Masonic’s Makeover

Masonic Avenue is being considered for a Boulevard Makeover. The San Francisco street has been in the news recently as the site of two high-profile fatality accidents in the past two years. And the rest of the numbers clearly support the argument that a change is needed. “Between 2004 and 2009, before traffic-calming measures were implemented, there were 116 collisions resulting in 131 injuries on Masonic.” Indeed, 32,000 vehicles use the street everyday.

The new design would remove two traffic lanes, and implement 1.2 miles of separated bike paths, add a center median and install sidewalk extensions to better accommodate transit vehicles and pedestrians. The new design is consistent with the Complete Streets movement discussed in an earlier post. The goal of ‘Complete Streets’ is to “ensure that all public roads in California are designed and operated to accommodate all roadway users, including bicyclists, public transit riders, and pedestrians of all ages and abilities”.

This new design has the support of the North of Panhandle Neighborhood Association and will be put before the SFMTA on Tuesday, September 18th. Not everyone is behind the proposal, however, and the point in contention is that which could most successfully stall the improvements, the money. The project has an estimated cost of $18 million and right now funding is at only $1 million. SFTMA is hoping to find more funding from regional grant sources, but even if the project finds the funding and goes forward, it will be years before residents see any change.

 

Sources:

http://www.sfexaminer.com/local/transportation/2012/09/redesign-masonic-avenue-key-approval-tuesday

Complete Streets

http://www.completestreets.org/complete-streets-fundamentals/complete-streets-faq/

Muni Ratings Slipping- Again

Muni ratings have been slipping in recent months and it’s not very difficult to determine what the cause might be. In August Muni’s on time record was just 57.2%. Let’s face it, when buses are late nearly 1 in every 2 times, people are bound to get frustrated. The decline in services has been drastic and abrupt. In March, Muni’s on-time record was at 63.2%, already well below the 1999 goal of 85%.

For many patrons of the public transit system it’s just more of what they have come to expect. However, Paul Rose, a spokesman for the SFMTA, attributed the recent service shortcomings to a perfect storm of circumstances; the age of the buses which require more maintenance and breakdown more often, the significant shortage of available transit operators, and the high number of employees out on sick leave. In spite of the explanation, Ben Kaufman, a spokesman for San Francisco Transit Riders Union, said that “passengers are just generally frustrated and fed up with the system,” said Kaufman. “It’s going to take a bold vision and a lot of political will to make the changes that will lead to more efficient transit in this city.”

 

Source:

Reisman, Will. http://www.sfexaminer.com/local/transportation/2012/09/muni-service-ratings-slip-fast-buses-slow

Private Shuttle Woes

SFTMA has begun an extensive study on the use of private shuttles by businesses in the City.

Many businesses on the Peninsula run private shuttle services for their employees, picking them up in their neighborhoods in the morning and dropping them off after work. For many people this is an invaluable service. These shuttles fill San Francisco’s public transportation gaps, expanding to areas that public transportation does not service. SFTMA, however, is worried about the potential for conflict between Muni Buses and these Private Shuttles when they share curb spaces and put Muni buses behind schedule. Private Shuttles are a rapidly expanding industry and the lack of regulation has some officials worried.

Carli Paine, a program manager at the SFMTA,  told the press that “right now, we’re just collecting data, so we don’t have any policy recommendations on how to address the issue.” SFMTA should have policy recommendations for the shuttles by late winter or early spring.

Source:

http://www.sfexaminer.com/local/transportation/2012/09/sfmta-midst-robust-study-private-shuttle-industry

Team JORTS

Rahman Law has agreed to sponsor Team Jortz: Caitlin, Sam, Liza and Katie  for the 2012 Cyclocross Season!

 

We look forward to working with this wonderful team to empower women, promote cycling and to otherwise be awesome in the near future!

Complete Streets

The California Bicycle Coalition has adopted a number of campaigns in its advocacy for better cycling in California. One of those is the ‘Complete Streets’ Initiative.

The goal of ‘Complete Streets’ is to “ensure that all public roads in California are designed and operated to accommodate all roadway users, including bicyclists, public transit riders, and pedestrians of all ages and abilities”.

Complete Streets will vary significantly depending on the conditions (rural, urban, flat, hilly, etc). They may include:

  • Sidewalks
  • Bike Lanes (or wide paved shoulders)
  • Special Bus Lanes
  • Comfortable and Accessible Transit Stops
  • Frequent Crossing Opportunities
  • Median Islands
  • Accessible Pedestrian Signals
In California, Complete Streets are the law. On January 1, 2011, the ‘Complete Streets Act’ went into effect. The law requires “cities and counties, when updating the part of a local general plan that addresses roadways and traffic flows, to ensure that those plans account for the needs of all roadway users.” As the result of the passage of the act in 2008, California became the second state to implement the ‘Complete Streets’ policies.

‘Complete Streets’ are not a partisan issue. Everyone can and should support making streets more accesible for all peoples since ‘Complete Streets’:

  • Increases Transportation Choices
  • Economic Revitalization
  • Improved Return on Infrastructure Investments
  • Quality of Place
  • Improved Safety
  • More Walking and Bicycling

 

Source:

 

Complete Streets

 

http://www.completestreets.org/complete-streets-fundamentals/complete-streets-faq/


Man Killed in Golden Gate Park Motorcycle Crash

Bay City News and the SF Examiner are reporting a solo motorcycle crash at Kezar and Martin Luther King Drives in Golden Gate Park on Saturday, September 2nd at 9:40 p.m..  The motorcyclist was killed in a solo crash in San Francisco’s Golden Gate Park that involved a motorcyclist and a light pole near the intersection, according to police. Police said the motorcyclist, identified only as a white man in his 30s, was pronounced dead at the scene.

An investigation into the collision is underway, and no further details were immediately available.

 

Tucker v. Mejia Verdict (Additional Information)

At the beginning of August we blogged about our very own Shaana A. Rahman’s succesful case Tucker v. Mejia. We are very proud of Shaana’s amazing work and look forward to many more successful  resolutions. For those of you interested in more details in the Tucker v Mejia case, VerdictSearch has uploaded the case summary.

Facts:

On Aug. 17, 2008, plaintiff Joseph Tucker, 29, a Wells Fargo Treasury Associate, was riding a fixed gear bicycle east on the left hand side of Eddy Street. At around 9:02 a.m., when he was approximately 42 feet from the intersection with Mason Street in San Francisco, Tucker was struck by a white shuttle van operated by an independent contractor. Tucker claimed the side of the van crashed into him, causing him to be ejected from his bike. He subsequently landed on his face and sustained injuries.

The white shuttle van never stopped and left the scene. As a result, a witness chased the van and although it was identified as a van owned by Lorrie’s Travel & Tours Inc., there was never any positive identification of the driver or the van number.

Tucker sued the believed driver of the van, Rufino Mejia; another possible driver of the van, Edgar Abecendario; and the owner of the van, Lorrie’s Travel & Tours Inc. Tucker alleged that Mejia and/or Abecendario were negligent in the operation of the van and that Lorrie’s was vicariously liable for their actions.

Lorrie’s subsequently filed a cross-complaint against its drivers, seeing indemnification.

Through the use of Lorrie’s internal documents relating to its drivers, plaintiff’s counsel identified four of the 15 Lorrie’s drivers who were in the Union Square area at the time of the collision. Counsel contended that further investigation pointed to Mejia as being the only driver on Eddy Street at the time of the collision. Plaintiff’s counsel noted that Mejia originally denied being involved in the collision, although admitted to being on Eddy Street approximately 10 minutes after the collision, when he was briefly stopped by the police. An internal investigation by Lorrie’s also led to the identification of four drivers possibly involved, but Lorrie’s never disciplined Mejia or concluded that he was the driver.

Prior to trial, Abecendario was dismissed from both Tucker’s case and the cross-complaint. Lorrie’s also settled with Tucker for $250,000 prior to trial. Thus, Tucker’s action proceeded to trial against Mejia only, and the cross-complaint against Mejia was bifurcated and has not yet been resolved.

At trial, Tucker claimed he was riding his bicycle in the left, eastbound lane when Mejia began making a lane change from the right lane into his lane of travel, causing the van to sideswipe him. He alleged that Mejia never stopped his van and left the scene.

Mejia claimed at trial that there was no contact between the van and Tucker. He also claimed that Tucker veered from the left lane into his lane in order to make a right turn, and that the plaintiff admitted fault for the collision to the investigating officers. The defense’s accident reconstruction/biomechanical expert opined that it was likely that Tucker over-braked, as the plaintiff was on a fixed gear bicycle with a single break, and pitched himself over the handlebars.

Verdict:

The jury found that Mejia was the driver involved in the accident. It also found that Mejia was negligent and that his negligence caused Tucker harm. The jury found no comparative fault against Tucker and awarded him $593,172.67 in total damages.

Joseph Tucker

$152,773 Personal Injury: Past Medical Cost

$235,200 Personal Injury: Future Medical Cost

$5,200 Personal Injury: Past Lost Earnings Capability

$150,000 Personal Injury: Past Pain And Suffering

$50,000 Personal Injury: Future Pain And Suffering

 

Source:

For the complete case report, visit the following link,

http://www.verdictsearch.com/index.jsp?do=news&rep=recent&art=208393

Pedestrian Peril in San Francisco

With its dense shops and restaurants, beautiful vistas and diverse neighborhoods San Francisco is a city in which walking is often the most desirable mode of transport. However, a recent poll by Bay Citizen shows that many pedestrians do not feel safe walking in the city.

The Bay Citizen’s nonscientific poll found that nearly half of the 98 respondents said “they wanted the San Francisco Police Department to ticket more drivers or cyclists for disobeying traffic laws. Several said they’d like to see the city ban right turns at red lights, while others suggested lowering speed limits.”

Recently, the City has been working to make some improvements to pedestrian safety.  An updated federal guideline has forced the City to extend crosswalk times in many intersections, including along Market Street. In addition, Police are focusing their efforts in corridors where there have been serious or fatal collisions. In June, the city lowered the speed limits on four South of Market streets – Howard, Folsom, Harrison and Bryant – from 30 to 25 mph.

Areas that went on a “road-diet”, where sidewalks and medians were extended, lanes were decreased and other measures were taken to reduce traffic and increase pedestrain activity, seem safer. “The bike lanes, expanded sidewalks, parklets and bulbouts make the street and traffic seem calmer” one respondent wrote.

Yet, many people feel that the City has just not done enough. A SoMa resident who responded to the survey suggested that pedestrians who still do not feel safe, and people who feel like the city has not done enough, should bring their complaints to community meetings. Another respondent suggested that everyone stop pointing fingers and laying blame, and instead acknowledge that pedestrians, cyclists and drivers alike have responsibilities when they share the road. It is when these groups work together that San Francisco’s streets will become safer.

A map detailing the intersections that the survey respondents identified as the most dangerous in San Francisco for pedestrians can be seen by clicking on the link below.

If you ever need a pedestrian accident attorney in San Francisco, Paso Robles, or the surrounding Central California Coast area, contact us for a free consultation.

Source:  http://www.baycitizen.org/transportation/interactive/pedestrian-safety-survey/

Bikes on Bart: Individual’s Stories

As part of its Bikes on Bart Advocacy, the San Francisco Bike Coalition interviewed a few of the cyclists taking advantage of the lift on the rush-hour ban to find out how it was affecting people’s commute.

Eric, Fruitvale to SOMA: The ban on bikes during rush hour completely prevents Eric from biking to work. He can usually make it to the station early enough to take BART before the blackout hours start in the morning, but he cannot hang around in San Francisco until rush hour is over after work. Because of the restrictions, he drives to the Bart station and walks to work. The lift on the ban on Fridays during the month of August allows Eric to bike to the Fruitvale station and bike to work, then bike home. His commute is quicker, cheaper and more efficient. It is the ideal situation.

Hopefully, people like Eric who responsibly utilize the services BART has to offer, can help to permanently change BART’s policy on bike. Lifting the ban on bikes on BART during rush hour is beneficial for commuters, for the Bay Area and for the environment.

 

Source:

http://www.sfbike.org/main/

 

Road Dieting- The (Not-So) New Fad

According the SF Examiner roads sometimes need to diet in order to become healthier. This means shifting emphasis from cars to pedestrians and cyclists by  reducing traffic lanes, widening sidewalks, adding bike paths and greening medians. These road diets are long-term investments for the neighborhoods which they service. Road diets can decrease the number of cars, increase the number of pedestrians, improve safety conditions, reduce collisions, increase demand for restaurants and store-front businesses and generally improve the conditions of the neighborhood. Not surprisingly, City transportation officials say San Francisco has put more roads on a diet than anywhere else in North America. These projects and their results have been observed on Divisadero Street corridor, San Jose Avenue, Eddy and Ellis streets, Valencia Street and Folsom Street. Business owners and residents in these areas laud the new security pedestrians feel when crossing the street, the more leisurely pace of cars and cyclists and te improvement in the overall atmosphere and value of the neighborhood. Although not everyone is completely convinced, most people agree that the renovations add value to a neighborhood.

 

 

Sources:

http://www.sfexaminer.com/local/transportation/2012/08/road-diets-used-tool-reclaiming-neighborhoods-san-francisco