a master plan + design toolkit for remaking
the Embarcadero waterfront
for all modes of transportation
building the emBIKEadero waterfront bike path
table of contents
The Piero N. Patri Fellowship in Urban Design 4
introduction 6
project goals
create big and small connections 8
create a true multi- modal boulevard 10
create a premier bike path for san francisco’s waterfront 11
overview
cycling in san francisco 14
stakeholders 15
site analysis
san francisco bicycle network 17
existing embarcadero facilities
promenade 18
bike lanes 20
building the emBIKEadero waterfront path 22
master plan + design toolkit
mid- block design + prototypes
two travel lanes + bike lane + parking lane 24
two travel lanes + bike lane 26
three travel lanes + bike lane + parking lane 28
three travel lanes + bike lane 30
special condition: rincon park 32
special condition: third- street bridge 34
intersection design + prototypes
loading zones 36
driveways intersections 37
signalized intersections 38
parking: back- in angled parking 40
conclusion 42
appendix a: precedents 44
appendix b: alternative proposals 46
appendix c: references + acknowledgements 48
The Piero N. Patri Fellowship in Urban Design at SPUR
is an annual hands- on position for a graduate student in
urban design, landscape architecture, architecture or urban
planning, giving the fellow a unique summertime opportunity
to gain firsthand experience working in the urban- design and
planning field on a project that will have a positive impact
on the city of San Francisco and the Bay Area. The endowed
Piero N. Patri Fellowship was established by Piero’s brother,
Remo, his wife Johanna Patri, his brother Tito, and his
wife, Bobby Reich Patri, in honor of Piero’s commitment to
good planning and urban design. Major contributions to the
endowment were also made by Patri. Merker. Architects and
dozens of Piero’s friends, clients and colleagues.
Piero N. Patri, FAIA ( 1929 – 2006), an architect, urban designer
and planner born and raised in San Francisco, dedicated his
the Piero N. Patri fellowship in urban design
at SPUR
life to his work and the improvement of the city. Piero was the
first chairman of the SPUR Environmental Design Committee,
and in 1961 was the principal author, along with a team
including his brothers Remo and Tito, of one of SPUR’s first
community plans: the Montgomery Center Plan, a visionary
scheme that rethought the interconnection of the Financial
District to the city, and which resulted, in a different form,
in the ultimate siting of the Transamerica Pyramid. Piero N.
Patri’s life was filled with notable accomplishments, both in
projects produced by his firm and in his pro bono work.
For the 2009 project, working with SPUR and EDAW, the
Piero N. Patri Fellow was tasked with examining a particularly
challenging gap in the network that is needed to link the
southeast part of the city with the northeast: the area from
Mission Bay, across Mission Creek and the Third Street Bridge
and north along the Embarcadero Boulevard. This is also the
route of the Blue Greenway, which is evolving out of work
by SPUR and the Neighborhood Parks Council, and which
the Mayor supports. The aim of this work is to stimulate
real and substantive change by enabling safer and lower-cost
travel from the southeastern city to existing job centers.
The fellow was asked to first examine existing, approved,
and planned conditions from the vicinity of Mission Bay to
some point on the north Embarcadero and to then consider
options for closing the gap. The last phase of the fellowship
consisted of developing one or more alternative proposal
for addressing the gap closure at Third Street Bridge as well
retrofitting a Class I bicycle path along the Embarcadero.
Dave Snyder, former SPUR Transportation Policy Director ( and
former Executive Director of the San Francisco Bicycle Coalition); Jim
Chappell, former SPUR Citizens Planning Institute Director; and Scott
Preston of EDAW provided supervision and direction. As in past years,
work was undertaken in the San Francisco office of EDAW.
4
introduction
This document lays out the research and design proposal of
2009 Piero N. Patri Fellow Carrie Nielson, a graduate student
in the departments of Landscape Architecture and Urban
Planning and Design at the Harvard University Graduate
School of Design. The goal of this project is to encourage the
development of a two- way bicycle path along the Embarcadero
in order to improve the connection between the northeast
and southeast portions of San Francisco. It is the hope that the
success of this project will encourage further development of
separated bikeways throughout San Francisco.
the embarcadero: history
After extensive damage to the Embarcadero freeway in
the 1989 Loma Prieta earthquake, San Francisco visionaries
grabbed the opportunity to create a multi- modal boulevard
along the waterfront, tearing the freeway down instead
of replacing it. At the center of the boulevard is a wide San
Francisco Municipal Railway ( Muni) right- of- way, running
light- rail trains, framed by the now iconic palm trees. On the
bay side is the promenade, an often wide sidewalk space
that is occupied by both bicyclists and pedestrians. While
a separated bike path was considered in the 1992 redesign,
bike lanes were the preferred facility at the time. Cyclists
who wanted to stay off the street would be permitted to ride
on the Promenade. A cultural shift coupled with a renewed
momentum in alternative transportation have come to pass in
the nearly two decades since the Embarcadero’s last redesign.
the embarcadero: today
Thousands of pedestrians now enjoy use of the Promenade each
day, with dense crowds during morning and afternoon rush
hours as well as on the weekends. At the same time, bicycling
has reached a new kind of critical mass, becoming a more viable
alternative mode of transportation and increasingly appealing
loading vehicles, excessive street
furniture, and constant conflict with other
cyclists, pedestrians, and drivers creates
an obstacle course
for cyclists
with no directionality, bicyclists
must weave through oncoming cyclists,
turning cyclists, and pedestrians
traveling in both directions
6
to a far broader audience of Americans. Bicycling to work has
more than doubled in the last decade, and bicycle tourism
has flourished in northeast San Francisco. From families
pedaling along the Embarcadero, to queues of cyclists waiting
at stoplights on Market Street and to folding commute bikes
on BART, the renewed interest in bicycling is easy to see. This
new level of bicycling and walking, in turn, demands facilities
which represent the best practices in non- motorized planning.
On busy streets such as the Embarcadero, with its hundreds
of cyclists during the peak commute hours and relatively
fast traffic, bicycle lanes are no longer appropriate. Casting a
wider field of vision toward practices in the Netherlands and
Denmark, as many bike- friendly American cities have already
begun to do, San Francisco now has the opportunity to build
a cutting- edge separated bikeway that can accommodate the
large number of riders that already use the Embarcadero while
capturing new bicyclists. Recent research has shown that bike
paths have a larger ability to capture new ridership than bike
lanes. Many people who do not yet cycle are keenly interested
in doing so, but concern over sharing the roadway with fast
traffic prevents them from making the switch to bicycle.
the embarcadero: future
The goal of this project is to create a truly multi- modal
Embarcadero, making it safer and enjoyable for all modes
of transportation. Through the construction of a two- way,
separated bikeway along the bay side of the Embarcadero, the
Promenade will become a more secure place for pedestrians,
free of the danger and irritation of cyclists.
This project acknowledges the fact that any changes to the
Embarcadero must be a joint effort between city interests
and those of the Port of San Francisco, which owns the land.
Consideration has been given to this interaction with the
objective of serving the best interests of the Port as well as the
bicycling community.
bike lanes + the
shared- use promenade
do not meet the
needs of cyclists +
pedestrians
7
1. create big
N
create an SF perimeter path 8
provide crossing facilities onto and off of
bike lanes and bike routes
and small connections
San Francisco needs connections. Mobility is about making choices,
going in different directions, and, eventually, getting to a particular
destination. In this way, bicyclists operate no differently than drivers
or pedestrians: they need bike facilities in order to get safely to their
destinations. A successful bike path that serves the needs of a wide
variety of user groups needs to connect to other bike facilities: It needs
to make bicycling easy and stress- free. While the creation of a two- way
bike path along the Embarcadero will certainly aid in that endeavour,
it needs to have both big and small connections. On the big scale,
the emBIKEadero path provides 2.6 miles of continuous off- street
bike facility for San Francisco, which represents almost a third of the
perimeter of the San Francisco peninsula. Linking with paths through
Discovery Park, the Presidio, and the Great Highway, San Francisco may
be able to one day have a continuous perimeter path. At the small
scale, it must offer opportunities to easily turn onto and off of the bike
path, creating a north- south bike arterial which is connected to a series
of feeder streets with bike lanes.
9
2. make the embarcadero
a true “ multi- modal” boulevard
In its existing form, the Embarcadero has all of the elements of a
multi- modal boulevard without some of the necessary provisions for
ensuring safety and enjoyment of those facilities. Neither the Third
Street bridge, shown at right, nor Third Street have on- street bicycle
facilities, although Third Street is designated as a Class III facility,
meaning that is considered a bicycle route. On Third Street, bicycles
must brave high volumes of cars and trucks and cycle in the street or,
as shown here, bike slowly next to pedestrians walking on the already
narrow sidewalk. Neither solution is safe and neither solution benefits
all parties involved.
The same situation can be found on the promenade, where bicyclists
travel in both directions, weaving between pedestrians and other
bicyclists, creating a free- for- all of bike and pedestrian movement.
Though bicyclists can legally bike on the Promenade, it is not an ideal
place to get from one location to another, and it is often frustratingly
crowded for both bicyclists and pedestrians.
However, for many cyclists the Promenade is marginally better than
traveling in the bike lanes on the Embarcadero, which are not suitable
for such high speed and high volume roadways. In the southbound
direction, the bike lane ends abruptly between Second and Third Street.
The southbound bike line is narrow and tight against the parking lane,
putting cyclists at risk of being doored for much of its length.
With the Embarcadero’s cultural and aesthetic draws and a widespread
renewed increase in alternative modes of transportation, the
Embarcadero waterfront has reached a tipping point. A new, truly
multi- modal boulevard needs to be envisioned. Many of the pieces are
already there-- transit down the center of the street and lines of trees
flanking the boulevard, but there is still a need to separate bicyclists
and pedestrians in order to adequately address their needs as users.
Bicyclists and pedestrians need separated, comfortable facilities in
order to make the Embarcadero truly multi- modal.
bicyclists + pedestrians
need separated,
10 comfortable facilities.
In creating a separated bikeway, San Francisco will be pushing the
envelope on what it means to bicycle in San Francisco. Employing best
practices in bicycle facility planning and design, San Francisco will be
able to create a world- class bike facility located in one of the city’s most
prominent areas.
The high- visibility location of the path will help bring returns on the
path’s success. At the mixing point of tourists, commuters from other
parts of the Bay Area, and locals, a Class I bicycle facility will be a source
of pride and show a commitment to alternative modes of transportation
in the city. It will also serve to draw even more people to the area,
bringing locals out for a Sunday bike ride, new residents going to work
from Mission Bay, tourists who want to more comfortably explore San
Francisco, and commuters jumping off BART and onto the bike path.
3. create a premier bike facility for san francisco
build a separated bikeway in SF’s most
visible area, employing best practices in
bike planning + design
11
in order to promote tourism
attract tourists with
world- class biking facilities
The creation of a Class I facility will also help boost tourism
in the area. The emBIKEadero proposal seeks to connect the
waterfront between North Point Street and Terry A. Francois
Boulevard, providing 2.6 miles of off- street bike facility. This
will create a safer, longer facility for cycle- tourists to explore,
allowing them to bike all the way to a Giant’s game, explore
new parts of San Francisco such as Mission Bay, and connect
back to Pier 39.
The emBIKEadero path design accommodates those who want to ride
together, such as families and friends vacationing together. The path is
designed to have an ideal width of 15 feet, allowing two cyclists to bike
side- by- side in the same direction. The design of the bike path seeks to
make cycling as social event for those travelling in groups and allows
those who choose to travel faster to safely pass other cyclists.
photo: flickr. com/ asmythie
12
Recent research on bicycling has shown that there is a large interest
in bicycling among those who do not currently bike. One of the
primary reasons for their hesitance is often safety concerns. Between
the often chaotic situation on the Promenade and the unpleasant and
discontinuous experience of riding in the bike lanes, San Francisco can
do more to make facilities that make people excited about bicycling
By creating a bike path that both feels and looks safe and is
indeed safe, San Francisco may be able to increase its mode
share for bicycling. The feeling of safety on the facility will
not only improve the experience of for current riders and for
tourists but it may also help to attract a whole new group to
cycling. The literature suggests that bike paths are a far more
powerful draw to getting people to switch to bicycling than are
bike lanes.
make a facility that feels
safe and is safe
and
in order to
capture new
cyclists
13
BICYCLING IN SAN FRANCISCO
why we bicycle
According to MTA’s 2008 State of Cycling report, almost 6 percent of
all trips in San Francisco are completed by bicycle each day. Of those
trips, 36% are for recreation or exercise, 28% are for work or work
related purposes, 25% are shopping related, and 8% are school or
education related. San Francisco’s mode share for bicycling is much
higher than the rest of the nation, especially considering the city’s hilly
topography.
With improved bicycle facilities and new bicycle facilities, San Francisco
can help to address the growing bike community in the city. Cycling
along the San Francisco Bay is not only a beautiful ride for pleasure
or recreation but it also provides opportunities to get to and from
shopping and work destinations.
Ensuring connections to popular destinations by providing a
long off- street bike path and adequate crossing facilities onto
side streets with bike lanes, San Francisco can make their
bicycle network more accessible and more successful and
will help to make bicycling an increasingly equitable form of
transportation.
14
BICYCLING ON THE WATERFRONT
stakeholders
Stakeholder involvement is critical to the success of a Class I bicycle
facility on the Embarcadero.
The Port of San Francisco owns the land in question, making it
crucial group in envisioning the future of a dedicated bikeway.
Many other groups also have a considerable stake in any
reenvisioning process.
The Neighborhood Parks Council has done a great deal of
planning in the area pertaining the Blue Greenway.
The San Francisco Bicycle Coalition and Livable City were also
involved with the design process leading to this document,
providing a comprehensive primer on the Embarcadero as well
as subsequent design critiques and recommendations.
SPUR, as the organization organizing this proposal, has been involved
in shaping this proposal at every step of the way.
Continued input and feedback from stakeholders is critical to
this project. The emBIKEadero bike path must be a coalition
effort in order maximize benefits for all users and, ideally, to
promote intermodality.
15
envision the embarcadero
as a north- south bike arterial
photo: flickr. com/ drain
16
existing embarcadero waterfront bike network
N
Class II facility ( bike lane)
Class III facility ( bike route and/ or wide curb lane)
off- street shared- use path ( Embarcadero Promenade, Bay Trail )
EXISTING CONDITIONS
on- street facilities analysis: northbound + southbound bike lanes
gaps in the bike facilities curb + bike lane loading
With almost 6 percent of daily trips in San Francisco completed
by bicycle, San Francisco’s bicycle facilities must meet the
needs of not only its existing cyclists but also the increasing
number of riders who are new to cycling.
While a new bike facility for the Embarcadero should further
promote bicycling as an alternative mode of transportation,
it must also adequately treat current cyclists. The existing
bicycle facilities on the Embarcadero do not meet the needs
of cyclists. Both the on- street bike lanes and the promenade
pose safety concerns to cyclists and pedestrians.
As shown above, the bike lanes, especially in the southbound
direction, can be treacherous to navigate. Shifts in the
alignment of the lanes come with insufficient warning. At
Battery, the bike lane disappears through an intersection where
the Embarcadero hits the city’s street grid at difficult angles.
Near the Giant’s stadium, the southbound bike lane ends mid-block
between Second and Third Streets on King Street, forcing
cyclists to share the lane with vehicles moving upwards of 30
miles per hour.
Cyclists heading south toward Mission Bay are then forced to
merge across three lanes of traffic to make a left onto Third
Street. There, cyclists on the Third Street Bridge must either
ride on the extremely narrow sidewalk or in the street in order
to get to the southeastern portion of the city.
Both sanctioned and unsanctioned parking and loading
activities further provide a threat to the safety of cyclists.
Parking lane widths on the city- side of the Embarcadero and
on King Street are uncomfortably narrow. Even small trucks do
not always fit into these spaces, rendering the whole of the bike
lane the “ door zone”. This makes cycling in the southbound
direction particularly dangerous for those who use the facility.
Indeed, many cyclists do not use the southbound lanes as a
result of the inadequacy of bike facilities in that direction.
Throughout the Embarcadero, but especially on the waterside,
loading commonly takes place in the bike lane even into the
curb lane. As shown above, limousines, trucks with cargo, and
even buses routinely do not use the pullout spaces provided.
Instead, these vehicles double- park in the whole width of the
bike lane and routinely also block a portion of the curbside
18
narrow bike + parking lanes ambiguous lane configurations dropped bike facilities
travel lane. This creates an impediment to not only bicyclists
but to through motor vehicle traffic as well. While designated
loading zone areas could be impacted with future proposals,
it is important to understand that existing loading areas do
currently meet the needs of motor vehicle drivers.
The designated loading areas that do exist consist of pullouts
for private cars and buses. These facilities are primarily
located on the waterside of the Embarcadero. Frequently,
cars do not completely pull into these spaces, blocking the
travel of bicyclists and other vehicles. Muni buses also often
stop partially in one of the travel lanes and the bike lane when
pulling over at a bus stop, creating problems for bicyclists and
car drivers alike.
Any new proposal must accordingly seek to ensure that the
bike facility cannot be easily blocked by motor vehicle traffic.
19
EXISTING CONDITIONS
off- street facilities analysis: the promenade
lack of turning facilities narrow path high- volume + shared- used
Mixed, often high- volume traffic on the Embarcadero
Promenade poses problems for pedestrians as well as cyclists.
The promenade is the name for the, at times, wide shared- use
path that runs the length of the Embarcadero. At King Street,
this facility gets narrower, more similar to a typical sidewalk,
widening slightly in the blocks of King in front of the Giants
stadium.
Between the current renewed interest in walking and biking in
addition to the constant development of SOMA and Mission
Bay, the Embarcadero sees very high pedestrian volumes
throughout its length. While a mixed- use path once addressed
the needs of pedestrians and bicyclists who did not feel
comfortable cycling in the on- street facilities, the high cyclist
and pedestrian volumes on the promenade no longer create
ideal situation for either user group.
In some segments, the actual usable space of the promenade
is quite narrow. With signage, the art ribbon, and the street
lamps, the amount of space left to walk and bike in is significantly
reduced. Navigating around street furniture and around groups
of pedestrians can be tricky for bicyclists, especially for those
with less experience. This situation is also problematic for
those who use the promenade as an opportunity to cycle at
high speeds to get to their destinations. Other cyclists prefer
the promenade because it allows for a more meandering path,
taking in views of the water and the city.
Unlike more traditional shared- use paths that are common in
waterfront areas with their signage and suggested separation of
bicyclists and pedestrians, there is no indication of appropriate
directionality or divisions of bicyclists and pedestrians. This
creates a situation in which bicyclists freely weave through
throngs of northbound and southbound pedestrians who are,
in turn, freely spread out across the width of the promenade.
Collisions and near misses are especially common near the
Ferry Building, where cyclists often do not dismount despite
large slow- moving crowds of pedestrians. The area is also
excessively crowded during the weekday morning and evening
commute. Recreational riders and rental bike riders often
travel in larger groups, making it even more difficult to work
their way through large crowds of pedestrians.
Many southbound cyclists will not use the on- street facilities,
20
safer for southbound cyclists weaving + high speeds no directional separation
because they are forced to stop at traffic lights, increasing their
trip time. On the promenade, this is not a concern. Those
who ride on the promenade have no traffic signals to follow
until the turn onto a side street.
In some stretches of the southern waterfront, the promenade
serves as the only bicycle facility in the southbound direction.
Local cyclists know that when traveling southbound, they must
cross- over and merge onto the Promenade before the bike
lanes ends on King Street. If not, cyclists are forced to merge
across three lanes of traffic to make a left onto Third Street
from King Street.
Many cyclists find the promenade preferable simply because the bike
lanes on the southern portion of the Embarcadero and King Street are
typically more narrow than other stretches of the Embarcadero bike
lanes. Parking lanes in the area significantly increase the risk of being
doored. In addition to concerns over the on- street facility abruptly
ending, these unsatisfactory existing facilities also cause many cyclists
to switch over to the promenade early in their southbound direction.
While the promenade provides an off- street shared- use facilities
for bicyclists and pedestrians, the existing condition poses
safety concerns with no clear sense of how to safely navigate
through this facility.
21
emBIKEadero DESIGN TOOLKIT
3 lanes + bike lane
2 lanes + bike lane
special condition: flex lane ( rincon park)
3 lanes + bike lane + drop- off
2 lanes + bike lane + drop- off
special condition: no bike lane ( third st.)
envision a 15’ bike path, wide enough for two bicyclists to bike side by side
in the same direction, separated by a 4” grade change from pedestrian
traffic and car traffic, extending 2.6 miles from Terry A. Francois Blvd. to North
Point St.
this is the emBIKEadero separated bikeway
emBIKEadero MIDBLOCK DESIGN TOOLKIT
condition 1: two lanes + bike lane + drop- off
This condition occurs primarily on the northern and southern portion
of the Embarcadero. Many of these areas with this lane configuration
consist of smaller segments with pull- outs for parking and loading.
As shown in section, the existing lane configuration consists of a 5 foot
bike lane and a 7.5 foot drop- off area. This creates at least 12.5 feet of
space between the curb and the edge of the bike lane. The width of the
promenade varies throughout this condition. Here, to get full 15 feet
recommended for the path, the light posts must shift 3 feet. The extra
3 feet of room would be taken from the Promenade.
The drawing at top right portrays what the bicycle path might look like
near Chestnut Street. The drop- off lane becomes the bulk of the of bike
path, with the remaining width coming from the curb area.
5’ 7.5’ 2.5’ 17.5’
5’ 8’ 2’
get photo from near chestnut st
25
emBIKEadero MIDBLOCK DESIGN TOOLKIT
condition 2: two lanes + bike lane
Condition 2 is the dominant condition in the southern portion of the
Embarcadero and is almost as common along parts of the northern
Embarcadero. The condition consists of two 10 foot travel lanes adjacent
to one 5 foot bike lane.
This condition necessitates the shifting of the line of lamp posts that
hug the Embarcadero. Lamps should be shifted to allow the full 15 feet
of the path. The first 5 feet may be borrowed from the existing bike
lane, with the other 10 feet borrowed from the promenade. In most
locations, the promenade is able to absorb the 10- foot loss of space,
such as at Pier 38, shown in plan. Just south of Pier 40 next to the park,
shown at right, the promenade narrows to typical sidewalk length. As
such the path will have to narrow down to 13 feet in width.
On the northern portion of the Embarcadero, where condition 2
alternates with condition 1 on a block- by- block basis, the lamp posts
are set back from the roadway as far as they would be under condition
1. In these locations and if cost savings was critical, the bike path could
be temporarily reduced to 13.5 feet in order to avoid the cost of shifting
the lamp posts.
5’
10’ 23’
27
Condition 3 occurs primarily in the stretch of the Embarcadero between
the Ferry Building and Broadway, one of the heaviest trafficked areas
of the Embarcadero by cars, bicyclists, and pedestrians alike. With a
constant turnover of cars dropping off and trucks loading in front of the
Ferry Building, this area is particularly precarious for cyclists.
Like condition 1, most of the width of the 15 foot path comes from the
5 feet of existing bike lane and 7.5 feet of parking lane. Especially in
this area, making the path the full 15 feet width is critical with the large
number of commuters, recreational cyclists, and tourists who frequent
the area. It is critical that they have enough room to pass one another
as well as to ride side- by- side. Shown at right, in front of the Ferry
Building, the full 15 foot width can be achieved due to the wide loading
zone area and the setback of the light posts.
emBIKEadero MIDBLOCK DESIGN TOOLKIT
condition 3: three lanes + bike lane + drop- off
5’
4”
4”
7.5’ 3’ 21.5’
29
emBIKEadero MIDBLOCK DESIGN TOOLKIT
condition 4: three lanes + bike lane
Condition 4 only occurs in small segments between the Ferry Building
and Broadway and just south of the Ferry Building.
Without eliminating a lane of traffic, the lane configuration only allows
5 feet of space, taken from the bike lane. As a result, condition 4
demands that the line of lamp posts be moved back to accommodate
the bike path. Shown in section, 10 feet will need to be taken from the
promenade, as in the case in condition 2. However, because there is a
third travel lane in this condition, closing the right most lane of traffic
to cars would most likely be a far more economically efficient option
than moving the string of lamp posts. As a next step, elimination of the
third travel lane should be considered, especially in the long segment
of condition 3, just north of Rincon Park.
On a segment- by- segment basis, depressing the Art Ribbon so that it is
flush with the sidewalk should be examined in areas where widening of
the Promenade is needed.
5’
10’ 20’
30
31
emBIKEadero MIDBLOCK DESIGN TOOLKIT
special condition 1: flex lane/ rincon park
Special condition 1 occurs in the lane configuration adjacent
to Rincon Park. The configuration consists of two travel lanes
and one “ flex lane”, which serves as a third travel lane and a
bike lane during peak commute hours and as parking stalls
and a bike lane during the off- peak hours. Space for a bus
stop is also provided.
The full 15 feet width can be borrowed from the existing flex
lane, as shown below. As such, this segment will most likely be
the cheapest segment to construct and will affect neither the
pedestrian space nor the line of lamp posts.
10’
( no change)
5’ 3’ 7’
33
emBIKEadero MIDBLOCK DESIGN TOOLKIT
special condition 2: ballpark + third street bridge
Special condition 2 occurs on Third Street from the Third Street Bridge to
Willie Mays Plaza. Here, there are no existing bicycle facilities. Bicyclists
must cycle in the travel lane or, as some do, cross the bridge on the
extremely narrow sidewalk. Once over the bridge, cyclists emerge onto
a wide road also with no bike facilities.
As proposed, the right- most travel lane of the bridge would be given
over to the bike path, as is already done during Giants home games.
The loading zone on the north side of the bridge would be preserved.
Following the loading zone typology as described in this document, the
loading zone would shift out and the bike path would travel adjacent
to it on the right side of the area. The bike path would then continue
to Third and King in the right most travel lane, which is presently a
right- turn lane. The bike path would then turn right onto King Street,
borrowing space from the existing bike lane and the large sidewalk in
front of the ballpark. The northbound travel lanes at Third and King
consist of a turn pocket for left and through traffic, three through lanes,
and a right turn lane. The proposed reconfiguration would eliminate
one of the through travel lanes.
Once on King Street, the path should narrow down to 13 feet
in order to provide adequate pedestrian space. The existing
row of trees in front of the stadium will need to be removed in
order to accommodate a bike path in this location, no matter
what the width.
35
emBIKEadero INTERSECTION DESIGN TOOLKIT
loading zones
In the Embarcadero’s existing state, many drop- off zones
and some parking spaces are located on the waterside of the
boulevard. These areas primarily provide space for passenger
loading, delivery trucks, and valet parking. Delivery and
drop- off uses will need to be accommodated by the new
bike path design, though drop- off options on the city side
of the Embarcadero should be made. Signage should also
direct those interested in parking to nearby garages on the
city side of the Embarcadero.
Loading should be encouraged in off- peak hours, especially
early mornings in order to address most the delivery needs
along the Embarcadero. Additionally, as is the case currently,
many vehicles will continue to treat the curbside travel lane
as a drop- off area, continuing to block traffic as they do
today.
Although their accommodation will demand further study
in the next phase of this project, several locations have been
identified as able to accommodate a loading zone area.
Depicted at right, a longer loading zone could be sited just
south of the Ferry Building. This could accommodate both
delivery trucks as well as the various public and private buses
that pick up and drop- off passengers at the Ferry Building.
The design consists of three elements. The lane itself
should be the width of the existing parking stalls on the
Embarcadero, approximately, 7.5 feet. Adjacent to this is a
5 feet wide staging area, allowing an intermediate space for
trucks drivers to unload goods and for people to get out of
cars without being in the bike path.
The bike path railing should still run the length of the loading
zone with breaks in the railing so that people can cross the
bike path at selected locations. Especially when loading zones may be longer, such
as this one proposed by the Ferry Building, it is important to minimize the conflict
points between bicyclists and pedestrians. Limiting the number of crossing points
will make the crossing safer for both bicyclists and pedestrians. The breaks in
the railing should be small when loading is intended for private vehicles or trucks,
approximately, 6 feet in width. At bus stops, however, the openings should be
slightly larger to accommodate more pedestrians. Signage should also be used to
warn bicyclists and pedestrians of oncoming traffic.
36
In its existing form, driveways are a constant feature
throughout the length of the Embarcadero. These driveways
were necessary features when the Port properties were more
actively used for maritime purposes and, even up to today,
as parking lots. A large number of driveways still remain
though many lead to bulkheads that are uninhabited or
have changed uses. Some of the driveways, however, are still
used, such as the one at Pier 27, which houses a commercial
seafood company. As Port properties become redeveloped,
new driveway construction should be kept to a minimum
and, ideally, no new driveways should be added. If absolutely
necessary, driveways should follow the prototype explained
here.
The prototype for treating the bike path through non-signalized
driveways is shown at right. In order to
accommodate the width of the driveway the bike path
temporarily shifts its alignment, slowing down bicyclists
as they approach the intersection. The railing of the bike
path is broken along the width of the driveway such that, in
combination with bollards, trucks and other vehicles entering
the driveway are forced to turn at right- angles. This serves to
maximize drivers’ visibility of oncoming cyclists.
Bollards are placed in the white stripe dividing the lanes of
bike traffic. Bollards should be set back from the driveway
area to provide advanced warning to cyclists, giving them
adequate time to take evasive action if there is a problem
ahead.
As the bike path is located at an intermediate elevation
between the street and the sidewalk, the driveway will bring
motor vehicles at grade with the bike path. Shown above, a
ramped curb is recommended to bring trucks from the bike
emBIKEadero INTERSECTION DESIGN TOOLKIT
driveways ( non- signalized)
DESIGN COMPONENTS
FOR NON- SIGNALIZED
DRIVEWAYS
1. bollards in median
2. railings + bollards for
right- turn
3. narrowing and shifting
of bike path
4. driveway
5. ramped curb
path grade to the promenade grade. This is recommended to avoid taking up
more of the width of the promenade.
Signage should also be posted to help both motor vehicle drivers and cyclists
to recognize the potential for conflict. At driveways with small traffic volumes,
bicyclists should yield to oncoming motor vehicle traffic. At driveways with
significant traffic volumes, bicycle signals should be considered to ensure the flow
of motor vehicles and bicycles through the area.
Driveways with active uses should be accommodated in the above manner.
Driveways that are no longer in use should be eliminated with the construction of
the bike path.
1
1
2
3
4 5
37
At right is the proposed redesign for the intersection of
the Embarcadero at Bryant Street. On the east side of the
intersection is a driveway accessing the parking lot on Pier
30. This drawing serves as a prototype for how to treat the
bike path through pedestrian crossings and motor vehicle
crossings as well as how to design new bike crossings.
As with the driveway prototype, the path temporarily narrows at
the intersection. Pedestrians are given priority at the intersection,
indicated by a change in material. The change in material should
be in accordance with the aesthetic of the Embarcadero waterfront.
As shown, the crosswalk material suggested is the alternating dark
and light colored, long granite pavers that are used in the plaza area
between the end of Market Street and the Ferry Building ( Appendix
A). The pattern of the granite further reiterates the hierarchy of
the intersection, drawing pedestrians through the space with the
long slabs of granite oriented with their travel path while bicyclists,
traveling perpendicular to the long linear slabs may be encouraged
to slow down, traveling counter to the pattern of the paving.
At signalized intersections, bicycle signals should be
introduced. At a four- way intersection, such as at Bryant/
Embarcadero/ Pier 20, bicycle signals should be timed
so that a red phase coincides with green phase for cars
crossing the Embarcadero from Bryant Street and Pier 20
and pedestrians crossing in the east- west direction.
At three- way intersections ( not represented here), however,
the bicycle signal for through cyclists should be red only when
pedestrians are allowed to cross the Embarcadero. Thus at a three-way
intersection such as Howard and the Embarcadero, bicyclists will
be allowed through movement as cars turn off of Howard and onto
emBIKEadero INTERSECTION DESIGN TOOLKIT
signalized intersections
the Embarcadero. This serves to maximize the amount of continuous
riding available to bicyclists in both directions while also ensuring
pedestrian safety. Maximizing the amount of continuous riding may also
aid enforcement efforts.
Bicycle crossing facilities should be implemented at each intersection
along the bike path. Early efforts should focus on building crossing
facilities at streets with existing and/ or planned Class II and Class III
planned facilities. Modeled after the blue bicycle crossing common to
Copenhagen ( Appendix A), the crossing lane should be painted green
and may also have a dashed line painted on either side of it, as is done in
Seattle. The crossings ramp to meet the grade of the bike path over the
same distance as the curb cut.
38
DESIGN COMPONENTS
FOR SIGNALIZED
INTERSECTIONS
1. bollards in median
2. narrowing and shifting
of bike path
3. demarcated pedestrian
crossing
4. driveway
5. ramped curb
6. bicycle signal
7. eastbound bike crossing
8. westbound bike crossing
9. crosswalk curbcuts
1
1
9
7
8
9
1
2
3
3
4 4
39
Much of the space needed for the full width of the bike path is created
by eliminating the existing pockets of parking and loading areas
on the water- side of the Embarcadero. In total, 145 parking spaces
would be eliminated and be absorbed into the new bike path under
this proposal. Given the importance of parking revenue for the Port
of San Francisco and the fact that people do, and will, continue to
drive to the area, ways to replace the parking should be considered.
The Embarcadero, as a higher speed and high volume roadway, is
not well suited to back- in angled parking ( BIAP), which is primarily
recommended on lower speed streets. It is widely used across the
US as a way to increase the number of parking stalls available but
also as a tool for traffic calming. It is often combined with a “ road
diet” of the street, a redesign of a once autocentric street, often
with overly wide travel lanes, using that space to instead provide an
improved biking and walking environment. In comparison to front-in
angled parking, BIAP provides increased visibility for drivers as
they pull out of a space, especially helping with visibility of bicyclists.
Given that side streets such as Broadway or Washington will serve as
feeders to the emBIKEadero bike path, “ road dieting” those streets by
narrowing travel lanes to 10 feet and consolidating parking stalls will
help to traffic calm the area while replacing the parking loss on the
Embarcadero.
BIAP on those streets would also provide the opportunity to employ
other engineered traffic calming solutions, such as bulb- outs on
street corners.
The diagram at right shows the streets examined for suitability for
BIAP based on the width of the street. Many streets in South Beach
already have perpendicular parking, but streets on the north portion
of the Embarcadero, near Levi Plaza, have traditional parallel parking.
Replacing that with BIAP and adding new BIAP parking where room
permits would produce a net increase of parking, adding as much as
178 new parking spaces.
emBIKEadero PARKING CONSIDERATIONS
back- in angled parking ( BIAP)
145 water- side parking spaces
need to be reconfigured to build the bike path
back- in angled parking on nearby side
streets would completely absorb the
parking loss
40
converting existing parallel parking to back- in angled
parking on local side streets “ road diets” those
streets, making side streets safer for
bicyclists + pedestrians
With the growing number of bicyclists and pedestrians in San Francisco
and a renewed interest in bicycling even by those who do not bike
regularly, San Francisco has reached a critical crossroads in the story of
its built environment. As an increasingly viable mode of transportation,
the reality of cycling and walking as an alternatives to private car use is
increasingly prevalent in San Francisco and the Bay Area. Even among
those who still own vehicles, a quick trip via bike to the grocery store or
walking to work a few times a week makes an enormous difference on
a variety of levels.
Changing one’s travel behavior is a difficult process. It involves breaking
routines, finding new means of doing what one already knows, and
encouraging oneself to stick with it. San Francisco must make alternative
modes of transportation as easy as possible. The emBIKEadero bike path
does just that, giving pedestrians and cyclists their own spaces that best
address their unique needs as user groups. The emBIKEadero path will
be a north- south bike arterial, making bicycling in San Francisco simple
and enjoyable. By creating a separated bikeway in one of the city’s most
visible and beautiful areas, San Francisco can help encourage the health
of its citizens, improve the health of its environment, and continue to
invite people to explore its waterfront on bicycle.
emBIKEadero CONCLUSION
42
appendix a: design precedents
BIKE SIGNALS. New York City’s 9th Avenue
bikeway uses bike signals to help control
bicycle traffic. The red signal phase for
bicycles allows cars traveling on 9th to
make a protected left- turn on to side streets
and allows cars on side streets to turn onto
9th Avenue.
GREEN ASPHALT. The color of green
paint used on bike lanes and bike boxes in
Portland is currently slated to become the
new national standard for bike facilities.
CONTRA FLOW BIKE PATH. At Crissy Field,
the popular bike path leading to the Golden
Gate Bridge has eastbound bicycle traffic
moving next to westbound car traffic. The
potential for conflict is in part mediated
by the grade separation between bikes
and cars, with the bikes at grade with the
sidewalk.
credit: flickr. com Kylie Gradinger/ BCGP
credit: flickr. com/ intrepedation
BIKE RAMP. Short ramps are used on the
Hawthorne Bridge in Portland to bring bicyclists
from the bike lane, at grade with cars, up to the
shared- use path on the bridge. Similar short
ramps are recommended to bring cyclists from
side streets to the Embarcadero path.
credit: flickr. com/ Mark Strosberg
BIKE CROSSINGS. Seattle uses the green
bike facilities to bring cyclists through
difficult intersections. The green lane
indicate continuity of the bike space.
Dashed white stripes are typically painted
on both sides of the green lane.
BIKE CROSSINGS. Copenhagen’s “ L” shaped
crossings allow cyclists to make left- turns off
of cycle tracks without merging into vehicular
traffic. Cyclists follow the pedestrian signals,
crossing the first street, stopping at the next
corner until the signal changes, and then
proceeding as through- moving traffic
credit: flickr. com/ SPangborn
FERRY BUILDING GRANITE PAVERS. Long granite
pavers are used to create a rhythm of dark and
light stripes. This pattern creates a suggested
pedestrian route from the end of Market Street
to the main entrance of the Ferry Building.
credit: flickr. com/ liv dahlin
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THIRD STREET BRIDGE. During Embarcadero
Sunday Streets, the northbound lanes of the
bridge are shut down to car traffic.
THIRD STREET BRIDGE. The two northbound
lanes of traffic ( adjacent to the water) are closed
to car traffic during the Giants’ home games,
allowing thousands of pedestrians to cross the
Third Street bridge safely and effectively. Car
traffic is rerouted to the remaining two lanes,
providing travel in each direction.
credit: flickr. com/ luxomedia
45
appendix b: alternative proposals
ONE 2- WAY WATERSIDE
PATH
TWO 1- WAY PATHS
( WATERSIDE + CITYSIDE)
TWO 1- WAY MEDIAN
PATHS
MUNI MUNI MUNI
proposals originally considered two 1- way median bike paths
pros
+ very safe option for cyclists
+ no driveway/ dooring/ loading conflicts
+ bikes ride in the direction of traffic
cons
- may not look/ feel safe to bicyclists
- does not permit continuous riding
- difficult to access mid- block destinations
- not pleasant for riders
- requires lane reconfiguration
Three project alternatives were originally studied, and the
one 2- way waterside path option was chosen for further
development. While the two 1- way median paths merit
further study, the 2- way waterside in the recommonded
proposal.
46
two 1- way bike paths
pros
+ bikes ride in the direction of traffic
+ allow continuous riding in the northbound direction
cons
- does not allow continuous riding in southbound direction
- doubles the curb, parking, & drop- off changes
- encourages wrong- way riding by southbound cyclists
47
appendix c: references + acknowledgements
acknowledgements
This project would not have been made possible without the members
of the Patri committee who helped to support my ideas and, in turn,
encouraged me be critical of those ideas throughout the project. The
generous support of the Patri family also truly made this possible.
references: selected works consulted
Caltrans. Highway Design Manual Chapter 1000. June 26, 2006.
Jensen, Søren. “ Bicycle Tracks and Lanes: A Before- After Study.” TRB
87th Annual Meeting. Washington, DC ( January 2008), 1- 15.
Reschovsky, Clara. Journey to Work: 2000. US Census Bureau ( March
2004). San Francisco Bicycle Plan ( 1997).
http:// www. sfgov. org/ site/ bac_ index. asp? id= 11525.
Ridgway, Matthew and Mike Sallaberry. “ Roadway Seperated Bikeways
in the US and Canada.” Presented at Pro/ Walk Pro Bike
Conference 2008.
San Francisco Municipal Transportation Authority. 2007 Citywide
Bicycle Counts Report ( November 2007).
San Francisco Municipal Transportation Authority. Citizens’ Guide to
the Bicycle Plan. undated.
San Francisco Municipal Transportation Authority. San Francisco
Bicycle Plan ( June 2004.
San Francisco Municipal Transportation Authority. State of Cycling
Report ( 2008).
San Francisco Municipal Transportation Authority. Traffic Counts
( 7/ 29/ 2008). http:// www. sfmta. com/ cms/ rtraffic/ documents/
Volume_ web. pdf
Zeegers, Theo. “ Width of Bicycle Paths.” Ketting 173 ( October 2004),
4- 6. http:// www. fietsberaad. nl/ index. cfm? lang= en& section= Ke
nnisbank& mode= detail& repository= Width+ of+ bicycle+ paths
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