ITE Journal February 2018 - 41

7th and 8th Streets between Market and Harrison Street
These two one-way arterials form a couplet in what was a light
industrial neighborhood south of the city's Civic Center and
Financial District that has been evolving over the past few decades
into a mixed use neighborhood. Each street is 62-feet (ft) 6-inches
wide from curb-to-curb with parking on each side, a striped bike
lane on the right side of the roadway, and either 3 or 4 lanes of
traffic. Both streets previously had 4 lanes of traffic, but a road diet
on 8th Street in 2012 resulted in a three-lane roadway with a wide,
buffered bike lane between one of the parking lanes and the three
travel lanes. Both streets have bus transit.

ƒ

ƒ
ƒ
ƒ

passengers, wheelchair travel to vehicles, space for opened
doors, etc.;
An 8-ft wide parking lane between the bikeway and three
travel lanes, which included concrete transit boarding islands
poured primarily on top of the existing asphalt roadway and
attached to the roadway via rebar pounded down to the concrete
roadway base;
Three travel lanes;
Curbside parking lane; and
At intersections, the parking lane adjacent to the bikeway is
replaced by a "mixing zone" design to handle right-turning
movements.

Other than the concrete transit islands, all of this was done with
paint, signs, and flexible delineators.

13th Street/Division Street Bikeway Project

Jeremy Menzies, SFMTA

Jeremy Menzies, SFMTA

Similar to 7th and 8th Streets, the goal was to establish a protected
bikeway on a multi-lane arterial. Unique to 13th Street/Division
Street between Potrero Avenue and Folsom Street was its location
under a freeway with fewer business frontages and its pre-project
design that included some sections with parking and some without,
some sections with an existing bikeway and some with no bikeway,
and a mix of sections with bus transit and with no transit. Even where
there was no bikeway pre-project, 120-150 cyclists/hr/direction
would ride in the travel lanes, indicating what was likely a high latent
demand in addition to the current demand to ride on this flat, direct
route, even though it was designated a High Injury Corridor.

Figure 1. Before and after photos of 7th Street.
The goal of these two projects was to establish parking protected
bikeways. There is growing demand for protected bikeways, which
are especially helpful in preventing blockages of the bikeway due
to double parking, parking maneuvers, and on-street loading, a
common occurrence along commercial corridors like these. The
end result included:
ƒ A 7-ft wide bikeway along the curb, painted green to highlight
bicyclists' paths of travel;
ƒ A 5-ft wide painted buffer between the bikeway and parking
lane to serve multiple purposes, such as loading/unloading

Figure 2. Division/13th Street corridor with parking protected bikeway.
Through a combination of lane and/or parking removals,
redesignation of lanes, and shifting of parking away from the
curb, a protected bikeway was created in both directions. The
protection along the street is a mix of parking protection, buffer
with flexible delineators, and concrete islands-all relatively low
w w w .i t e.or g

Febru ar y 2018

41


http://www.ite.org

Table of Contents for the Digital Edition of ITE Journal February 2018

President’s Message
Director’s Message
People in the Profession
News
Op/Ed: Why the Uptick in Toll Roads?
Op/Ed: The P3 Paradox
Where in the World?
Calendar
2018 ITE Collegiate Traffic Bowl Kicks Off
Technical Programs Division Spotlight
Member to Member: Gary F. Duncan
Member to Member: Kate Whitfield, P.Eng., MCIP, RPP
New Products
Industry News
Breaking Barriers to Bike Share: Lessons on Bike Share Equity
The Value of Vanpooling as a Strategic, Cost-effective, and Sustainable Transportation Option
Delivering Impactful Projects Quickly and Effectively
Trip and Parking Generation for Shopping Centers in Jordan
Professional Services Directory
ITE Journal February 2018 - 1
ITE Journal February 2018 - 2
ITE Journal February 2018 - 3
ITE Journal February 2018 - President’s Message
ITE Journal February 2018 - 5
ITE Journal February 2018 - Director’s Message
ITE Journal February 2018 - 7
ITE Journal February 2018 - People in the Profession
ITE Journal February 2018 - 9
ITE Journal February 2018 - News
ITE Journal February 2018 - 11
ITE Journal February 2018 - 12
ITE Journal February 2018 - 13
ITE Journal February 2018 - Op/Ed: Why the Uptick in Toll Roads?
ITE Journal February 2018 - 15
ITE Journal February 2018 - Op/Ed: The P3 Paradox
ITE Journal February 2018 - 17
ITE Journal February 2018 - 18
ITE Journal February 2018 - 19
ITE Journal February 2018 - Calendar
ITE Journal February 2018 - 21
ITE Journal February 2018 - 2018 ITE Collegiate Traffic Bowl Kicks Off
ITE Journal February 2018 - Technical Programs Division Spotlight
ITE Journal February 2018 - Member to Member: Gary F. Duncan
ITE Journal February 2018 - 25
ITE Journal February 2018 - Member to Member: Kate Whitfield, P.Eng., MCIP, RPP
ITE Journal February 2018 - 27
ITE Journal February 2018 - Industry News
ITE Journal February 2018 - 29
ITE Journal February 2018 - 30
ITE Journal February 2018 - Breaking Barriers to Bike Share: Lessons on Bike Share Equity
ITE Journal February 2018 - 32
ITE Journal February 2018 - 33
ITE Journal February 2018 - 34
ITE Journal February 2018 - 35
ITE Journal February 2018 - The Value of Vanpooling as a Strategic, Cost-effective, and Sustainable Transportation Option
ITE Journal February 2018 - 37
ITE Journal February 2018 - 38
ITE Journal February 2018 - 39
ITE Journal February 2018 - Delivering Impactful Projects Quickly and Effectively
ITE Journal February 2018 - 41
ITE Journal February 2018 - 42
ITE Journal February 2018 - 43
ITE Journal February 2018 - 44
ITE Journal February 2018 - Trip and Parking Generation for Shopping Centers in Jordan
ITE Journal February 2018 - 46
ITE Journal February 2018 - 47
ITE Journal February 2018 - 48
ITE Journal February 2018 - 49
ITE Journal February 2018 - Professional Services Directory
ITE Journal February 2018 - 51
ITE Journal February 2018 - 52
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