Rose Pak Station. The artwork consists of two large-scale metal installations based on Yang Ge (Sprout Dance), a folk dance originating in Northeastern provinces in China. Artwork installation in the mezzanine landing is complete and we hope to have artwork in the ticketing hall in full display by the end of the month.
We will continue to bring you updates and share the good news as we prepare for Central Subway’s grand opening and celebrate this historic moment for San Francisco. For project updates, please visit https://www.sfmta.com/projects/central-subway-project.
Recently installed fare gates at Chinatown/Rose Pak station
Artwork by Yumei Hou at Chinatown/Rose Pak Station
Platform at Yerba Buena Moscone station
Published December 24, 2021 at 01:26AM
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Kamis, 23 Desember 2021
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Rabu, 22 Desember 2021
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Year-End Review of History Uncovered in 2021
By Jeremy Menzies
As the year comes to an end, we are excited to present a selection of historic photos that were preserved in the SFMTA Photo Archive this year. Archive staff have been scanning and cataloguing archival Muni photos that date back 100+ years for over a decade now. Read more about our work in the 10 year milestone blog from 2018.
The images below are a set of richly colored slides, some of which were originally used in presentations by Muni staff in the 1970s. These photos have a wide range of subject matter from everyday street activity to scenic vistas, project documentation and important Muni milestones.
A typical day in the life of a Muni Operator. This shot was taken near Market and 5th Streets in the early 1970s
Here, customers board a 38 Geary bus painted for the 1976 Bicentennial in a striking red, white, and blue paint job.
A rare snowfall is captured blanketing parts of Twin Peaks in this February 1976 photo.
This shot gives a peek inside the operations of Muni, showing Planning Dept. staff reviewing a map of bus lines.
BART and Market Street Subway construction is underway in this early 1970s photo. During construction, Market Street was closed to all vehicles except for transit and local deliveries.
In addition to the color slides, Archive staff performed selective scanning of photos from the 1970s and 80s this year. These photos bring more recent history to view and shed light on life in the city during this time.
On April 2, 1979, the newly rebuilt West Portal Station opened with a ribbon cutting by the mayor, streetcar parade, and hundreds of citizens touring the station. Just a couple of weeks later, LRV service began on the K Line between Balboa Park and West Portal in advance of the full opening of Muni Metro the following year.
This 1981 shot, taken inside Muni Central Control, shows an electronic board indicating the position of streetcars within the Market Street Subway. At that time, this state-of-the-art tool was critical to monitoring rail traffic in the subway after it opened in 1980.
Between 1982 and 84, the Cable Car system was shut down for a complete rebuild. This 1983 photo shows the powerhouse and underground cable infrastructure under construction at Mason and Washington Streets.
Muni purchased its first extra-long articulated buses in the 1980s to meet demand on high ridership lines like the 38L Geary Limited pictured here at Geary and Presidio in 1985.
Advocacy groups and federal law brought improvements to the accessibility of the Muni system in the 1980s. With the construction of boarding ramps on rail lines, elevators in subway stations, and the arrival of buses equipped with lifts, more people were able to ride public transit.
June 23, 1983 marked the first “Trolley Festival”, a celebration of the city’s long and unique transit history carried on today in the Muni Heritage festival. The open-air Boat Car, pictured here, has always been a popular attraction at the festivals.
Muni Operator of the Month Marshall Lacewell poses in Woods Division bus yard for this January 1989 shot. Employee award photos are a common subject among the files currently being archived.
On October 17, 1989, the Loma Prieta earthquake struck with devastating consequences across the region. Muni staff worked through the night to restore transit service and an estimated 65% of vehicles were running by the following morning to provide essential transportation following the disaster.
One quirky “sign of the times” shot scanned this year was this photo of Muni bus painted with Christmas decorations and a fireplace. The bus, an old Marmon Herrington trolley coach, saw limited special service in December ’89.
To finish off the list, a shot of a huge cake and streetcar model from Muni's 75th birthday on December 28, 1987. As we look ahead to celebrating our 109th birthday this year, we thank our riders, supporters and leaders for their commitment as we strive to provide the most safe, frequent and reliable service.
Closing out the year with over a decade of new photos from 1978-1990 scanned, staff will continue this work into 2022. We hope you’ve enjoyed this look back in time at some of the latest images to be archived this year. To see more of these and thousands other historic photos dating back to 1903, check out our Photo Archive web page.
Published December 22, 2021 at 10:14PM
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Selasa, 21 Desember 2021
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Senin, 20 Desember 2021
Livable Streets Look Back 2021
By Eillie Anzilotti
How We Made San Francisco Streets Safer In 2021
As 2021 comes to an end, we're reflecting on everything SFMTA has done to make San Francisco streets safer for all.
But first, let’s wind back 50 years ago to 1971: the year the first bike lanes went in in San Francisco! The city’s first bike lanes on Lake Street came out of a community effort to calm traffic and make the neighborhood safer.
There’s an often-quoted expression that “change happens slowly, then all at once.” For San Francisco safe streets, 2021 is certainly in the “all at once” phase. Fifty years after the first bike lanes were installed in the city, we’re continuing to push the boundaries of what safe streets can look like in San Francisco. Here’s a look at some key progress from this past year:
Transforming the Tenderloin: In a neighborhood where every street is on the city’s Vision Zero High-Injury Network, we implemented a suite of projects to make the whole area safer. Some highlights:
- Two Vision Zero Quick-Build projects: On Golden Gate Avenue, a new protected bike lane was added along with improved curb access for businesses, and Leavenworth was reduced from three travel lanes to two to promote safer speeds.
- Pedestrian scrambles—which stop traffic in all directions to make it safer for everyone to cross—were implemented at 10 intersections
- In a San Francisco first, 20 mph speed limits and No Turn on Red restrictions were implemented neighborhood-wide to improve safety.
- Several COVID-19 response projects have evolved into permanent community features. A physical distancing lane on Jones Street, implemented to give people more space to walk during the pandemic, was turned into a permanent travel lane reduction on the street to calm traffic. A weekly block closure on Turk Street to provide place for gathering and recreating is now Turk Street Safe Passage Park, a full-time street closure that welcomes nearly 100 visitors a day and provides a new public space for the community. These street transformations in the Tenderloin were implemented with collaboration and support from local partners, like Code Tenderloin and the Tenderloin Community Benefit District Safe Passage Program.
Adding Quick-Builds in the Bayview: After the Bayview Community-Based Transportation Plan was approved by the SMFTA Board in 2020, the first projects were installed this year. Two quick-build projects to improve safety conditions in the Bayview–one on Williams Avenue and one on Evans/Hunters Point/Innes–were completed, along with spot improvements like continental crosswalks. The Quick-Build on Hunters Point Boulevard features concrete barriers painted with murals by local artists.
Expanding San Francisco’s bike network: Over 12 miles of new bike facilities, including 7 miles of new protected bike lanes, were added across the city. Some highlights include a new two-way bikeway on Alemany Boulevard, and a protected bike lane as part of the Folsom Street Quick-Build in SOMA. Nearly five miles of Anza Street have been updated with bikeway markings, speed cushions, and a travel-lane reduction to encourage safer speeds and create an important east-west bike route through the Richmond. You can read more about (and see!) how much San Francisco’s bike network has grown in the last several years in this blog post.
Evolving Slow Streets: Slow Streets have evolved from an emergency response to COVID-19 to one of the SFMTA’s most efficient ways to transform city streets to promote walking, biking, and rolling. In August, the first four post-pandemic Slow Streets–Sanchez, Shotwell, Lake, and Golden Gate–were approved to be extended beyond the pandemic. Sanchez and Shotwell are fully implemented with unique designs informed by extensive community outreach.
Setting records for traffic calming: The traffic-calming program installed over 233 traffic calming devices across the city–the most ever completed in a year. Traffic calming devices like speed humps, speed cushions, and raised crosswalks make any street safer, and the team worked quickly and efficiently to respond to resident requests for safer conditions on their streets.
Thank you to everyone in the community who has advocated for, championed, and made use of these projects across the city. We look forward to continuing to make San Francisco streets safer in 2022!
Published December 20, 2021 at 10:54PM
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Minggu, 19 Desember 2021
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Sabtu, 18 Desember 2021
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Jumat, 17 Desember 2021
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Proposed Bond Introduced to the City’s Capital Planning Committee and the Board of Supervisors
By Benjamin Barnett
The demands on San Francisco’s transportation system have grown and revenues from transit fares and parking fees have not kept up. The COVID-19 pandemic worsened this problem. New revenue sources to fund our system are needed. The first step is a proposed $400 million Muni Reliability and Street Safety Bond that would support priority transportation capital investments across San Francisco. On Tuesday, December 7, the SFMTA Board of Directors voted to urge the San Francisco Board of Supervisors to place the Bond on the June 2022 ballot. Additionally, the Bond earlier this week was reviewed by City’s Capital Planning Committee and yesterday introduced to the Board of Supervisors.
The recommended Bond would provide financial resources to improve the transportation system, increase street safety, and meet the long-term needs of the City. Based on both the agency’s infrastructure needs and priorities identified in the SFMTA community survey, as well as outreach, the proposed Bond is focused on keeping Muni equipment and facilities working efficiently, providing quick and convenient transit access, improving Muni service for communities that depend on transit, ensuring Muni service is inclusive and accessible to all, making street safety improvements for people walking and biking.
The proposed Bond would fund repairs and upgrades to aging bus yards and equipment. This will allow the SFMTA have more modern facilities, maintenance bays and equipment to repair the Muni bus fleet, reducing vehicle breakdowns and supporting reliable Muni service. Additionally, funding on-street infrastructure improvements for public transit will support faster, more reliable, and more frequent Muni service. The proposed Bond would fund improvements to reduce congestion for transit, such as traffic signals that get buses through intersections quickly, wider sidewalks at bus stops for easier, more accessible boarding, and dedicated transit lanes. Finally, the Bond would provide funding to modernize the 20-year-old Muni train control system and leverage substantial state and federal matching funds for the project to increase subway capacity and reduce delays.
Bond Components are split across two major programs:
-
Make the Transportation System Work Better Amount
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Speed up Muni repairs and keep public transit moving by repairing, upgrading and maintaining aging bus yards, facilities and equipment ($250 million)
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Enable faster, more reliable, and more frequent Muni service by improving on-street infrastructure for public transit ($26 million)
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Increase subway capacity, reduce delays, and deliver dependable, high-frequency transit by modernizing the Muni train control system ($10 million)
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Improve Street Safety and Traffic Flow
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Improve safety and visibility at intersections by upgrading traffic signals, signage, and crossings ($42 million)
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Increase safety for walking and bicycling and access for Muni connections along major corridors by redesigning streets and sidewalks ($42 million)
-
Slow speeds and reduce crashes by implementing traffic calming and speed reduction tools ($30 million)
Transportation 2050
The Transportation 2050 effort is based on transportation needs and priorities identified by the community over the last eight years through two Mayoral transportation task forces (T2030 and T2045) with additional input from the city’s Muni Reliability Working Group in 2020. Transportation 2050 evaluates the resources needed to achieve the community’s vision for transportation developed through the city’s ConnectSF planning process, as well as infrastructure needs identified in the SFMTA’s 20-Year Capital Plan.
The proposed Muni Reliability and Street Safety Bond is just one of the community’s recommended strategies to invest in the transportation system and is only one piece of the funding puzzle.
Under-investment in transportation has been a decades-long trend. Existing transportation funding draws on multiple local, state, and federal sources, each of which can be uncertain. For example, funding from the city’s Proposition K transportation sales tax or local and federal grants make improvements to our streets and public transit but are not enough and are too variable to address the larger need.
Transportation 2050 considers a package of revenue sources over several years to sustain a more reliable, affordable, and safer transportation system. Through a combination of local ballot measures, continued state and federal grants, and the development of SFMTA properties, we can put our transportation system on firmer financial footing. If you are interested in learning more, please sign up for regular updates.
Published December 16, 2021 at 02:21AM
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Rabu, 15 Desember 2021
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L Taraval Improvement Project “Segment B” Geared Up for Early 2022
By Stephen Chun
Over the summer, we shared the good news that the first segment of the L Taraval Improvement Project was completed on schedule and within budget. A notice to proceed for the next phase of work, Segment B was issued last week to NTK Construction. Project staff is now gearing up for work slated to begin in January 2022.
What is the L Taraval Improvement Project?
The L Taraval Improvement Project is a multi-agency collaboration partnered with the San Francisco Public Utilities Commission and the Department of Public Works to improve and upgrade the aging infrastructure. The project will make pedestrian crossing safer, increase accessibility, improve transit reliability, rehabilitate water and sewer infrastructure, enhance landscaping and replace road pavement along the L Taraval line. To lessen the impact to the community, the project was split into two segments: Segment A and Segment B.
Segment A included 46th Ave. to Sunset Blvd. and was completed in July 2021.
Segment B will begin in January 2022 and take place along the L Taraval line from Sunset Blvd. to 15th Ave., and on Ulloa St. near West Portal. Work is expected to last through 2024.
Permanent stop changes will be added to improve safety and reliability:
-
Taraval St. and 17th Ave. (eastbound) will be relocated from the near side to the far side of the intersection once the new island is constructed
-
15th Ave. and Taraval St. (eastbound) will be removed once the boarding island at 17th Ave. is constructed
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Ulloa St. and Forest Side Blvd. (westbound and eastbound) will be relocated to Ulloa St. and 14th Ave.
What to Expect During Segment B Construction
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Construction is scheduled to begin in January 2022 and will occur in phases to minimize long-term disruptions
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Work hours are scheduled for Monday – Friday, 7 a.m.- 5 p.m. with occasional weekend work*
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Substitution of Muni rail service with bus shuttles during portions of the project*
* subject to change based on construction or operational needs
Using community input, equipment staging locations were identified:
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Santiago St. between 22nd and 24th avenues
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20th Ave. between Ulloa and Wawona streets
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Wawona St. between 21st and 23rd avenues
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36th Ave. between Taraval and Ulloa streets
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Taraval St. between 12th and 15th avenues
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Additional temporary staging locations will be identified over the course of the project
The project team will be hosting three open houses in the coming weeks. Please join us:
The nearly five-mile-long corridor from West Portal to the Zoo will boast new transit priority traffic signals, bulb outs to make pedestrian crossing safer, new trees, high visibility crosswalks, safety boarding islands and increased accessibility. Once completed in 2024, the Taraval corridor will be more inviting and welcoming for all residents and visitors.
To follow the progress of this project as we move into the next phase, please visit the project webpage and sign up for updates.
For questions or comments, please email LTaravalProject@SFMTA.com or call 415.646.4771.
Published December 10, 2021 at 02:14AM
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Fulton Street Sees Transit and Safety Improvements
By Shalon Rogers
A temporary transit bulb was recently installed at 8th Avenue and Fulton, reducing travel time for the 5 Fulton and 5R Fulton Rapid and making boarding safer.
For those who ride the 5 Fulton or 5R Fulton Rapid in the Richmond District, you may have recently noticed something new about the bus stops on Fulton Street at 6th and 8th avenues. And perhaps you noticed that your bus ride seemed to go slightly faster or with less disruption.
Two new temporary transit bulbs installed at 6th Avenue eastbound and 8th Avenue westbound bring safety and transit benefits to Fulton Street in advance of the planned construction of permanent bulbs and are part of the Fulton Street Safety and Transit Project.
Six permanent transit bulbs between Arguello and 10th Avenue are ultimately planned, which will save time and improve reliability for riders on the 5 Fulton and 5R Fulton Rapid by reducing the time it takes for buses to pull in and out of traffic. The planned bulbs are all located at major entrances to Golden Gate Park, as well as on a stretch of Fulton Street that is part of San Francisco’s High Injury Network, the 13% of city streets that account for 75% of severe and fatal injuries. Both Muni riders and people who walk will benefit as the bulbs will expand the waiting area for riders, improve access for people with mobility needs and improve visibility for people walking.
With the installation of these temporary bulbs, we will have completed Muni Forward transit reliability upgrades along the entire route of the 5 Fulton and 5R Fulton Rapid – the first Muni lines to achieve this distinction. The bulbs add to over a decade of improvements to these lines, including:
- Installed bus bulbs, traffic signals that stay green longer for buses, and other Muni Forward reliability upgrades on McAllister and outer Fulton (2017-2018)
- Introduced 60’ buses on the 5 Fulton and 5R Fulton Rapid to reduce crowding that will be returning to service soon (2016-2017)
- Upgraded and expanded transit lanes on Market, Fremont and Beale streets (2014-2021)
- Launched the 5R Fulton Rapid, reducing travel times from the Outer Richmond by up to seven minutes (2013)
- Made McAllister a two-way street, saving three minutes per trip (2011)
- Extended evening service to Transbay Terminal (2009)
Additional safety improvements that have recently been completed on Fulton Street include daylighting (removing parking) at 34 intersections between Stanyan and La Playa streets and the installation of 13 painted safety zones. These enhancements improve visibility for drivers and make it safer for people walking. Soon we expect to install speed radar signs between 38th and 39th avenues and 40th and 41st avenues which will help reduce speeding and improve safety.
The project recently received additional funding with the help of Assemblymember Phil Ting, who secured $1.6 million from the state budget to be used on improvements along Fulton Street. Combined with a Caltrans Low Carbon Transit Operations Program allocation and Proposition K sales tax funds from the San Francisco County Transportation Authority, this funding will allow for improvements that will benefit tens of thousands of Muni riders and make Fulton Street a safer place for people walking.
Published December 03, 2021 at 11:43PM
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A Green Light for Muni Customers
By Stephen Chun
Have you ever been on a Muni vehicle and realized that if the light had only stayed green for just a few more seconds you wouldn’t have been trapped at a red light? SFMTA’s Connected Corridor Pilot approached this problem with a new state of the art solution.
Most signals in San Francisco do not have sensors to detect vehicles at an intersection. However, through a grant from the U.S. Department of Transportation, our project team was able to test an advanced technology for signal timing based on who is present at an intersection. In this way, transit platform and traffic signal sensor data can be used to activate signal timing adjustments, responding to traffic conditions in real time. These adjustments provide more opportunities for transit vehicles to make it through intersections on a green light.
The project team turned on the adaptive signal timing program during several days in July and August 2021, with traffic engineers and traffic signal electricians monitoring intersections both in-person and by observing traffic cameras. Our priority was to reduce transit vehicle travel times. Once in place, we compared travel times for trains both before and after the new technology was implemented.
We found that with our pilot project, the average light rail vehicle (LRV) travel time along the 1-mile corridor was reduced by 66 seconds, resulting in an average travel speed increase of 21% from 8.2 miles per hour (MPH) to 9.9 MPH. With this system, the chance that a train will reach an intersection on a green light improved from 62.1% to 85.8%, meaning almost no red-light delay.
Figure 1. Pilot Corridor Performance, Before and After Comparisons
During the pilot, 60% of LRV corridor trips had 10 seconds or less of red-light delay, compared to only 5% previously. In fact, 20% of trains saw no red-light delay at all on the corridor, compared to the previous study period when not a single train avoided red light delay entirely.
Improving signal timing for just one specific mode or direction can potentially result in negative impacts for others. To evaluate this, we measured travel impacts to pedestrians and non-Muni vehicles to evaluate the potential effects from prioritizing transit. Fortunately, our data show that there was a 1% increase in the overall odds that other vehicles would encounter a green light and only a 1% increase in the odds that pedestrians would reach an intersection on a Do Not Walk symbol.
Vehicles on side streets were generally unaffected unless they were also held to prioritize train through traffic. Heavier volume side streets such as Mariposa Street had increased average wait times of up to 78% for vehicles, from an average wait of 46 seconds previously, to an average wait of 87 seconds during the pilot. Fortunately, the adaptive signal system only increased the average wait time by 4 seconds for pedestrians if they arrived on a Do Not Walk symbol, from 22 seconds to 26 seconds. Further refinement of the signal timing logic could help address these concerns.
With detailed information collected through the advanced sensors, our project team was able to make refinements and real-time signal timing adjustments that account for time of day, direction of travel, and the real-time volume of pedestrians, vehicles, and transit vehicles.
These promising results will lead the SFMTA to consider applying this technology in other locations to better understand how the system could work more widely around the city and any trade-offs that could arise in regard to overall traffic flows.
Looking forward, we are also exploring other new technologies. For example, the LiDAR (sensors that use lasers to identify objects) used in this project provides a new way to capture and classify objects at intersections, but there may be a need for additional sensors or different mounting locations to improve detection accuracy. Project staff will build upon the lessons learned from the pilot to inform future efforts to optimize the signal timing to make our streets better for all users.
Published December 01, 2021 at 04:01AM
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