Glen Park Streetscape Improvements

Project Overview

Pedestrians walk across the Bosworth and Diamond intersection, the busiest crosssection of Glen Park

MTA aims to improve the walking and biking experience around Glen Park's busy merchant area and transit center. Guided by the Glen Park Community Plan, key intersections are under consideration for improvement. Phase 1 of the project was completed at the Diamond/ Bosworth intersection in Summer 2016.

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Project Details

Glen Park Phase 2 will develop alternatives that improve walking and biking to intersections under the San Jose Avenue underpass (Arlington/Bosworth Street and Bosworth Street/Lyell Street). There are many design challenges in the study area, and this phase will attempt to develop feasible alternatives that can be considered by the community. The study will analyze all alternatives for the following considerations: pedestrian safety, bicycle connectivity, transit reliability, accessibility, and traffic impacts. 

Project staff is currently performing preliminary study and will reach out to the Glen Park community to discuss in Spring 2017. 

Phase 1 (Completed Summer 2016)

Final Rendering of Glen Park Improvements PDF

This project will improve the pedestrian safety and walkability of Glen Park’s primary and busiest intersection. Flanked by the Glen Park Bart Station at Bosworth Street and a flourishing commercial area along Diamond Street, this area has been steadily increasing with both pedestrian and vehicle traffic. The onramp to Hwy 280-S is a block away from the intersection and, combined with existing Muni bus lines and commuter shuttles, pedestrians and bicyclists are being exposed to a growing amount of vehicles along a finite pedestrian area. This project, created through the Glen Park Community Improvement Plan, will increase overall pedestrian space at the bus stops and crosswalk corners, as well as improve the neighborhood's walkability for residents and visitors alike.

The SFMTA consulted with Glen Park residents to design the streetscape improvements. The final concept includes the following:

  • New sidewalk extensions at exisiting bus stops and at crosswalk corners
  • New bus shelters and pedestrian seating
  • Additional landscaping on the traffic islands between Lippard Avenue and the Hwy 280-S onramp
  • Removal of 3 parking spaces between Diamond Street and Kern Street to faciliate better traffic flow through intersection
  • Street repaving and restriping
  • New welcome signage at the entrance to downtown Glen Park


This project was initially created from the Glen Park Community Improvement Plan, which was crafted by residents and merchants to develop a community vision for Glen Park. One goal of the Glen Park Plan was to improve the transit connections and pedestrian areas at the neighborhood’s busiest intersection. The Plan aimed to make the area more pedestrian friendly and encourage more people to visit Glen Park Village as well as address the traffic concerns of their busiest areas.

SFMTA evaluated the proposed changes and due to budget constraints, some of the improvements were put on hold until further funding could be found. The focus of this project phase was going to be Diamond and Bosworth streets, the neighborhood’s busiest intersection. In keeping with the Glen Park Plan’s goal to make the area more inviting, we looked for ways to increase pedestrian safety, improve the transit conditions and keep vehicle traffic flowing.


In 2013, Mayor Ed Lee declared San Francisco to be a “transit-first” city. This means focusing our energies on improving the way we get from one place to another via sustainable modes such as public transit, bicycles and walking.  In order to effectively service the hundreds of thousands of people who ride Muni daily, we need to upgrade parts of the system to better accommodate our passengers and make transit safer and more efficient.  Given the growing population of San Francisco, and with that the growing number of people who will ride Muni, improving the Muni infrastructure is vital to keeping San Francisco moving.


One of the proposed ideas for the intersection was to install a “pedestrian scramble,” or diagonal crossing.  This system allows all pedestrians waiting at the intersection to cross at the same time.  Red lights to vehicle traffic would be held longer to help those crossing diagonally.  Once vehicle traffic had the green light, pedestrians would not be allowed to cross the street in any direction, including crossing with the flow of traffic.

After evaluating the intersection and the changes needed to improve pedestrian safety at the intersection, SFMTA engineers could not recommend adding the scramble because it would not improve how pedestrians crossed the street. The wait time between pedestrian crossings would be longer, as they would not be allowed to cross with the flow of traffic.  In this scenario, someone who wants to cross diagonally would have to wait for a longer amount of time as opposed to how they can cross now.  The increased signal time would also means vehicle traffic would idle for a longer period of time, causing more congestion during peak hours.  Longer wait times, for pedestrians and drivers alike, may encourage opportunistic unsafe behavior, such as drivers not slowing to turn at a corner because no one is in the crosswalk or people running through active traffic to catch their departing bus.  The diagonal crossing helps those who need to reach the other side of the street but can also make crossings more dangerous.   Stranded pedestrians would be at a greater disadvantage in the middle of the intersection since there is no median refuge at which to stand if the traffic lights change.  Pedestrians who take longer to cross the intersection would be the most vulnerable to this situation, putting them and drivers at risk for collisions. 

The proposed solution was to install extended sidewalks, or bulb-outs.  The bulb-outs would decrease the crosswalk distance for pedestrians, increase the sidewalk space where pedestrians are waiting, and improve drivers’ visibility of people crossing.  This option would also keep traffic flowing through the intersection.  Extending the corners into the crosswalk shortens the amount of time pedestrians spend walking in front of traffic.  The bus bulbs help Muni buses unload and pick up riders faster and safer, without the need to pull out of and into moving traffic.

The crosswalk signals are also being re-timed, giving more time to pedestrians to cross and giving them a “head start” by allowing pedestrians to cross before traffic can move.  Combined with the bulbs, these improvements give pedestrians a wider area to stand, a shorter distance to cross and signals that let them cross before the traffic starts.


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