September 17, 2002 |
Fax to: (415) 352-3606 |
Ms. Barbara Kaufman, Chair
San Francisco Bay Conservation and Development Commission
50 California Street, 26th Floor
San Francisco, CA 94111
Re: |
Public Access on the Richmond San Rafael Bridge |
Dear Chair Kaufman and Commissioners:
The Marin County Bicycle Coalition (MCBC) is grateful that the San Francisco Bay Conservation and Development Commission (BCDC) will be discussing the issue of public access on the Richmond-San Rafael Bridge at your September 19 meeting.
We are writing to encourage the Commission to take the following actions at your 9/19 meeting:
- Recommend that Caltrans provide direct bicycle access to the Richmond-San Rafael Bridge as soon as the seismic retrofit is complete.
- Facilitate meetings with Caltrans, the Metropolitan Transportation Commission (MTC), and State and Federal Legislators to find funding for this project which has been estimated to cost approximately $3.7 million.
- Require that Caltrans go back to the Bay Conservation and Development Commission for a public hearing regarding the Department of Transportation's desire to re-deck the Richmond-San Rafael bridge. At that time we believe it would be appropriate for BCDC to require bicycle access as a condition for the re-decking permit.
Bicycle advocates have been working for public access on the Richmond-San Rafael Bridge for three decades. In fact, in 1975, Caltrans had decided to allow bicycle access on the Bridge (this was even stated as a planned project in the 1975 Marin County Bicycle Plan). Unfortunately, however, the droughts of the mid-70's required that a pipeline be installed in the outside travel lane, preventing the installation of the planned bicycle lane.
Twenty seven years later, we are back again, this time with two Statewide studies full of statistics which indicate that direct bicycle access on the Richmond-San Rafael Bridge would be reasonably safe, inexpensive, and easy to implement. Below we have provided some key points from each study for your review:
1st Caltrans Study: Richmond-San Rafael Bridge Public Access Feasibility Study (Final, December 1998):
This study was initiated as a result of a commitment made by Caltrans to BCDC Commissioners on August 7, 1997. The commitment was made as a condition for BCDC's permit (1-97) to Caltrans which allowed for the seismic retrofit of the Richmond-San Rafael Bridge. The 15-month study included participation by many interested parties including: Caltrans, the Marin County Board of Supervisors, the City of Richmond, the City of San Rafael, Golden Gate Transit, the Metropolitan Transportation Commission, Federal Highways Administration, the Bay Conservation and Development Commission, the San Francisco Bay Trail Project, and numerous bicycle, pedestrian and disability advocacy groups.
The 343 page study concluded that public access on the Bridge should be addressed in three separate time frames as described below:
- Short Term Recommendation: During the disruptive portion of the seismic retrofit, provide access on the Golden Gate Transit buses.
- Interim Recommendation: Provide a bicycle lane on each deck with a non-solid barrier, along with pavement delineation and directional signage, as soon as the seismic retrofit is completed. This was estimated to cost $3.7 million (which included installing a higher railing, which was later found in the 2001 Mineta report to be unnecessary).
- Long Term Recommendation: Build a cantilevered, hanging detached structure separated from motorized traffic that would allow for two way travel in both directions by bicyclists and pedestrians. This option was estimated to cost $93.4 million.
This Public Access study (which Caltrans participated in) analyzed 10 years of statewide traffic data for the more than 1,000 miles of California freeways that already allow bicycle access. The study showed that bicycle access to the Richmond-San Rafael Bridge would be safer than most city streets, because of the unusually wide separation from traffic (a twelve-foot shoulder), long sight lines, good lighting at night, and the lack of traffic intersections. The statewide study indicated that "between 1988 and 1997, only three bicyclist fatalities have been associated with either non-ramp, non-intersection segments of the over 1000 miles of California freeways open to bicycle travel."
In addition, page 158 of the study included a letter from then District 4 Director Harry Yahata (signed by Carol Streeter) which stated, "For the purpose of the public access study currently underway, this information will be utilized. Capacity is anticipated at year 2020 or shortly thereafter."
The MCBC endorses the 3-tiered recommendations from the 1998 Richmond-San Rafael Bridge Public Access Feasibility Study and encourages BCDC to work together with Caltrans and MTC to identify funding for the Interim Recommendation, so that the Bridge can open with public access after the seismic retrofit. Over the coming years, partners could then work together on funding for the cantilevered pathway, if it was deemed necessary.
2nd Caltrans Study: Statewide Study of Bicycles and Pedestrians on Freeways, Expressways, Toll Bridges, and Tunnels (September 2001):
In an effort to further refine accident data, an additional study was conducted at the request of Caltrans by the Norman Y. Mineta International Institute for Surface Transportation Policy Studies. The abstract of the report concluded, "Bicycle collisions are no more frequent on bridges and in tunnels than on the approaches to the bridges and tunnels. Overall vehicle collision rates are no higher on freeways open to bicycles than they are on adjacent highways open to bicycles."
Page 5 of the study indicates that with minor alterations, the Richmond-San Rafael Bridge could be suitable for bicycle access on the shoulder. "Only slight modifications to the railings, if any, would be needed to make the bridge ready for travel. Expansion joints would have to be covered to prevent bicycle wheel entrapment… Despite these barriers, the bridge is suited to bicycles in that bicycles could access the bridge without crossing freeway ramps."
Page 105 of the study indicates that steps were taken to identify bridges that are similar in design to the Richmond-San Rafael Bridge. By looking at the Mad River Bridge and the Antioch Bridge, only one bicycle collision was reported in nine years. In these cases, the Mad River Bridge has a two-foot shoulder on the southbound side, and no shoulder on the northbound side (with an ADT of 55 bicycles a day). On the Antioch Bridge, there exists a five-foot shoulder. (Note: the shoulders on both bridges are substantially less than the generous 12 foot wide shoulders on the Richmond-San Rafael Bridge).
Page 143 of the study states, "Bicycle collisions on bridges are rare events. Bridges and tunnels do not appear to have of a greater safety problem than exists on the adjacent roadways." Page 145 states, "The Richmond-San Rafael Bridge is one bridge that deserves an exception to the bridge railing criteria." (Note: This would then reduce the $3.7 million estimate for the Interim solution presented in the first study, as a substantial portion of those funds were to retrofit the railing.)
In conclusion, significant time and energy from many agencies has already indicated that direct bicycle access on the Richmond-San Rafael Bridge would be reasonably safe, feasible, and affordable.
Please note that if the 35,000 motor-vehicle deaths in the United States each year were taken into account for determining the safety of riding in a car, it would likely be concluded that travel in automobile is "not safe." Every method of transportation involves some risk. Bicycle travel on the Richmond-San Rafael Bridge should not be discriminated against; Caltrans should no longer be able to restrict access under the guise of "public safety," as studies have shown that bicycle collisions on bridges are rare, and are no more common than bicycle crashes on city streets.
Instead of more studies, it is time to move forward with planning and providing for direct bicycle access on the Richmond-San Rafael Bridge. The MCBC encourages BCDC to work together with MTC and Caltrans to build bicycle access into the seismic retrofit schedule, and to provide direct access as soon as the retrofit is complete.
Bicycle access on the Richmond-San Rafael Bridge should be provided for reasons related to the environment, social justice, and alternative transportation. Our State Department of Transportation has issued Deputy Directive 64, encouraging all Caltrans projects to integrate bicycle and pedestrian access whenever feasible. Why should the Richmond-San Rafael Bridge be exempt from DD-64, when access has been determined to be feasible and affordable?
In the 21st century, we must all work together to encourage bicycling as a method of transportation. With global warming, high levels of air pollution, and gridlock on our city streets, it's time to encourage and provide for bicycle transportation in a pro-active manner. The time has come for bicycle access on the Richmond-San Rafael Bridge!
The Marin County Bicycle Coalition truly hopes that the Bay Conservation and Development Commissioners will do everything in your power to facilitate bicycle access on the Richmond-San Rafael Bridge. I can be reached at (415) 456-3469 and would be happy to answer any questions or provide additional information. Thank you for your careful consideration of this important issue.
Yours truly,
Deb Hubsmith
Executive Director
Cc: |
Governor Gray Davis |
