The Latest: G20 leaders toss coins into Trevi Fountain
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An animated map showing the expansion of transit lanes in San Francisco. View as a PDF.
It’s been a record year for transit lanes in San Francisco: we’ve installed nearly 14 miles of new or upgraded lanes since summer 2020. That’s the fastest expansion of transit lanes in the city’s history. These transit lanes benefit Muni routes that serve nearly two-thirds of current customers. It’s all part of our efforts to give transit riders priority on congested streets and improve Muni speed and reliability. Better Muni service means more people will opt to take transit instead of driving, that reduces congestion and supports our environmental goals.
To commemorate this milestone, we’ve put together an animated map showing the evolution of San Francisco’s transit lane network over the last 15 years. We hope you find it as mesmerizing as we do to watch transit lanes expand across the city during this time.
Transit lanes are dedicated to Muni vehicles as well as other buses and taxis in most cases. They help improve Muni’s travel time and reliability and protect transit riders from traffic congestion. Red transit lanes were first introduced in San Francisco in 2013 and have proven to be even more effective than non-red transit lanes, leading to about a 50% reduction in violations.
We’ve been steadily adding to the transit lane network since the 1970s, when the original Transit First Policy was adopted, but the past five years have been especially busy. And as the final map shows, many more transit lanes are fully approved and coming soon, including the much anticipated Van Ness Avenue transit lanes.
An SFMTA paint shop crew installs new red transit lane on Geary Boulevard
A few highlights to look out for in the map:
A train crosses a new transit lane on the historic 4th Street Bridge
What’s Next
Transit lanes have proven their worth in getting Muni riders where they’re going faster yet again this year, and more are on the way. In addition to installing transit lanes that are already approved, we’ll be starting outreach on a new round of Muni Forward projects in the coming year to deliver faster, more reliable and less crowded service to Muni customers. These projects will include transit lanes and other transit priority measures that keep Muni moving. Sign up for our Muni Forward mailing list to receive updates about new transit lanes coming your way.
Map Notes
For those who can’t get enough detail about transit lanes, here are a few more notes about how we created the map:
In this two-part blog series, we will look back at the history of one of our city’s hardest working transportation properties. For almost 115 years, the Elkton lot, located on San Jose Avenue between Ocean and Niagara Avenues, has been the epicenter of SF streetcar operations. In this post, we will explore the first 70 years at the property when it was known as “Elkton Shops”.
Built between 1905 and 1907 by the United Railroads of San Francisco (URR) on a several acre field in the outskirts of the city, Elkton Shops was the most comprehensive transit facility in the city. The new shops, mainly surrounded by farmland, were named after a Southern Pacific Railroad stop just steps away on Ocean Avenue.
A lone cable car sits on a muddy ladder track outside the newly built Elkton Shops in this January 1907 shot.
In 1921, Elkton changed hands, going to the Market Street Railway Company after URR suffered years of financial troubles. During its heyday in the 1920s, Elkton Shops was a powerhouse of repair and production. A staff of over 350 people were responsible for building and overhauling hundreds of streetcars and cable cars to keep the railway’s sprawling system running.
This 1928 photo was taken at the peak of production at Elkton Shops when staff was turning out 26 brand new cars a year on top of 316 complete overhauls and myriad other work.
Every type of job from replacing broken windows and upholstering seats to machining wheels, overhauling electric motors, and painting cars was performed in the shops. According to a 1928 article in the company’s newsletter, the average time it took to completely overhaul a streetcar at Elkton was 19 days. On average, 22 cars would be in the shops undergoing the process at any one time.
A view inside the overhaul shop in 1912 showing a row of streetcars at left and staff tearing down trucks and motors at right.
In 1944, the Market Street Railway Co. was purchased by the city and Elkton became a part of the now greatly expanded San Francisco Municipal Railway. The heyday of streetcars would soon be coming to an end but the ramshackle old shops continued to hold a valuable place in the future of Muni.
This 1942 shot shows Elkton’s rear yard crowded with everything from cobblestones to streetcar wheels.
Following World War II, Muni began quickly expanding its bus fleet and in 1948, Elkton’s rear yard was cleared and excavated to build the Ocean Division bus yard. The new yard would provide fueling, maintenance and storage for Muni’s growing fleet, including newly leased Mack buses. Elkton Shops remained in service next to the bus yard for another two decades.
Looking southwest from San Jose and Ocean Avenues, this view shows Muni’s Ocean Division in 1972. At the left is a service station, center the fueling and shop buildings and at right are the Elkton Shops.
The death knell for Elkton occurred in the mid-1970s as the city moved to bring Muni Metro to life with “light rail vehicles.” As these new trains travelled through a subway underneath Market Street, Muni needed a new facility to house and maintain this brand-new fleet. In 1975, Ocean Division was demolished and construction began on what would become the city’s first modern rail repair shop. Just two years later on May 27, 1977, workers at Elkton Shops punched their last timecards in the run-down old building. Four days later, the huge turn of the century shop buildings met their fate with the wrecking ball.
The end of an era came on May 31, 1977 when Elkton Shops was torn down after 70 years of service. In less than 3 years, a rail yard filled with brand new light rail vehicles would stand in place of the old shop buildings.
Tune in next month for part two of this series and learn about the next phase of life at this storied property.
A 2 Clement Muni bus serving its route to Park Presidio Boulevard. The 2 Clement is proposed to return to service in early 2022.
When we asked about what SFMTA should do with resources to expand a bit of service, the SFMTA received more than 4,500 responses to our survey asking San Franciscans what they want to see when we’re able to add more service in February 2022.
We also received detailed feedback about Muni service at meetings, pop-ups and via email and our hotline. In response to that feedback, in early 2022 we are restoring connections, particularly for people with disabilities and seniors. Taking the time to evaluate our service and working with the public, we have also developed ideas for new connections, allowing Muni to take more people more places.
These changes will restore key pre-pandemic connections, preserve or restore Muni access in hilly areas and focus on access for people with disabilities and seniors. At the same time, they will provide new direct connections from the Western Addition, Tenderloin and Richmond District to Caltrain, Oracle Park (Giants’ Stadium) and SoMa, and will provide new through-service between North Beach, Fisherman’s Wharf, Russian Hill and the Marina through all the western neighborhoods.
In the survey responses, we also heard a desire for increased frequency to reduce crowding and wait times on high ridership Muni routes, so we are looking for opportunities where resources allow us to do that as well. Once we know the extent of the impact of the city's vaccination mandate, we will restore as much service as we can, and then increase frequency on high ridership routes to reduce crowding and wait times as resources allow.
We are proposing to restore five of the seven pre-pandemic routes that are currently still suspended, although some of those routes would be restored with some changes to balance resources.
The 2 Clement would be restored to Presidio Avenue and California Street and operate every 15 minutes all day on weekdays
The 6 Haight/Parnassus would return every 20 minutes, and the 52 Excelsior and 66 Quintara would return to their past routes
The 10 Townsend would be restored to Sansome and Montgomery streets and run along 16th Street in Potrero Hill
The 21 Hayes would be restored every 15 minutes to Grove and Hayes streets
The 31 Balboa would be rerouted to 5th Street, Townsend Street, 3rd Street and Harrison Street, with a terminal at the 4th and King Caltrain Station
These routes are especially important to access hospitals such as St. Mary’s and UCSF, senior centers, low-cost food options and other key connections among neighborhoods. We also heard the need for more connections to Caltrain, between Potrero Hill and the Financial District.
The 28R 19th Avenue Rapid would also be restored in full for stronger North/South connections and the 43 Masonic would be extended to its pre-pandemic route north of Presidio and California to the Presidio, the Marina and Fort Mason. This responds to the need we heard for connections to Fort Mason and nearby grocery stores.
While we don’t propose to restore the 3 Jackson and 47 Van Ness in early 2022, we are proposing some changes to the 5 Fulton, 12 Folsom/Pacific, 28 19th Avenue, 30 Stockton, 38R Geary Rapid and 49 Van Ness/Mission to help bridge service gaps, including more frequent service to reduce crowding and wait times and route extensions to make connections to grocery stores, hospitals, schools and diverse workplaces.
Changes could also be made to some routes that were temporarily changed during the pandemic, such as the 23 Monterey, 48 Quintara/24th Street, 57 Parkmerced and 58 Lake Merced that could potentially address demand for service along Brotherhood Way, Sloat Boulevard, better access to businesses in Noe Valley, and safety concerns along Clipper Street.
The proposal also includes options for the J Church: When rail service was restored to the J Church line in December 2020, we did not reintroduce the J Church into the subway, ending the line at Church and Duboce. This change allows us to limit the number of trains in the subway, reduce congestion and improve reliability for the entire Muni Metro system. In early 2022, the J Church could remain as it currently is, an all-surface route terminating at Church Street and Duboce Avenue, to maintain the improvement in reliability on the J Church and the 75% reduction in delays we are seeing in the subway. But, it could also be returned to the Market Street Subway evenings only, when there is less congestion in the tunnel, or even full-time.
We will be seeking approval of the service plan by the SFMTA Board on December 7, 2021, and expect to implement the additional service in February 2022. This time frame may be pushed back depending on transit operator availability related to the vaccine mandate.
We will present this plan for input at several upcoming meetings where the public can provide public comment. See SFMTA.com/2022Network for upcoming meetings. To provide feedback, email TellMuni@SFMTA.com or call 415.646.2005.
We expect to finalize the proposal for these improvements to Muni service in November. We will continue to seek additional funding, which we will need to make any further changes. Looking forward to the next 6 months, it is our goal to restore more if we can tackle the long-term funding. We will also continue community dialogue and planning to develop an expansion of our Rapid network and other frequency improvements to address crowding and reduce wait times as the system continues to recover. There are many competing needs for our Muni system. We are doing our best to balance as many of them as possible with the resources that we have.
The sky was gloomy but the mood was celebratory at the Japantown Peace Plaza on Wednesday. Fortunately, the rain stopped just long enough for the SFMTA, along with Mayor London Breed and other city departments and community members, to celebrate the completion of the Geary Rapid Project. This major civic improvement project has helped to revitalize one of San Francisco’s busiest corridors between Market and Stanyan streets with more reliable bus service, safer streets, upgraded utilities and new trees.
One safety improvement in particular was a much-anticipated addition for residents of the Fillmore, Japantown and St. Francis Square communities: a new signalized crosswalk at Geary and Buchanan. That and three other new crosswalks in the area are providing safer crossing opportunities for people walking and helping to reconnect neighborhoods that were divided by the Geary Expressway and “urban renewal” in the mid-twentieth century.
Pre-pandemic, the combined Geary routes boasted one of the highest bus riderships in the country, with more than 56,000 daily customers relying on the 38 Geary and 38R Geary Rapid. As riders return, they are experiencing a faster, more reliable ride thanks to transit improvements that were made along the three-mile stretch of Geary.
Dedicated transit lanes, bus stop optimization and signal retiming were implemented at the beginning of the project in late 2018. These quick-build improvements alone resulted in 38R Geary Rapid travel time savings of up to 20%. More recent improvements include coloring the transit lanes red to improve compliance and installing 12 new transit bulb-outs—sidewalk extensions at stops that reduce delays by allowing buses to remain in the travel lane. The Transit Signal Priority system, which helps buses get the green light at intersections more often, has also been upgraded. Now that the full suite of transit improvements has been installed, we’re beginning to assess how well they’re working and will share full evaluation results in 2022.
SFMTA Director of Transportation Jeffrey Tumlin makes opening remarks at the Geary Rapid ribbon cutting event
Other upgrades include a host of safety improvements to address Geary’s designation as a high-injury corridor. Thirty-four new pedestrian bulbs-outs were built along the corridor to shorten crossing distances for people walking and slow turning vehicles. Other additions include accessible pedestrian signals, curb ramps, countdown signals and longer crosswalk timing to allow people of all abilities to cross Geary safely. The Tenderloin, where there is a disproportionate number of severe and fatal collisions, was a focal point for many of these improvements.
The Western Addition has also been spruced up with the addition of 31 new trees. The trees, plus visual narrowing of the lanes and reducing the number of travel lanes from eight to six, all work together to give the area more of a neighborhood feel and slow down speeding vehicles who have treated the thoroughfare like a highway.
Visit our virtual tour to explore an interactive map of Geary Rapid Project highlights.
This three-year capital project was completed on time and on budget. To minimize the need to dig more than once, construction was coordinated with other City agencies, including 1.5 miles of new sewer mains and almost three miles of upgraded water mains by San Francisco Public Utilities Commission (SFPUC). Public Works has rejuvenated 1.5 miles of deteriorated streets between Masonic and Van Ness avenues with fresh paving.
The Geary Rapid Project is the first of two phases of improvements planned as part of the Geary Corridor Bus Rapid Transit (BRT) project. Outreach and preliminary design is currently underway on the second phase, the Geary Boulevard Improvement Project, which would bring similar transit and safety improvements west of Stanyan Street to 34th Avenue.
A street closure in the Tenderloin as part of the COVID-19 response efforts.
Since the start of the COVID-19 pandemic in March 2020, many aspects of people’s lives have changed – including how we get around town. To reflect this new reality, the SFMTA pivoted in the way we design and operate our streets. From streets that prioritized people walking and bicycling in some of San Francisco’s major parks to Temporary Transit Lanes (TETLs) that protected Muni lines from the return of traffic congestion, San Francisco reimagined how streets could be used for people.
We have documented some of these transformations in a new report that highlights emergency street operations, Temporary Emergency Transit Lanes, the Slow Streets Program, Tenderloin street closures and reusing streets within or close to parks for recreational purposes. Within each effort, the report touches on the ways in which city programs have been responsive, equitable and people-centered.
Some highlights of our COVID-19 response work over the last year include:
In response to unprecedented circumstances, the SFMTA has delivered a suite of responsive, innovative programs and projects within short timelines. Some aspects of these new programs and projects, such as Slow Street corridors, have demonstrated benefits beyond emergency response and are now moving towards a permanent, post-pandemic future.
Additional programs will continue to be monitored for their value and effectiveness within a rapidly evolving environment. As the pandemic continues and the needs of our streets and residents continue to shift, the SFMTA is committed to keeping San Francisco moving.