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"content": "\n\u003cp>The Mid-Market Business Association & Foundation and Supervisor \u003ca href=\"https://www.kqed.org/news/tag/bilal-mahmood\">Bilal Mahmood\u003c/a> on Thursday announced a $500,000 investment in a \u003ca href=\"https://www.kqed.org/news/tag/market-street\">Market Street\u003c/a> Arts & Theater District. \u003c/p>\n\n\n\n\u003cp>San Francisco’s downtown appears to be making a comeback, with the latest \u003ca href=\"https://www.sf.gov/reports--september-2026--2026-city-survey-results\">City Survey\u003c/a> results showing that trips downtown for dining, shopping, and work all increased between 2023 and 2026. City officials and business leaders said they want to see this revitalization include the Tenderloin.\u003cbr>\u003cbr>A joint press release from Mahmood’s office and the MMBA said the San Francisco Downtown Development Corporation, Proper Hotel Group and Chris Larsen committed $500,000 in initial seed funding toward this revitalization effort.\u003c/p>\n\n\n\n\u003cp>Fernando Pujals, executive director of the Mid-Market Business Association, said that the pilot project will lean into the neighborhood’s “creative infrastructure and its history” as a theater and arts district. \u003c/p>\n\n\n\n\u003cp>“If you look back at the turn of the century, post earthquake and fire, some of the first buildings that were still standing or built, were theaters along Market Street,” Pujals said. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2.jpg\" alt=\"\" class=\"wp-image-12104458\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Golden Gate Theater in San Francisco on Oct. 14, 2026. (Gina Castro/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Pujals said that there are 15,000 live performance seats between the ACT’s Strand \u003c/p>\n\n\n\n\u003cp>Theater, the Golden Gate Theater, Bill Graham Civic Auditorium, the Orpheum and the Warfield. \u003c/p>\n\n\n\n\u003cp>The district brings in a million visitors a year, Mahmood said, but the city is “squandering” the potential economic impact of these visits by not “fully investing in the theater arts district.”\u003c/p>\n\n\n\n\u003cp>The initial seed funding aims to change this, by turning vacant storefronts into cultural spaces or workshops, adding interactive lighting to streets, installing more street art and putting on more pop-up shows, according to the press release. It also said their goal is to create “a district that stays active before, between and after performances.”\u003c/p>\n\n\n\n\u003cp>Pujals said they’ve already started investing in some of this “connective tissue” through their busker program. \u003c/p>\n\n\n\n\n\n\u003cp>“We pay musicians to be on the street, so that it changes the vibe of the day,” said Pujals. “They report that it’s such a joyful experience, getting the smiles and the thank yous.”\u003c/p>\n\n\n\n\u003cp>Ripple Labs co-founder and billionaire Larsen has given significant donations to San Francisco \u003ca href=\"https://www.kqed.org/news/12098461/crypto-ceo-chris-larsen-donates-500000-to-support-political-moderate-in-supervisors-race\">politicians\u003c/a> and the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-takes-key-step-towards-opening-new-real-time-investigation-center-that-will-leverage-new-technology-to-improve-public-safety\">police department’s\u003c/a> Real-Time Investigation Center. The Downtown Development Corporation also pledged nearly \u003ca href=\"https://www.sfchronicle.com/sf/article/downtown-fund-small-businesses-22210077.php\">$25\u003c/a> million to revitalize downtown, according to \u003cem>The\u003c/em> \u003cem>San Francisco Chronicle\u003c/em>. \u003c/p>\n\n\n\n\u003cp>But Mahmood said that this is the first time the Downtown Development Corporation is investing in something west of Powell Street, and that starting the pilot on the 900 block of Market Street allowed for a natural continuation of the city’s \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-legislation-advancing-145-million-grant-for-powell-street-renovation-to-accelerate-san-franciscos-economic-comeback\">Powell Street\u003c/a> revitalization efforts.\u003c/p>\n\n\n\n\u003cp>One of the goals of the pilot is to find ways to get new businesses into ground floor storefronts, which Pujals said has been a challenge — “costs are high.”\u003c/p>\n\n\n\n\u003cp>According to Pujals, many of the ground floor spaces have large floor plans, making them impractical for small businesses. Some spaces that have been empty for a while can come with additional expenses required to bring the building up to code, while other properties are “leveraged extensively” so landlords need to collect high rents. \u003c/p>\n\n\n\n\u003cp>Mahmood said that getting tenants into these spaces and investing in the arts will not only increase foot traffic but will also improve safety in the Tenderloin. “For us, it’s kind of two birds with one stone, the more foot traffic and activation you create, the less public safety elements and risks exist.” \u003c/p>\n\n\n\n\u003cp>According to Mahmood, this kind of investment has worked in other places like Boston, Denver and even in the city’s UN Civic Center Plaza.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596.jpg\" alt=\"\" class=\"wp-image-12104457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Taylor Street Theater in San Francisco on Oct. 14, 2026. (Gina Castro/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Five years ago, UN Plaza was also a hub for the open-air drug market,” Mahmood said. “Through coordinated public safety enforcement, combined with turning that into a skate park and then chess tables and an open gym, we’ve transformed UN Plaza.”\u003c/p>\n\n\n\n\u003cp>Market Street may not be getting a skate park, but Pujals said that there are already new stores on the way, including Mi Cocina, slated for a grand opening later this month. \u003c/p>\n\n\n\n\u003cp>This Saturday, Oct. 17, the city and its partners will be putting on the Market Street Arts & \u003c/p>\n\n\n\n\u003cp>Theater Festival. \u003c/p>\n\n\n\n\u003cp>Mahmood said the festival will demonstrate “what this quarter could look like if every theater was activated at the same time” with shows happening every day of the week — “Just like Broadway in New York.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Ripple Labs co-founder and billionaire Larsen has given significant donations to San Francisco \u003ca href=\"https://www.kqed.org/news/12098461/crypto-ceo-chris-larsen-donates-500000-to-support-political-moderate-in-supervisors-race\">politicians\u003c/a> and the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-takes-key-step-towards-opening-new-real-time-investigation-center-that-will-leverage-new-technology-to-improve-public-safety\">police department’s\u003c/a> Real-Time Investigation Center. The Downtown Development Corporation also pledged nearly \u003ca href=\"https://www.sfchronicle.com/sf/article/downtown-fund-small-businesses-22210077.php\">$25\u003c/a> million to revitalize downtown, according to \u003cem>The\u003c/em> \u003cem>San Francisco Chronicle\u003c/em>. \u003c/p>\n",
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"innerHTML": "\n\u003cp>But Mahmood said that this is the first time the Downtown Development Corporation is investing in something west of Powell Street, and that starting the pilot on the 900 block of Market Street allowed for a natural continuation of the city’s \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-legislation-advancing-145-million-grant-for-powell-street-renovation-to-accelerate-san-franciscos-economic-comeback\">Powell Street\u003c/a> revitalization efforts.\u003c/p>\n",
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"innerHTML": "\n\u003cp>According to Pujals, many of the ground floor spaces have large floor plans, making them impractical for small businesses. Some spaces that have been empty for a while can come with additional expenses required to bring the building up to code, while other properties are “leveraged extensively” so landlords need to collect high rents. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Mahmood said that getting tenants into these spaces and investing in the arts will not only increase foot traffic but will also improve safety in the Tenderloin. “For us, it’s kind of two birds with one stone, the more foot traffic and activation you create, the less public safety elements and risks exist.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>According to Mahmood, this kind of investment has worked in other places like Boston, Denver and even in the city’s UN Civic Center Plaza.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“Five years ago, UN Plaza was also a hub for the open-air drug market,” Mahmood said. “Through coordinated public safety enforcement, combined with turning that into a skate park and then chess tables and an open gym, we’ve transformed UN Plaza.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Market Street may not be getting a skate park, but Pujals said that there are already new stores on the way, including Mi Cocina, slated for a grand opening later this month. \u003c/p>\n",
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"innerHTML": "\n\u003cp>This Saturday, Oct. 17, the city and its partners will be putting on the Market Street Arts & \u003c/p>\n",
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"innerHTML": "\n\u003cp>Mahmood said the festival will demonstrate “what this quarter could look like if every theater was activated at the same time” with shows happening every day of the week — “Just like Broadway in New York.”\u003c/p>\n",
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"excerpt": "The first step involves a pilot project on the 900 block of Market Street, with plans like turning vacant storefronts into cultural spaces and installing more street art. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The Mid-Market Business Association & Foundation and Supervisor \u003ca href=\"https://www.kqed.org/news/tag/bilal-mahmood\">Bilal Mahmood\u003c/a> on Thursday announced a $500,000 investment in a \u003ca href=\"https://www.kqed.org/news/tag/market-street\">Market Street\u003c/a> Arts & Theater District. \u003c/p>\n\n\n\n\u003cp>San Francisco’s downtown appears to be making a comeback, with the latest \u003ca href=\"https://www.sf.gov/reports--september-2026--2026-city-survey-results\">City Survey\u003c/a> results showing that trips downtown for dining, shopping, and work all increased between 2023 and 2026. City officials and business leaders said they want to see this revitalization include the Tenderloin.\u003cbr>\u003cbr>A joint press release from Mahmood’s office and the MMBA said the San Francisco Downtown Development Corporation, Proper Hotel Group and Chris Larsen committed $500,000 in initial seed funding toward this revitalization effort.\u003c/p>\n\n\n\n\u003cp>Fernando Pujals, executive director of the Mid-Market Business Association, said that the pilot project will lean into the neighborhood’s “creative infrastructure and its history” as a theater and arts district. \u003c/p>\n\n\n\n\u003cp>“If you look back at the turn of the century, post earthquake and fire, some of the first buildings that were still standing or built, were theaters along Market Street,” Pujals said. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2.jpg\" alt=\"\" class=\"wp-image-12104458\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-5-KQED-cc711cd2-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Golden Gate Theater in San Francisco on Oct. 14, 2026. (Gina Castro/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Pujals said that there are 15,000 live performance seats between the ACT’s Strand \u003c/p>\n\n\n\n\u003cp>Theater, the Golden Gate Theater, Bill Graham Civic Auditorium, the Orpheum and the Warfield. \u003c/p>\n\n\n\n\u003cp>The district brings in a million visitors a year, Mahmood said, but the city is “squandering” the potential economic impact of these visits by not “fully investing in the theater arts district.”\u003c/p>\n\n\n\n\u003cp>The initial seed funding aims to change this, by turning vacant storefronts into cultural spaces or workshops, adding interactive lighting to streets, installing more street art and putting on more pop-up shows, according to the press release. It also said their goal is to create “a district that stays active before, between and after performances.”\u003c/p>\n\n\n\n\u003cp>Pujals said they’ve already started investing in some of this “connective tissue” through their busker program. \u003c/p>\n\n\n\n\n\n\u003cp>“We pay musicians to be on the street, so that it changes the vibe of the day,” said Pujals. “They report that it’s such a joyful experience, getting the smiles and the thank yous.”\u003c/p>\n\n\n\n\u003cp>Ripple Labs co-founder and billionaire Larsen has given significant donations to San Francisco \u003ca href=\"https://www.kqed.org/news/12098461/crypto-ceo-chris-larsen-donates-500000-to-support-political-moderate-in-supervisors-race\">politicians\u003c/a> and the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-takes-key-step-towards-opening-new-real-time-investigation-center-that-will-leverage-new-technology-to-improve-public-safety\">police department’s\u003c/a> Real-Time Investigation Center. The Downtown Development Corporation also pledged nearly \u003ca href=\"https://www.sfchronicle.com/sf/article/downtown-fund-small-businesses-22210077.php\">$25\u003c/a> million to revitalize downtown, according to \u003cem>The\u003c/em> \u003cem>San Francisco Chronicle\u003c/em>. \u003c/p>\n\n\n\n\u003cp>But Mahmood said that this is the first time the Downtown Development Corporation is investing in something west of Powell Street, and that starting the pilot on the 900 block of Market Street allowed for a natural continuation of the city’s \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-legislation-advancing-145-million-grant-for-powell-street-renovation-to-accelerate-san-franciscos-economic-comeback\">Powell Street\u003c/a> revitalization efforts.\u003c/p>\n\n\n\n\u003cp>One of the goals of the pilot is to find ways to get new businesses into ground floor storefronts, which Pujals said has been a challenge — “costs are high.”\u003c/p>\n\n\n\n\u003cp>According to Pujals, many of the ground floor spaces have large floor plans, making them impractical for small businesses. Some spaces that have been empty for a while can come with additional expenses required to bring the building up to code, while other properties are “leveraged extensively” so landlords need to collect high rents. \u003c/p>\n\n\n\n\u003cp>Mahmood said that getting tenants into these spaces and investing in the arts will not only increase foot traffic but will also improve safety in the Tenderloin. “For us, it’s kind of two birds with one stone, the more foot traffic and activation you create, the less public safety elements and risks exist.” \u003c/p>\n\n\n\n\u003cp>According to Mahmood, this kind of investment has worked in other places like Boston, Denver and even in the city’s UN Civic Center Plaza.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596.jpg\" alt=\"\" class=\"wp-image-12104457\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/10/20261014_TenderloinTheater_GC-4-KQED-1f68b596-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The Taylor Street Theater in San Francisco on Oct. 14, 2026. (Gina Castro/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Five years ago, UN Plaza was also a hub for the open-air drug market,” Mahmood said. “Through coordinated public safety enforcement, combined with turning that into a skate park and then chess tables and an open gym, we’ve transformed UN Plaza.”\u003c/p>\n\n\n\n\u003cp>Market Street may not be getting a skate park, but Pujals said that there are already new stores on the way, including Mi Cocina, slated for a grand opening later this month. \u003c/p>\n\n\n\n\u003cp>This Saturday, Oct. 17, the city and its partners will be putting on the Market Street Arts & \u003c/p>\n\n\n\n\u003cp>Theater Festival. \u003c/p>\n\n\n\n\u003cp>Mahmood said the festival will demonstrate “what this quarter could look like if every theater was activated at the same time” with shows happening every day of the week — “Just like Broadway in New York.”\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "fatal-collision-in-downtown-san-francisco-closes-down-market-street-intersection",
"title": "Fatal Collision in Downtown San Francisco Closes Down Market Street Intersection",
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"headTitle": "Fatal Collision in Downtown San Francisco Closes Down Market Street Intersection | KQED",
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"content": "\u003cp>Police responded to a fatal crash on Friday morning at Powell and Market streets, one of downtown \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s busiest intersections.\u003c/p>\n\n\n\n\u003cp>Officers found a person in the street with life-threatening injuries at 8:18 a.m., according to the San Francisco Police Department. Despite life-saving efforts, they were declared dead at the scene.\u003c/p>\n\n\n\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1438\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg\" alt=\"A complaint filed March 25 alleges a San Francisco Police Department officer violated city law through improperly participating in an FBI investigation.\" class=\"wp-image-10466122\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-800x599.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1440x1079.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1180x884.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-768x575.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-320x240.jpg 320w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-element-caption\">San Francisco police patrol car. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The San Francisco Medical Examiner’s Office will release the name of the deceased after notifying the family.\u003c/p>\n\n\n\n\u003cp>In a post on social media, the city’s office of emergency management asked residents to avoid the area of Powell and Market streets due to police activity. \u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Traffic \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">fatalities\u003c/a> in San Francisco in 2026 continue to outpace last year’s numbers. Eleven people have been killed while walking in San Francisco as of June, part of 14 traffic deaths citywide, up from 13 at the same point in 2025, \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">according to city data\u003c/a>.\u003c/p>\n\n\n\n\u003cp>In December 2025, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street-safety plan\u003c/a> as part of a citywide overhaul of how it handles traffic safety after San Francisco’s Vision Zero policy expired last year. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This is a developing story and will be updated.\u003c/em>\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n",
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"\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The San Francisco Medical Examiner’s Office will release the name of the deceased after notifying the family.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In a post on social media, the city’s office of emergency management asked residents to avoid the area of Powell and Market streets due to police activity. \u003c/p>\n",
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"innerHTML": "\n\u003cp>In December 2025, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street-safety plan\u003c/a> as part of a citywide overhaul of how it handles traffic safety after San Francisco’s Vision Zero policy expired last year. \u003c/p>\n",
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"excerpt": "A person died Friday morning at Powell and Market Streets. SFPD says the driver is cooperating with investigators.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Police responded to a fatal crash on Friday morning at Powell and Market streets, one of downtown \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s busiest intersections.\u003c/p>\n\n\n\n\u003cp>Officers found a person in the street with life-threatening injuries at 8:18 a.m., according to the San Francisco Police Department. Despite life-saving efforts, they were declared dead at the scene.\u003c/p>\n\n\n\n\u003cp>Police located the vehicle and the driver, who is cooperating. Though the department’s Traffic Collision Investigation Unit has not yet released details on the driver or vehicle type, Reddit users claiming to be witnesses shared \u003ca href=\"https://www.reddit.com/media?url=https%3A%2F%2Fpreview.redd.it%2Fwoman-fatally-struck-by-bus-v0-ozwijetdzzhh1.png%3Fwidth%3D745%26format%3Dpng%26auto%3Dwebp%26s%3Db466dd1b405817ce36a9b8cab36a69e94606a23f\">photos\u003c/a> of a Surfside beverage delivery truck at the scene. There are reports as well of a scooter at the scene of the crash.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1920\" height=\"1438\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg\" alt=\"A complaint filed March 25 alleges a San Francisco Police Department officer violated city law through improperly participating in an FBI investigation.\" class=\"wp-image-10466122\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-400x300.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-800x599.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1440x1079.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-1180x884.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-768x575.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/03/SFPD-sized-320x240.jpg 320w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-element-caption\">San Francisco police patrol car. (Alex Emslie/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The San Francisco Medical Examiner’s Office will release the name of the deceased after notifying the family.\u003c/p>\n\n\n\n\u003cp>In a post on social media, the city’s office of emergency management asked residents to avoid the area of Powell and Market streets due to police activity. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Traffic \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">fatalities\u003c/a> in San Francisco in 2026 continue to outpace last year’s numbers. Eleven people have been killed while walking in San Francisco as of June, part of 14 traffic deaths citywide, up from 13 at the same point in 2025, \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">according to city data\u003c/a>.\u003c/p>\n\n\n\n\u003cp>In December 2025, Mayor Daniel Lurie signed a \u003ca href=\"https://www.kqed.org/news/12067175/after-vision-zero-san-francisco-overhauls-approach-to-tackling-traffic-violence\">new street-safety plan\u003c/a> as part of a citywide overhaul of how it handles traffic safety after San Francisco’s Vision Zero policy expired last year. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This is a developing story and will be updated.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "waymo-uber-lyft-to-expand-on-sfs-market-street-despite-pushback-from-transit-groups",
"title": "Waymo, Uber, Lyft to Expand on SF’s Market Street, Despite Pushback From Transit Groups",
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"content": "\u003cp>Ride-hailing companies will be allowed to serve riders on San Francisco’s Market Street 24 hours a day starting later this month, despite pleas from safe streets activists \u003ca href=\"https://www.kqed.org/news/12053305/advocates-warn-of-dangerous-and-chaotic-market-st-as-it-reopens-to-some-cars\">to return to a car-free roadway\u003c/a>.\u003c/p>\n\u003cp>Waymo and select Uber and Lyft vehicles are set to enter the third and final phase of a pilot program to allow the companies to drop off and pick up passengers on the road that’s been shuttered to cars since 2020, San Francisco Municipal Transportation Agency Director Julie Kirschbaum told the organization’s Board of Directors Tuesday.\u003c/p>\n\u003cp>“So far, activity has been fairly limited, and importantly, there have been no detrimental outcomes to our key transportation metrics,” Kirschbaum said. “Based on their findings, I believe this is a good time to shift to the next stage.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In August, the city allowed Waymo, Lyft and Uber Black cars to begin dropping off and picking up riders at seven loading bays along a two-mile stretch of Market Street during limited hours, in accordance with city policy.\u003c/p>\n\u003cp>The commercial vehicles have not been legally obligated to stay off the road under SFMTA traffic regulations, though \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">Waymo confirmed in April that it had\u003c/a> voluntarily refrained from operating there until the summer.\u003c/p>\n\u003cfigure id=\"attachment_12053385\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12053385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An Uber and Lyft driver drops off a customer in San Francisco’s downtown neighborhood on Aug. 31, 2015. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Market Street had been completely car-free since January 2020, after more than a decade of advocacy from biking, pedestrian and transit supporters. The move was part of the citywide “Better Market Street” \u003ca href=\"https://bettermarketstreetsf.org/about.html\">proposal\u003c/a>, which aimed to transform the city’s central roadway to “connect the City’s Civic Center with cultural, social, convention, tourism, and retail destinations.”\u003c/p>\n\u003cp>But Mayor Daniel Lurie has said that reopening Market Street to some ride-hailing cars was key to his plan for downtown revitalization.\u003c/p>\n\u003cp>“The Market Street corridor is key to our city’s recovery, and by thoughtfully expanding transportation options, we are going to bring residents and visitors back to enjoy everything Market Street has to offer,” he said in a statement when the pilot launched in August. “We are identifying the tools to get people back to our theaters, hotels, and restaurants, and drive San Francisco’s comeback.”\u003c/p>\n\u003cp>For the past three months, Waymo has been allowed to pick up and drop off passengers at seven locations between Fifth and Eighth streets between 9 a.m. and 4 p.m., and overnight from 7 p.m. to 6 a.m. They’ve had permission to drive on the strip between Van Ness Avenue and Steuart Street.[aside postID=news_12063805 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/WaymoSFGetty.jpg']Uber and Lyft Black — or premium line — cars have been allowed to operate at those same locations during the evening and night hours, from 7 p.m. to 6 a.m.\u003c/p>\n\u003cp>So far, Jenny Delumo with SFMTA’s Streets Division said there’s been virtually no impact on travel time along Market, and no decrease in Muni ridership or bike use. She did note, however, that some bikers and pedestrians have raised concerns about the vehicles’ return.\u003c/p>\n\u003cp>Kirschbaum said that SFMTA will continue monitoring impacts as companies scale up their operations. The agency plans to return to the board of directors in mid-2026 with a full evaluation of the pilot program and recommendations for future vehicle access.\u003c/p>\n\u003cp>While the Mid Market Community Benefits District, a nonprofit that promotes local businesses, praised the rideshare expansion and asked SFMTA to reopen Market Street to all traffic, safe street advocacy groups are pushing for the city to reverse course.\u003c/p>\n\u003cp>San Francisco Bicycle Coalition Executive Director Christopher White said the organization’s thousand members are feeling the impact of a more crowded roadway during public comment at SFMTA’s meeting on Tuesday. He also questioned the value of opening the road, claiming that the ride-hailing apps have continued to avoid drop-offs and pick-ups because the seven loading bays are often full.\u003c/p>\n\u003cfigure id=\"attachment_11944379\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11944379 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS16535_IMG_0443.JPG-scaled-e1764810192572.jpg\" alt=\"A closeup shot of a black vehicle with a pink Lyft sticker and a black and white Uber sticker on the left side of its windshield. The vehicle sits idle, waiting to pick up a customer.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Transit officials greenlit an expansion of rideshare operations to 24-hour-a-day service on San Francisco’s downtown Market Street. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the same time, though, he said the expansion has led to “more private vehicles illegally driving on Market Street.\u003c/p>\n\u003cp>“And who can blame them, when to all appearances, Market Street is back open to cars?” White said.\u003c/p>\n\u003cp>Walk SF Executive Director Jodie Medeiros urged SFMTA to adopt its own community advisory committee’s motion, presented last month, to close the loophole in city policy that allows commercial vehicles to operate. The committee recommended limiting commercial operations to just goods deliveries to businesses.\u003c/p>\n\u003cp>“We can’t go back to a dangerous and chaotic Market Street,” she said. “More autonomous vehicle companies, including Tesla, are coming to San Francisco streets and will bring thousands more trips every day. And they’ll want, or just take, the access that Waymo is getting now.\u003c/p>\n\u003cp>“If it becomes a dangerous, congested mess again, it is going to seriously harm transit service and safety, and it certainly will not help the economic recovery of downtown,” she continued.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ride-hailing companies will be allowed to serve riders on San Francisco’s Market Street 24 hours a day starting later this month, despite pleas from safe streets activists \u003ca href=\"https://www.kqed.org/news/12053305/advocates-warn-of-dangerous-and-chaotic-market-st-as-it-reopens-to-some-cars\">to return to a car-free roadway\u003c/a>.\u003c/p>\n\u003cp>Waymo and select Uber and Lyft vehicles are set to enter the third and final phase of a pilot program to allow the companies to drop off and pick up passengers on the road that’s been shuttered to cars since 2020, San Francisco Municipal Transportation Agency Director Julie Kirschbaum told the organization’s Board of Directors Tuesday.\u003c/p>\n\u003cp>“So far, activity has been fairly limited, and importantly, there have been no detrimental outcomes to our key transportation metrics,” Kirschbaum said. “Based on their findings, I believe this is a good time to shift to the next stage.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In August, the city allowed Waymo, Lyft and Uber Black cars to begin dropping off and picking up riders at seven loading bays along a two-mile stretch of Market Street during limited hours, in accordance with city policy.\u003c/p>\n\u003cp>The commercial vehicles have not been legally obligated to stay off the road under SFMTA traffic regulations, though \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">Waymo confirmed in April that it had\u003c/a> voluntarily refrained from operating there until the summer.\u003c/p>\n\u003cfigure id=\"attachment_12053385\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12053385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/IMG_0527_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An Uber and Lyft driver drops off a customer in San Francisco’s downtown neighborhood on Aug. 31, 2015. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Market Street had been completely car-free since January 2020, after more than a decade of advocacy from biking, pedestrian and transit supporters. The move was part of the citywide “Better Market Street” \u003ca href=\"https://bettermarketstreetsf.org/about.html\">proposal\u003c/a>, which aimed to transform the city’s central roadway to “connect the City’s Civic Center with cultural, social, convention, tourism, and retail destinations.”\u003c/p>\n\u003cp>But Mayor Daniel Lurie has said that reopening Market Street to some ride-hailing cars was key to his plan for downtown revitalization.\u003c/p>\n\u003cp>“The Market Street corridor is key to our city’s recovery, and by thoughtfully expanding transportation options, we are going to bring residents and visitors back to enjoy everything Market Street has to offer,” he said in a statement when the pilot launched in August. “We are identifying the tools to get people back to our theaters, hotels, and restaurants, and drive San Francisco’s comeback.”\u003c/p>\n\u003cp>For the past three months, Waymo has been allowed to pick up and drop off passengers at seven locations between Fifth and Eighth streets between 9 a.m. and 4 p.m., and overnight from 7 p.m. to 6 a.m. They’ve had permission to drive on the strip between Van Ness Avenue and Steuart Street.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Uber and Lyft Black — or premium line — cars have been allowed to operate at those same locations during the evening and night hours, from 7 p.m. to 6 a.m.\u003c/p>\n\u003cp>So far, Jenny Delumo with SFMTA’s Streets Division said there’s been virtually no impact on travel time along Market, and no decrease in Muni ridership or bike use. She did note, however, that some bikers and pedestrians have raised concerns about the vehicles’ return.\u003c/p>\n\u003cp>Kirschbaum said that SFMTA will continue monitoring impacts as companies scale up their operations. The agency plans to return to the board of directors in mid-2026 with a full evaluation of the pilot program and recommendations for future vehicle access.\u003c/p>\n\u003cp>While the Mid Market Community Benefits District, a nonprofit that promotes local businesses, praised the rideshare expansion and asked SFMTA to reopen Market Street to all traffic, safe street advocacy groups are pushing for the city to reverse course.\u003c/p>\n\u003cp>San Francisco Bicycle Coalition Executive Director Christopher White said the organization’s thousand members are feeling the impact of a more crowded roadway during public comment at SFMTA’s meeting on Tuesday. He also questioned the value of opening the road, claiming that the ride-hailing apps have continued to avoid drop-offs and pick-ups because the seven loading bays are often full.\u003c/p>\n\u003cfigure id=\"attachment_11944379\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11944379 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/03/RS16535_IMG_0443.JPG-scaled-e1764810192572.jpg\" alt=\"A closeup shot of a black vehicle with a pink Lyft sticker and a black and white Uber sticker on the left side of its windshield. The vehicle sits idle, waiting to pick up a customer.\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Transit officials greenlit an expansion of rideshare operations to 24-hour-a-day service on San Francisco’s downtown Market Street. \u003ccite>(Ericka Cruz Guevarra/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the same time, though, he said the expansion has led to “more private vehicles illegally driving on Market Street.\u003c/p>\n\u003cp>“And who can blame them, when to all appearances, Market Street is back open to cars?” White said.\u003c/p>\n\u003cp>Walk SF Executive Director Jodie Medeiros urged SFMTA to adopt its own community advisory committee’s motion, presented last month, to close the loophole in city policy that allows commercial vehicles to operate. The committee recommended limiting commercial operations to just goods deliveries to businesses.\u003c/p>\n\u003cp>“We can’t go back to a dangerous and chaotic Market Street,” she said. “More autonomous vehicle companies, including Tesla, are coming to San Francisco streets and will bring thousands more trips every day. And they’ll want, or just take, the access that Waymo is getting now.\u003c/p>\n\u003cp>“If it becomes a dangerous, congested mess again, it is going to seriously harm transit service and safety, and it certainly will not help the economic recovery of downtown,” she continued.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>On July 21, Janarden Dangi was working a dinner shift at Nepa Indian Cuisine, a restaurant near Divisadero and Fell streets in San Francisco’s Panhandle neighborhood, when he saw flashing police lights.\u003c/p>\n\u003cp>Outside, he joined a small crowd looking out at a gruesome scene — a crash between two pedestrians and a rider of an electric-powered vehicle — near the intersection around 11 p.m.\u003c/p>\n\u003cp>Dangi saw a “white-haired” man lying on the pavement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“He was half covered by his helmet,” Dangi said. “It was really bad.”\u003c/p>\n\u003cp>In its initial report, San Francisco Police stated that the person, identified as Matthias Mederer, 64, was riding an e-bike at the time of the crash, which also injured two people.\u003c/p>\n\u003cfigure id=\"attachment_12051548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in the days and weeks following, confusion arose: was it an e-bike, which doesn’t require a special license to operate — or something else?\u003c/p>\n\u003cp>Following multiple fatalities caused by electric devices in San Francisco, traffic safety advocates are pointing to a need for stronger regulation and classification for electric-powered or motorized modes of transportation.\u003c/p>\n\u003cp>The stakes, said Christopher White, executive director of the San Francisco Bike Coalition, can be life or death.\u003c/p>\n\u003cp>“We just want to make sure that the public has the information that is true and accurate,” White said. “That is what should be guiding policies that develop to keep people safer on the streets.”\u003c/p>\n\u003cp>In a subsequent statement to KQED on Aug. 8, SFPD again reiterated that the crash involved an e-bike.[aside postID=news_12049286 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/GettyImages-947735006-1020x682.jpg']The San Francisco Bike Coalition, however, said that based on eyewitness accounts and videos \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1m7mqdq/ebike_barrels_into_pedestrian_at_fell_and/\">circulating\u003c/a> online, they believe Mederer was riding a more powerful, faster vehicle, most likely an e-moped, which requires a motorcycle license.\u003c/p>\n\u003cp>Dangi also told KQED that the vehicle in question appeared to be “a modified moped.”\u003c/p>\n\u003cp>“It was not a proper motorbike,” Dangi said. “It was modified with a big sound.”\u003c/p>\n\u003cp>Dangi added that the corner is often busy and that “people have to be very careful in this intersection.”\u003c/p>\n\u003cp>The tragedy unfolded against the backdrop of ongoing conversations among state legislators on the prevalence of e-bikes and motorized scooters, and a possible need for increased safety laws.\u003c/p>\n\u003cp>Under California law, the term “e-bike” can only apply to three classes of electric bicycles with pedals that are capped at 28 miles per hour.\u003c/p>\n\u003cp>White said they’re commonly confused and misreported as e-mopeds and e-motorbikes: vehicles that go way above that speed and require a motorcycle license.\u003c/p>\n\u003cp>“It can propagate narratives in the minds of the public that are not true about the safety or lack of safety of different devices,” White said.\u003c/p>\n\u003cp>White pointed to a fatal collision on Market and Sixth streets just days before the fatal accident on July 21 as a case study: an elderly pedestrian was \u003ca href=\"https://www.kqed.org/news/12049286/77-year-old-pedestrian-dies-in-sf-after-being-struck-by-an-electric-scooter\">struck by an electric scooter\u003c/a> on July 18 while he crossed the intersection, later succumbing to his injuries at a local hospital.\u003c/p>\n\u003cfigure id=\"attachment_12051547\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051547\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus waits at the intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When SFPD initially responded to the scene, it reported that the vehicle involved was a Lime e-scooter, but \u003ca href=\"https://sfbike.org/news/pedestrian-killed-at-intersection-of-market-and-6th-street/\">later\u003c/a> said it remained unclear what kind of scooter it was. Lime also confirmed that the rider was not on one of the company’s electric scooters.\u003c/p>\n\u003cp>The distinction is significant, White said, because electric scooters have their own classification and the California DMV mandates a 15 mph limit for motorized scooters.\u003c/p>\n\u003cp>But still, with reports on all sides unconfirmed, the gray area in how motorized devices are classified is starkly apparent.\u003c/p>\n\u003cp>White recommended that the city develop what he called a “hierarchy of road vulnerability,” or an awareness campaign about the kinds of vehicles on streets and what dangers they pose to pedestrians.\u003c/p>\n\u003cp>“Those on the streets who can cause more harm to others because of the speed or the heaviness of their vehicles or devices, bear greater responsibility,” White said. “To keep more vulnerable road users, whether that’s pedestrians, seniors, people with disabilities, safe in how they behave.”[aside postID=news_12050882 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0003_GH-KQED.jpg']In a \u003ca href=\"https://www.calbike.org/e-bikes-on-the-agenda-for-california-legislature-in-2025/\">statement\u003c/a> posted to its website, the California Bicycle Coalition’s Jared Sanchez pointed to a greater need for “cleaning up the gray areas in e-bike classification.”\u003c/p>\n\u003cp>The coalition, also called CalBike, said it saw promise in a bill from state Sen. Catherine Blakespear (D-San Diego), SB 455, which did not survive the Senate Appropriations Committee back in May.\u003c/p>\n\u003cp>SB 455 would have strengthened existing e-bike regulations, as well as penalized manufacturers who sell high-speed motorized bikes to underage riders as e-bikes.\u003c/p>\n\u003cp>White echoed CalBike’s focus on the role that manufacturers play in street safety. He said that frequently, they don’t share enough information about what they’re actually selling to the public.\u003c/p>\n\u003cp>“We would love to see greater oversight of that at the state level,” White said. “To make sure that people understand what they are buying and understand the rules of the road related to those devices.”\u003c/p>\n\u003cp>The pedestrian safety advocacy group Walk SF this week released a statement that three-quarters of the 11 pedestrian fatalities so far in 2025 have been senior citizens. This followed the death of an 83-year-old hit on Aug. 2 in the city’s Ingleside neighborhood, Walk SF \u003ca href=\"https://walksf.org/news/for-reporters/press-releases/media-advisory-ocean-lee-pedestrian-death-2025/\">reported\u003c/a>.\u003c/p>\n\u003cp>In June, Walk SF spokesperson Marta Lindsey told KQED that the fact that most of the deaths have been senior citizens only points more to how traffic safety affects the city’s most vulnerable populations.\u003c/p>\n\u003cp>“What kind of city is San Francisco when our seniors are getting hit and killed?” Lindsey said. “Investing in the changes needed on our streets to make sure everyone of every age is actually safe is a win for everyone.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a> \u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On July 21, Janarden Dangi was working a dinner shift at Nepa Indian Cuisine, a restaurant near Divisadero and Fell streets in San Francisco’s Panhandle neighborhood, when he saw flashing police lights.\u003c/p>\n\u003cp>Outside, he joined a small crowd looking out at a gruesome scene — a crash between two pedestrians and a rider of an electric-powered vehicle — near the intersection around 11 p.m.\u003c/p>\n\u003cp>Dangi saw a “white-haired” man lying on the pavement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“He was half covered by his helmet,” Dangi said. “It was really bad.”\u003c/p>\n\u003cp>In its initial report, San Francisco Police stated that the person, identified as Matthias Mederer, 64, was riding an e-bike at the time of the crash, which also injured two people.\u003c/p>\n\u003cfigure id=\"attachment_12051548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in the days and weeks following, confusion arose: was it an e-bike, which doesn’t require a special license to operate — or something else?\u003c/p>\n\u003cp>Following multiple fatalities caused by electric devices in San Francisco, traffic safety advocates are pointing to a need for stronger regulation and classification for electric-powered or motorized modes of transportation.\u003c/p>\n\u003cp>The stakes, said Christopher White, executive director of the San Francisco Bike Coalition, can be life or death.\u003c/p>\n\u003cp>“We just want to make sure that the public has the information that is true and accurate,” White said. “That is what should be guiding policies that develop to keep people safer on the streets.”\u003c/p>\n\u003cp>In a subsequent statement to KQED on Aug. 8, SFPD again reiterated that the crash involved an e-bike.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The San Francisco Bike Coalition, however, said that based on eyewitness accounts and videos \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1m7mqdq/ebike_barrels_into_pedestrian_at_fell_and/\">circulating\u003c/a> online, they believe Mederer was riding a more powerful, faster vehicle, most likely an e-moped, which requires a motorcycle license.\u003c/p>\n\u003cp>Dangi also told KQED that the vehicle in question appeared to be “a modified moped.”\u003c/p>\n\u003cp>“It was not a proper motorbike,” Dangi said. “It was modified with a big sound.”\u003c/p>\n\u003cp>Dangi added that the corner is often busy and that “people have to be very careful in this intersection.”\u003c/p>\n\u003cp>The tragedy unfolded against the backdrop of ongoing conversations among state legislators on the prevalence of e-bikes and motorized scooters, and a possible need for increased safety laws.\u003c/p>\n\u003cp>Under California law, the term “e-bike” can only apply to three classes of electric bicycles with pedals that are capped at 28 miles per hour.\u003c/p>\n\u003cp>White said they’re commonly confused and misreported as e-mopeds and e-motorbikes: vehicles that go way above that speed and require a motorcycle license.\u003c/p>\n\u003cp>“It can propagate narratives in the minds of the public that are not true about the safety or lack of safety of different devices,” White said.\u003c/p>\n\u003cp>White pointed to a fatal collision on Market and Sixth streets just days before the fatal accident on July 21 as a case study: an elderly pedestrian was \u003ca href=\"https://www.kqed.org/news/12049286/77-year-old-pedestrian-dies-in-sf-after-being-struck-by-an-electric-scooter\">struck by an electric scooter\u003c/a> on July 18 while he crossed the intersection, later succumbing to his injuries at a local hospital.\u003c/p>\n\u003cfigure id=\"attachment_12051547\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051547\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus waits at the intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When SFPD initially responded to the scene, it reported that the vehicle involved was a Lime e-scooter, but \u003ca href=\"https://sfbike.org/news/pedestrian-killed-at-intersection-of-market-and-6th-street/\">later\u003c/a> said it remained unclear what kind of scooter it was. Lime also confirmed that the rider was not on one of the company’s electric scooters.\u003c/p>\n\u003cp>The distinction is significant, White said, because electric scooters have their own classification and the California DMV mandates a 15 mph limit for motorized scooters.\u003c/p>\n\u003cp>But still, with reports on all sides unconfirmed, the gray area in how motorized devices are classified is starkly apparent.\u003c/p>\n\u003cp>White recommended that the city develop what he called a “hierarchy of road vulnerability,” or an awareness campaign about the kinds of vehicles on streets and what dangers they pose to pedestrians.\u003c/p>\n\u003cp>“Those on the streets who can cause more harm to others because of the speed or the heaviness of their vehicles or devices, bear greater responsibility,” White said. “To keep more vulnerable road users, whether that’s pedestrians, seniors, people with disabilities, safe in how they behave.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a \u003ca href=\"https://www.calbike.org/e-bikes-on-the-agenda-for-california-legislature-in-2025/\">statement\u003c/a> posted to its website, the California Bicycle Coalition’s Jared Sanchez pointed to a greater need for “cleaning up the gray areas in e-bike classification.”\u003c/p>\n\u003cp>The coalition, also called CalBike, said it saw promise in a bill from state Sen. Catherine Blakespear (D-San Diego), SB 455, which did not survive the Senate Appropriations Committee back in May.\u003c/p>\n\u003cp>SB 455 would have strengthened existing e-bike regulations, as well as penalized manufacturers who sell high-speed motorized bikes to underage riders as e-bikes.\u003c/p>\n\u003cp>White echoed CalBike’s focus on the role that manufacturers play in street safety. He said that frequently, they don’t share enough information about what they’re actually selling to the public.\u003c/p>\n\u003cp>“We would love to see greater oversight of that at the state level,” White said. “To make sure that people understand what they are buying and understand the rules of the road related to those devices.”\u003c/p>\n\u003cp>The pedestrian safety advocacy group Walk SF this week released a statement that three-quarters of the 11 pedestrian fatalities so far in 2025 have been senior citizens. This followed the death of an 83-year-old hit on Aug. 2 in the city’s Ingleside neighborhood, Walk SF \u003ca href=\"https://walksf.org/news/for-reporters/press-releases/media-advisory-ocean-lee-pedestrian-death-2025/\">reported\u003c/a>.\u003c/p>\n\u003cp>In June, Walk SF spokesperson Marta Lindsey told KQED that the fact that most of the deaths have been senior citizens only points more to how traffic safety affects the city’s most vulnerable populations.\u003c/p>\n\u003cp>“What kind of city is San Francisco when our seniors are getting hit and killed?” Lindsey said. “Investing in the changes needed on our streets to make sure everyone of every age is actually safe is a win for everyone.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a> \u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>After more than a decade of planning, work crews will break ground Monday on the first phase of the \u003ca href=\"http://bettermarketstreetsf.org/about-urban-design.html\">Better Market Street\u003c/a> project to redesign San Francisco's busiest thoroughfare with a variety of safety and aesthetic upgrades. [pullquote align=\"right\" size=\"medium\" citation=\"Cristina Olea, project manager, Better Market Street, SF Public Works\"]'The last time we really improved Market Street was when BART was built in the '70s.'[/pullquote]Phase one will focus on the area between 5th and 8th streets on the corridor, and include traffic signal upgrades, wider sidewalks at intersections to reduce crossing times for pedestrians, repaving to reduce tripping hazards, wider ADA-compliant curb ramps and streetscape improvements.\u003c/p>\n\u003cp>“The last time we really improved Market Street was when BART was built in the '70s,” said Cristina Olea, Better Market Street project manager for San Francisco Public Works, in an interview with KQED. “It's the spine of our transit network, but … there's \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street_Public%20Hearing%20Presentation.pdf\">a lot of crashes that happen on Market Street (PDF)\u003c/a> involving people walking and biking, and we want to make sure that we're improving safety and mobility along the corridor.”\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11798594/market-street-is-now-car-free-your-questions-answered\">implementation of the Better Market Street project\u003c/a> started back in January 2020, when a large stretch of Market Street was closed to private vehicles. The pandemic put things on hold, but now the project is back on. The construction for phase one carries a $60 million price tag, with completion scheduled for April of 2024.\u003c/p>\n\u003cp>The total project, when complete, will span 2.2 miles of Market Street between Octavia Boulevard and Steuart Street, with an estimated cost of $600 million. A turnaround loop for Muni’s F line along McAllister Street and Charles J. Brenham Place was originally planned as part of the first phase, but has since been postponed, pending new funding.\u003c/p>\n\u003cp>“It's been almost 13 years that we've been working together on the project, the planning and the design and implementation,” explained Olea. “But we're really glad that this project in mid-Market is moving forward and we've been wanting to start construction for a while now.”\u003c/p>\n\u003cp>Any future phases of the project will be funding dependent.\u003c/p>\n\u003cp>“We're working with our project partners on determining the next phase of the project and applying for grants — federal grants — and looking for other funding opportunities to help us roll out the project,” said Olea.[aside postID=news_11798594 hero='https://ww2.kqed.org/app/uploads/sites/10/2020/01/No-Turn-On-Market-1020x691.jpg']The project is being led by San Francisco Public Works in collaboration with various other city and county departments including the San Francisco Municipal Transportation Agency, the Public Utilities Commission, the Transportation Authority and the San Francisco Planning Department.\u003c/p>\n\u003cp>Some aesthetic changes also are included in the plan, such as new trees and benches. New bike racks also are being added to accommodate the surge in cyclists on Market Street since cars were banned.\u003c/p>\n\u003cp>The plan currently being put into action is a scaled-back version of what city officials approved in 2019. After the onset of the pandemic, as tourism and other industries ground to a halt, the city was facing a significant budget shortfall and elected to redesign the plan’s first phase.\u003c/p>\n\u003cp>The most significant change for cyclists was the removal of the planned sidewalk-level bike lane. Instead, the current plan keeps bikes on the road, sharing the lane with taxis, paratransit and commercial vehicles.\u003c/p>\n\u003cp>When \u003ca href=\"https://sanfrancisco.granicus.com/player/clip/36955?view_id=24&redirect=true&h=41fc7f25a1dd3b980620cddf8c7903da\">Olea presented these changes to the Transportation Authority Board\u003c/a> in October of 2020, she cited a significant increase in the number of bikes on Market Street as one of the reasons for the change, saying the planned 8-foot-wide bike lane would be too narrow to accommodate the amount of expected traffic.\u003c/p>\n\u003cp>“Yes, it gives people more space for people on bikes, but it also gives more space for them to potentially be hit by cars,” countered Assemblymember Matt Haney, then a city supervisor.\u003c/p>\n\u003cp>The original plan also called for replacing the sidewalk’s aging red bricks with concrete, rather than only repairing damaged sections. That change was meant as a cost-saving measure but was also influenced by a motivation to avoid lengthy street closures and the negative impact that could have on nearby businesses. The \u003ca href=\"https://www.kqed.org/news/11931311/what-do-mass-layoffs-in-the-tech-industry-mean-for-the-future-of-mid-market\">mid-Market corridor has struggled to recover\u003c/a> from the economic impacts of the COVID-19 pandemic and a surge in layoffs in the tech industry this year.\u003c/p>\n\u003cp>Olea says they want to minimize impacts to the community as much as possible, but that there will be at least four two-week closures of the section of Market Street under construction in the second half of 2023, affecting all surface traffic and transit, although not BART or Muni Metro.\u003c/p>\n\u003cp>“It's one street for the city where all of our parades are, all of our important events and marches, [but] the street is looking worn and it's on our high-injury network,” said Olea. “Now is the perfect time to make these critical improvements. It really is like a once-in-a-generation project to make Market Street the beautiful corridor that it deserves to be.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Phase one will focus on the area between 5th and 8th streets on the corridor, and include traffic signal upgrades, wider sidewalks at intersections to reduce crossing times for pedestrians, repaving to reduce tripping hazards, wider ADA-compliant curb ramps and streetscape improvements.\u003c/p>\n\u003cp>“The last time we really improved Market Street was when BART was built in the '70s,” said Cristina Olea, Better Market Street project manager for San Francisco Public Works, in an interview with KQED. “It's the spine of our transit network, but … there's \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street_Public%20Hearing%20Presentation.pdf\">a lot of crashes that happen on Market Street (PDF)\u003c/a> involving people walking and biking, and we want to make sure that we're improving safety and mobility along the corridor.”\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/11798594/market-street-is-now-car-free-your-questions-answered\">implementation of the Better Market Street project\u003c/a> started back in January 2020, when a large stretch of Market Street was closed to private vehicles. The pandemic put things on hold, but now the project is back on. The construction for phase one carries a $60 million price tag, with completion scheduled for April of 2024.\u003c/p>\n\u003cp>The total project, when complete, will span 2.2 miles of Market Street between Octavia Boulevard and Steuart Street, with an estimated cost of $600 million. A turnaround loop for Muni’s F line along McAllister Street and Charles J. Brenham Place was originally planned as part of the first phase, but has since been postponed, pending new funding.\u003c/p>\n\u003cp>“It's been almost 13 years that we've been working together on the project, the planning and the design and implementation,” explained Olea. “But we're really glad that this project in mid-Market is moving forward and we've been wanting to start construction for a while now.”\u003c/p>\n\u003cp>Any future phases of the project will be funding dependent.\u003c/p>\n\u003cp>“We're working with our project partners on determining the next phase of the project and applying for grants — federal grants — and looking for other funding opportunities to help us roll out the project,” said Olea.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The project is being led by San Francisco Public Works in collaboration with various other city and county departments including the San Francisco Municipal Transportation Agency, the Public Utilities Commission, the Transportation Authority and the San Francisco Planning Department.\u003c/p>\n\u003cp>Some aesthetic changes also are included in the plan, such as new trees and benches. New bike racks also are being added to accommodate the surge in cyclists on Market Street since cars were banned.\u003c/p>\n\u003cp>The plan currently being put into action is a scaled-back version of what city officials approved in 2019. After the onset of the pandemic, as tourism and other industries ground to a halt, the city was facing a significant budget shortfall and elected to redesign the plan’s first phase.\u003c/p>\n\u003cp>The most significant change for cyclists was the removal of the planned sidewalk-level bike lane. Instead, the current plan keeps bikes on the road, sharing the lane with taxis, paratransit and commercial vehicles.\u003c/p>\n\u003cp>When \u003ca href=\"https://sanfrancisco.granicus.com/player/clip/36955?view_id=24&redirect=true&h=41fc7f25a1dd3b980620cddf8c7903da\">Olea presented these changes to the Transportation Authority Board\u003c/a> in October of 2020, she cited a significant increase in the number of bikes on Market Street as one of the reasons for the change, saying the planned 8-foot-wide bike lane would be too narrow to accommodate the amount of expected traffic.\u003c/p>\n\u003cp>“Yes, it gives people more space for people on bikes, but it also gives more space for them to potentially be hit by cars,” countered Assemblymember Matt Haney, then a city supervisor.\u003c/p>\n\u003cp>The original plan also called for replacing the sidewalk’s aging red bricks with concrete, rather than only repairing damaged sections. That change was meant as a cost-saving measure but was also influenced by a motivation to avoid lengthy street closures and the negative impact that could have on nearby businesses. The \u003ca href=\"https://www.kqed.org/news/11931311/what-do-mass-layoffs-in-the-tech-industry-mean-for-the-future-of-mid-market\">mid-Market corridor has struggled to recover\u003c/a> from the economic impacts of the COVID-19 pandemic and a surge in layoffs in the tech industry this year.\u003c/p>\n\u003cp>Olea says they want to minimize impacts to the community as much as possible, but that there will be at least four two-week closures of the section of Market Street under construction in the second half of 2023, affecting all surface traffic and transit, although not BART or Muni Metro.\u003c/p>\n\u003cp>“It's one street for the city where all of our parades are, all of our important events and marches, [but] the street is looking worn and it's on our high-injury network,” said Olea. “Now is the perfect time to make these critical improvements. It really is like a once-in-a-generation project to make Market Street the beautiful corridor that it deserves to be.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After months of planning, and with some fanfare, San Francisco’s Market Street finally \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">went car free Wednesday \u003c/a> — a large stretch of it, at least.\u003c/p>\n\u003cp>As part of the city’s Better Market Street initiative, private vehicles are no longer permitted to travel along the busiest stretch of Market Street, from just east of Van Ness Avenue to the Embarcadero. Muni buses and streetcars, paratransit vehicles, city-regulated taxis, commercial vehicles like delivery trucks and emergency vehicles are all still permitted.\u003c/p>\n\u003cp>https://twitter.com/sfmta_muni/status/1222610762977251328\u003c/p>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\n\u003cp>https://twitter.com/KQED/status/1222625093244739584\u003c/p>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>[aside postID=news_11797096,news_11794871,news_11795480 label=\"More: The Bay's Car-Free Future?\"]\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\n\u003cp>https://twitter.com/jeffreytumlin/status/1222560120212557825?s=21\u003c/p>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After months of planning, and with some fanfare, San Francisco’s Market Street finally \u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\">went car free Wednesday \u003c/a> — a large stretch of it, at least.\u003c/p>\n\u003cp>As part of the city’s Better Market Street initiative, private vehicles are no longer permitted to travel along the busiest stretch of Market Street, from just east of Van Ness Avenue to the Embarcadero. Muni buses and streetcars, paratransit vehicles, city-regulated taxis, commercial vehicles like delivery trucks and emergency vehicles are all still permitted.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>KQED transportation editor Dan Brekke answered your questions about San Francisco’s move to take Market Street car free in a \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">AMA (“Ask Me Anything”) Q&A on Reddit\u003c/a> Wednesday. From scooters to how much this is a glimpse of the future, here’s a selection of his answers on how Market Street’s new transit-friendly system will work.\u003c/p>\n\u003cp>(Some questions and answers have been edited for length and clarity: original Q&A is available \u003ca href=\"https://www.reddit.com/r/bayarea/comments/evrrkv/im_dan_brekke_transit_reporter_at_kqed_whos_been/\">here\u003c/a>.)\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>What traffic situation on surrounding streets do you foresee? I live in a part of the city that’s very underserved by Muni and drive to work. Biking isn’t an option.\u003c/strong>\u003c/p>\n\u003cp>“Generally, it seems predictable that there will be more congestion in the downtown/Financial District in the short term. Longer term, as people get used to the restrictions and more choose other alternatives to travel into the heart of the city, I think it’s likewise predictable that things will ease. How much is hard to say — but Muni and other agencies are monitoring the changes carefully.\u003c/p>\n\u003cp>“It’s also worth keeping in mind that other strong disincentives to driving into this area could be coming in the next few years. The main thing I’m thinking about there is the possibility of some sort of congestion pricing (in effect, tolls) being imposed downtown/South of Market.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>\u003cstrong>Can I still ride a Vespa down this stretch of Market Street to the office?\u003c/strong>\u003c/p>\n\u003cp>“Confirmed by SFTMA: Vespas not permitted. No private motorcycles either.”\u003c/p>\n\u003cp>\u003cstrong>Do you see places like Oakland adopting this?\u003c/strong>\u003c/p>\n\u003cp>“We’ll see. Downtown San Jose is in for big changes in the next decade as Phase II of the BART Silicon Valley extension gets under way. Ditto for Oakland, which will see an ambitious bus rapid transit project go into operation and has already started reconfiguring streets. Berkeley’s doing a bunch of downtown street re-dos, too, on a slightly smaller scale. One thing for sure — a lot of cities here and elsewhere will be watching San Francisco’s experiment to see how it works.”\u003c/p>\n\u003cfigure id=\"attachment_11798879\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/signs.jpg\" alt=\"\" width=\"1920\" height=\"1401\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-160x117.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-800x584.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/signs-1020x744.jpg 1020w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The arrival of Market Street’s new car-free zones was met with people holding signs praising the initiative Wednesday morning. \u003ccite>(Tara Siler/KQED News)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>What’s the penalty for driving in the banned area? And can cars still cross the road at least?\u003c/strong>\u003c/p>\n\u003cp>“The penalty for being caught in the act of driving your new Tesla or old beater on the the car-free section of Market (between 10th Street and Steuart Street) is a $238 citation and a point on your driver’s license. But yes: You will still be able to cross Market with no problem other than the masses of other vehicles on nearly all the side streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>From what I have seen, this is only the first step in the process as shown in concept drawings of different street configurations. What are some of the next changes we will see on Market Street?\u003c/strong>\u003c/p>\n\u003cp>“You’re correct that this is just the beginning of something much bigger. So yes, there will be a complete reconfiguration of Market Street from Octavia Boulevard east to Embarcadero Plaza. \u003c/p>\n\u003cp>“Everything’s going to change — lane configurations, transit loading zones, new bike infrastructure, revamped street crossings for pedestrians, new traffic signals, new overhead Muni electrical systems, plus replacement of old water mains and sewer lines. The first major construction on the project will cover the area from Fifth Street to Eighth Street and is expected to break ground next year.”\u003c/p>\n\u003cp>\u003cstrong>Will bicycle activists be content with a car-free Market Street, or is this only the first in a long list of streets they want to ban cars from?\u003c/strong>\u003c/p>\n\u003cp>“First, let me say that the Market Street changes are not solely or even primarily driven by ‘bicycle activists.’ The SFMTA has a whole list of reasons for the project aside from making the streets safer for alternate modes of transit. Pedestrian safety is a big one, as half a million people a day walk on this part of the street. But transit performance is a big consideration, too — to get more people on buses and trains, and to pave the way for more service, Muni must operate better on Market Street.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>“So: other streets? Already people are talking about a similar private vehicle ban on Valencia, in the Mission. Personally, I think we’re more likely to see something like this happen first on JFK Drive in Golden Gate Park. But beyond car bans, SFMTA and Public Works have done or will be doing a lot of work to provide protected infrastructure — on Folsom and Howard streets, Fifth Street, Seventh Street, and coming soon, The Embarcadero, among others. You can count on seeing more of those types of projects.”\u003c/p>\n\u003cfigure id=\"attachment_11798882\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11798882\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg\" alt=\"\" width=\"1440\" height=\"961\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2020/01/RS13995_5682289311_963280efff_o-qut-1020x681.jpg 1020w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides down a Market Street bike lane, before these new restrictions went into effect. \u003ccite>(San Francisco Bicycle Coalition/Flickr)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>I wanted to ask about your thoughts on the long-term feasibility of car-alternative transportation in the Bay Area … From what you know about the public’s reception of a car-free Market Street, do you think the public now would be receptive of more aggressive BART expansion? Is there any existing county legislation in the Bay Area preventing this type of expansion?\u003c/strong>\u003c/p>\n\u003cp>“Wouldn’t it be cool if we had one big happy unified regional rail agency with trains and service that people really loved and wanted to ride? One can always dream. \u003c/p>\n\u003cp>“You know, BART is a heavy lift — it’s a very expensive system to build and operate, and the only constant in its history is that it always takes longer to finish stuff than we have been promised. That said, yes, eventually we’ll see more and better BART — the work is ongoing. And if efforts like Seamless Bay Area bear fruit, one day we’ll have a much better integrated regional system of trains, light rail and buses.\u003c/p>\n\u003cp>“We will actually get a serious test of people’s appetite for all this, maybe as early as this November. That’s when we may see a nine-county tax measure on the ballot that would aim to raise $100 billion for big-time transit/transportation improvements. That vote will tell us a lot about where people are on this.”\u003c/p>\n\u003cp>\u003cem>\u003cstrong>Got more ideas for topics and issues you’d like us to tackle in a Reddit AMA? Message \u003ca href=\"http://reddit.com/u/kqed\">u/kqed\u003c/a> on Reddit, or tweet \u003ca href=\"https://twitter.com/KQED\">@kqed\u003c/a>.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>With new signage for a “\u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\" target=\"_blank\" rel=\"noopener noreferrer\">car-free Market Street\u003c/a>” and a director at the center of a corruption scandal, it’s been a busy couple of days for \u003ca href=\"http://bit.ly/fiorecarfreesign\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Public Works\u003c/a>.\u003c/p>\n\u003cp>Public Works Director Mohammed Nuru was \u003ca href=\"https://www.kqed.org/news/11798634/nuru-might-need-to-change-his-twitter-handle\" target=\"_blank\" rel=\"noopener noreferrer\">arrested on Monday\u003c/a> for a wide variety of alleged schemes ranging from attempting to bribe a San Francisco International Airport official to getting city contractors to work on his vacation home for free.\u003c/p>\n\u003cp>Meanwhile, Public Works is at the forefront of a very ambitious effort to boot private automobiles from a large section of Market Street while encouraging bike, bus and pedestrian bliss.\u003c/p>\n\u003cp>And, yes, FBI vehicles will still be allowed on the car-free portion of Market Street.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "With new signage for a 'car-free Market Street' and a director at the center of a corruption scandal, it's been a busy couple of days for the San Francisco Dept. of Public Works.",
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"title": "A Busy Day Down at the Sign Shop . . . | KQED",
"description": "With new signage for a 'car-free Market Street' and a director at the center of a corruption scandal, it's been a busy couple of days for the San Francisco Dept. of Public Works.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With new signage for a “\u003ca href=\"https://www.kqed.org/news/11797529/san-franciscos-market-street-is-going-car-free-next-week-7-things-you-need-to-know\" target=\"_blank\" rel=\"noopener noreferrer\">car-free Market Street\u003c/a>” and a director at the center of a corruption scandal, it’s been a busy couple of days for \u003ca href=\"http://bit.ly/fiorecarfreesign\" target=\"_blank\" rel=\"noopener noreferrer\">San Francisco Public Works\u003c/a>.\u003c/p>\n\u003cp>Public Works Director Mohammed Nuru was \u003ca href=\"https://www.kqed.org/news/11798634/nuru-might-need-to-change-his-twitter-handle\" target=\"_blank\" rel=\"noopener noreferrer\">arrested on Monday\u003c/a> for a wide variety of alleged schemes ranging from attempting to bribe a San Francisco International Airport official to getting city contractors to work on his vacation home for free.\u003c/p>\n\u003cp>Meanwhile, Public Works is at the forefront of a very ambitious effort to boot private automobiles from a large section of Market Street while encouraging bike, bus and pedestrian bliss.\u003c/p>\n\u003cp>And, yes, FBI vehicles will still be allowed on the car-free portion of Market Street.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "San Francisco's Market Street Is Going 'Car Free' — 7 Things You Need to Know (and a Map)",
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"content": "\u003cp>\u003cem>Updated 2:20 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>[dropcap]T[/dropcap]his week, on Jan. 29, private vehicles will no longer be allowed to travel the busiest stretch of San Francisco's Market Street, from near Van Ness Avenue all the way to the waterfront.\u003c/p>\n\u003cp>The prohibition on private vehicles marks the first tangible step in an ambitious city plan to remake its principal boulevard into a thoroughfare that will emphasize transit and feature a wide range of physical changes to make the street safe and user-friendly for pedestrians, cyclists and others who don't happen to be moving through the city in cars.\u003c/p>\n\u003cp>[aside postID=\"news_11780206,news_11746423,news_11667830\" label=\"San Francisco's Market Street Plan\"]On another level, this is the latest development in Market Street's long evolution from the chaotic and \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener noreferrer\">often deadly\u003c/a> boulevard depicted in \u003ca href=\"https://www.kqed.org/news/11653858/film-with-footage-after-san-franciscos-1906-quake-found-at-flea-market\" target=\"_blank\" rel=\"noopener noreferrer\">a famous 1906 film\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Below:\u003c/strong> Questions and answers about Car-Free Market Street. Have more questions about how a car-free Market Street will work? I'm doing a Reddit AMA (Q&A) on Wednesday, January 29 at 12:30 pm P.T. \u003ca href=\"https://www.reddit.com/r/bayarea/\">Come ask your question\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>1. Why is the city banning private cars from Market Street?\u003c/strong>\u003cbr>\nThe new ban is the beginning of a sweeping transformation of downtown's most important thoroughfare. The changes, which will eventually include reconfiguration of sidewalks, pedestrian crossings, transit boarding areas, bike and bus lanes and more, is designed to improve the performance of transit on the city's most important stretch of pavement and make it a safer place to walk, cycle and, yes, ride your favorite micromobility device.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says that during the morning and evening rush, more than 200 Muni buses use Market Street every hour and that easing traffic congestion there ought to improve transit performance throughout the city.\u003c/p>\n\u003cp>On the safety side, the SFMTA says that five of the city's top 10 most dangerous intersections for pedestrians and cyclists are along Market Street. The agency says that since 2014, Market Street has averaged 106 injury collisions per year and that about three in five of people hurt in those incidents have been pedestrians or cyclists struck by vehicles.\u003c/p>\n\u003cp>\u003cstrong>2. When will private cars be prohibited from using Market Street, and what part of the street will be affected? \u003c/strong>\u003cbr>\nBeginning early the morning of Wednesday, Jan. 29, private cars will be barred from using Market Street eastbound from 10th Street to Main Street, and westbound from Steuart to Van Ness. The ban is permanent.\u003c/p>\n\u003cfigure id=\"attachment_11798571\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg\" alt=\"\" width=\"800\" height=\"542\" class=\"size-medium wp-image-11798571\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-1020x691.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban.jpg 1208w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Find full details of new turn restrictions and one-way systems on \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\">the SFMTA's website\u003c/a>.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>3. What vehicles \u003cem>will\u003c/em> be allowed to use Market Street?\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Muni buses and streetcars. Paratransit vehicles, too.\u003c/li>\n\u003cli>City-regulated taxicabs — those operated by Yellow Cab and Flywheel, for instance.\u003c/li>\n\u003cli>Vehicles with commercial license plates — generally trucks and delivery vehicles.\u003c/li>\n\u003cli>Emergency vehicles.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>4. What's going to happen to Uber and Lyft vehicles?\u003c/strong>\u003cbr>\nUber and Lyft vehicles will not be permitted on Market Street from 10th Street east to Steuart Street. In part to accommodate passenger pickups and dropoffs, the San Francisco Municipal Transportation Agency is setting up new loading areas on Market's cross streets.\u003c/p>\n\u003cfigure id=\"attachment_11797440\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg\">\u003cimg class=\"size-medium wp-image-11797440\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the main goals of the ban on private cars on Market Street in downtown San Francisco, to take effect Jan. 29, is to improve service on the city's busiest transit corridor. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>5. Will there be a penalty for drivers of private vehicles who travel on the off-limits section of Market?\u003c/strong>\u003cbr>\nYes. Those drivers can be cited for a moving violation. The penalty: a fine of $238 and a point on the license of the cited driver.\u003c/p>\n\u003cp>\u003cstrong>6. Will it be legal for private vehicles to cross Market Street?\u003c/strong>\u003cbr>\nYes. Traffic on side streets will continue to be allowed to cross Market.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>7. What other changes are part of the 'Better Market Street' project? Where can I find more information?\u003c/strong>\u003cbr>\nAll of Market Street from Octavia Boulevard 2.2 miles east to Embarcadero Plaza will get a makeover, including new sidewalks, pavement, train tracks and intersection improvements. The first phase of the project will focus on the stretch of Market between Fifth and Eighth streets and is scheduled to begin in 2021 and last through 2023. The second and final phase of construction has been slated to begin in 2023 and be completed in 2025. The total projected cost of the project, which includes replacing or upgrading infrastructure like sewer and water mains, traffic signals, streetlights, traffic signals and the electrical systems used by Muni streetcars and buses, has a price tag of $604 million.\u003c/p>\n\u003cfigure id=\"attachment_11797508\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg\">\u003cimg class=\"size-medium wp-image-11797508\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg\" alt=\"\" width=\"800\" height=\"301\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-160x60.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-1020x384.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A profile view of the San Francisco Municipal Transportation Agency's Better Market Street plan depicting how the thoroughfare will be reconfigured. Click on image for larger view. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>https://twitter.com/sfmta_muni/status/1221628929502580738\u003c/p>\n\u003cp>For more information, we've got links:\u003c/p>\n\u003cul>\n\u003cli>SFMTA's \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\" target=\"_blank\" rel=\"noopener noreferrer\">Car-Free Market Street page\u003c/a>, with information on the car ban taking effect Jan. 29.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669950/SFMTA-Better-Market-Street-Report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA staff report\u003c/a> on the project, prepared for the Oct. 15, 2019, meeting at which the project was approved.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669949/SFMTA-Better-Market-Street-Slideshow.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA slideshow\u003c/a> from October 2019 detailing key aspects of the project and its timeline.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 2:20 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">T\u003c/span>\u003c/p>\u003cp>his week, on Jan. 29, private vehicles will no longer be allowed to travel the busiest stretch of San Francisco's Market Street, from near Van Ness Avenue all the way to the waterfront.\u003c/p>\n\u003cp>The prohibition on private vehicles marks the first tangible step in an ambitious city plan to remake its principal boulevard into a thoroughfare that will emphasize transit and feature a wide range of physical changes to make the street safe and user-friendly for pedestrians, cyclists and others who don't happen to be moving through the city in cars.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>On another level, this is the latest development in Market Street's long evolution from the chaotic and \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener noreferrer\">often deadly\u003c/a> boulevard depicted in \u003ca href=\"https://www.kqed.org/news/11653858/film-with-footage-after-san-franciscos-1906-quake-found-at-flea-market\" target=\"_blank\" rel=\"noopener noreferrer\">a famous 1906 film\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>Below:\u003c/strong> Questions and answers about Car-Free Market Street. Have more questions about how a car-free Market Street will work? I'm doing a Reddit AMA (Q&A) on Wednesday, January 29 at 12:30 pm P.T. \u003ca href=\"https://www.reddit.com/r/bayarea/\">Come ask your question\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong>1. Why is the city banning private cars from Market Street?\u003c/strong>\u003cbr>\nThe new ban is the beginning of a sweeping transformation of downtown's most important thoroughfare. The changes, which will eventually include reconfiguration of sidewalks, pedestrian crossings, transit boarding areas, bike and bus lanes and more, is designed to improve the performance of transit on the city's most important stretch of pavement and make it a safer place to walk, cycle and, yes, ride your favorite micromobility device.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency says that during the morning and evening rush, more than 200 Muni buses use Market Street every hour and that easing traffic congestion there ought to improve transit performance throughout the city.\u003c/p>\n\u003cp>On the safety side, the SFMTA says that five of the city's top 10 most dangerous intersections for pedestrians and cyclists are along Market Street. The agency says that since 2014, Market Street has averaged 106 injury collisions per year and that about three in five of people hurt in those incidents have been pedestrians or cyclists struck by vehicles.\u003c/p>\n\u003cp>\u003cstrong>2. When will private cars be prohibited from using Market Street, and what part of the street will be affected? \u003c/strong>\u003cbr>\nBeginning early the morning of Wednesday, Jan. 29, private cars will be barred from using Market Street eastbound from 10th Street to Main Street, and westbound from Steuart to Van Ness. The ban is permanent.\u003c/p>\n\u003cfigure id=\"attachment_11798571\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg\" alt=\"\" width=\"800\" height=\"542\" class=\"size-medium wp-image-11798571\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-800x542.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban-1020x691.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/Market-Street-Map-car-ban.jpg 1208w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Find full details of new turn restrictions and one-way systems on \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\">the SFMTA's website\u003c/a>.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>3. What vehicles \u003cem>will\u003c/em> be allowed to use Market Street?\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Muni buses and streetcars. Paratransit vehicles, too.\u003c/li>\n\u003cli>City-regulated taxicabs — those operated by Yellow Cab and Flywheel, for instance.\u003c/li>\n\u003cli>Vehicles with commercial license plates — generally trucks and delivery vehicles.\u003c/li>\n\u003cli>Emergency vehicles.\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>4. What's going to happen to Uber and Lyft vehicles?\u003c/strong>\u003cbr>\nUber and Lyft vehicles will not be permitted on Market Street from 10th Street east to Steuart Street. In part to accommodate passenger pickups and dropoffs, the San Francisco Municipal Transportation Agency is setting up new loading areas on Market's cross streets.\u003c/p>\n\u003cfigure id=\"attachment_11797440\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg\">\u003cimg class=\"size-medium wp-image-11797440\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg\" alt=\"\" width=\"800\" height=\"533\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-800x533.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet200122.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">One of the main goals of the ban on private cars on Market Street in downtown San Francisco, to take effect Jan. 29, is to improve service on the city's busiest transit corridor. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>5. Will there be a penalty for drivers of private vehicles who travel on the off-limits section of Market?\u003c/strong>\u003cbr>\nYes. Those drivers can be cited for a moving violation. The penalty: a fine of $238 and a point on the license of the cited driver.\u003c/p>\n\u003cp>\u003cstrong>6. Will it be legal for private vehicles to cross Market Street?\u003c/strong>\u003cbr>\nYes. Traffic on side streets will continue to be allowed to cross Market.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>7. What other changes are part of the 'Better Market Street' project? Where can I find more information?\u003c/strong>\u003cbr>\nAll of Market Street from Octavia Boulevard 2.2 miles east to Embarcadero Plaza will get a makeover, including new sidewalks, pavement, train tracks and intersection improvements. The first phase of the project will focus on the stretch of Market between Fifth and Eighth streets and is scheduled to begin in 2021 and last through 2023. The second and final phase of construction has been slated to begin in 2023 and be completed in 2025. The total projected cost of the project, which includes replacing or upgrading infrastructure like sewer and water mains, traffic signals, streetlights, traffic signals and the electrical systems used by Muni streetcars and buses, has a price tag of $604 million.\u003c/p>\n\u003cfigure id=\"attachment_11797508\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg\">\u003cimg class=\"size-medium wp-image-11797508\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg\" alt=\"\" width=\"800\" height=\"301\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-800x301.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-160x60.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015-1020x384.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2020/01/marketstreet-sfmta191015.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A profile view of the San Francisco Municipal Transportation Agency's Better Market Street plan depicting how the thoroughfare will be reconfigured. Click on image for larger view. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>For more information, we've got links:\u003c/p>\n\u003cul>\n\u003cli>SFMTA's \u003ca href=\"https://www.sfmta.com/blog/car-free-market-street-starts-january-29\" target=\"_blank\" rel=\"noopener noreferrer\">Car-Free Market Street page\u003c/a>, with information on the car ban taking effect Jan. 29.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669950/SFMTA-Better-Market-Street-Report.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA staff report\u003c/a> on the project, prepared for the Oct. 15, 2019, meeting at which the project was approved.\u003c/li>\n\u003cli>The \u003ca href=\"https://assets.documentcloud.org/documents/6669949/SFMTA-Better-Market-Street-Slideshow.pdf\" target=\"_blank\" rel=\"noopener noreferrer\">SFMTA slideshow\u003c/a> from October 2019 detailing key aspects of the project and its timeline.\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Causing cyclists to celebrate, San Francisco transportation officials voted Tuesday to \u003ca href=\"http://bit.ly/fiorebettermarket\" target=\"_blank\" rel=\"noopener\">ban private cars\u003c/a> from much of Market Street.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency plan for the city’s storied thoroughfare isn’t just for people who ride bikes, the “\u003ca href=\"http://bettermarketstreetsf.org/\" target=\"_blank\" rel=\"noopener\">Better Market Street\u003c/a>” project aims to make the street safer for pedestrians and more efficient for public transit as well.\u003c/p>\n\u003cp>As a regular bike commuter, I’ve thought for years that driving a car into downtown San Francisco — in terms of efficiency and safety — is probably the worst way to get around.\u003c/p>\n\u003cp>And even though this won’t solve every problem, Market Street has sure \u003ca href=\"https://www.kqed.org/news/11667830/san-franciscos-grisly-mobility-reality-1906-style\" target=\"_blank\" rel=\"noopener\">come a long way\u003c/a>.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=jZpKqOoMpnk&feature=youtu.be\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>The experience of being on Market Street in San Francisco is about to change, whether you’re a motorist navigating the downtown area, a cyclist sharing the road with cars, or a passenger getting from point A to B on transit.\u003c/p>\n\u003cp>Beginning Tuesday, private vehicles will be restricted from turning onto Market between Third and Eighth streets, a change that’s intended to make the busy corridor safer to cyclists and pedestrians while facilitating smoother sailing for transit vehicles. It's part of the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street%20Factsheet%20Post%20MTAB_July_0.pdf\" target=\"_blank\">Safer Market Street Project\u003c/a>, a safety upgrade that's included in a roster of street safety improvements under \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a>.\u003c/p>\n\u003cp>Between 2012 and 2013, there were 162 collisions resulting in injuries along Market Street, said Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. The ban on private vehicle turns is accompanied with other changes that include extending transit-only lanes and installing new loading and painted safety zones to boost visibility.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/218841576\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>“This project is driven by the sobering collision data on Market Street and our Vision Zero goal of ending traffic fatalities in San Francisco,” said SFMTA Director of Transportation, Ed Reiskin. “Traffic collisions are preventable, and these focused turn restrictions will create a safer, better Market Street.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Motorists will still be able to cross Market Street, and the turn restriction won’t apply to Muni buses, taxis, emergency vehicles or commercial vehicles. But drivers working for Lyft, Uber and other ride-share companies will have to obey the new rule, since they are considered to be private cars.\u003c/p>\n\u003cp>Pedestrian safety advocates say this new traffic pattern, combined with other upgrades, is a much-needed improvement.\u003c/p>\n\u003cp>Market Street can be especially dangerous because “it’s a very confusing street with awkward intersections,” said Nicole Ferrara, executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, an organization that advocates for pedestrian safety. Cars make up only 10 to 30 percent of Market Street traffic but account for 80 percent of traffic injuries on that stretch, Ferrara added. The new restrictions are expected to cut traffic volumes along that stretch by as much as 50 percent, according to the SFMTA.\u003c/p>\n\u003cp>Vision Zero\u003ca href=\"http://ww2.kqed.org/news/2015/01/01/how-san-francisco-plans-to-reduce-pedestrian-deaths/\" target=\"_blank\"> aims to improve pedestrian safety\u003c/a> with upgrades to 24 intersections citywide. The whole package is expected to be completed by February of 2016, and the Market Street project is number 16 on the list.\u003c/p>\n\u003cp>SFMTA representatives appeared with Supervisors Jane Kim and Julie Christensen Monday to unveil the Safer Market Street Project.\u003c/p>\n\u003cp>\"For many years, we've been hearing that people feel unsafe walking and biking there,\" Kim said. \"You're getting a lot of drivers who aren't yielding to bikes and pedestrians,\" but the turn restrictions aim to address that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She added, \"Not every road should be prioritized for private vehicle traffic.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The experience of being on Market Street in San Francisco is about to change, whether you’re a motorist navigating the downtown area, a cyclist sharing the road with cars, or a passenger getting from point A to B on transit.\u003c/p>\n\u003cp>Beginning Tuesday, private vehicles will be restricted from turning onto Market between Third and Eighth streets, a change that’s intended to make the busy corridor safer to cyclists and pedestrians while facilitating smoother sailing for transit vehicles. It's part of the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street%20Factsheet%20Post%20MTAB_July_0.pdf\" target=\"_blank\">Safer Market Street Project\u003c/a>, a safety upgrade that's included in a roster of street safety improvements under \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a>.\u003c/p>\n\u003cp>Between 2012 and 2013, there were 162 collisions resulting in injuries along Market Street, said Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. The ban on private vehicle turns is accompanied with other changes that include extending transit-only lanes and installing new loading and painted safety zones to boost visibility.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/218841576&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/218841576'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“This project is driven by the sobering collision data on Market Street and our Vision Zero goal of ending traffic fatalities in San Francisco,” said SFMTA Director of Transportation, Ed Reiskin. “Traffic collisions are preventable, and these focused turn restrictions will create a safer, better Market Street.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Motorists will still be able to cross Market Street, and the turn restriction won’t apply to Muni buses, taxis, emergency vehicles or commercial vehicles. But drivers working for Lyft, Uber and other ride-share companies will have to obey the new rule, since they are considered to be private cars.\u003c/p>\n\u003cp>Pedestrian safety advocates say this new traffic pattern, combined with other upgrades, is a much-needed improvement.\u003c/p>\n\u003cp>Market Street can be especially dangerous because “it’s a very confusing street with awkward intersections,” said Nicole Ferrara, executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, an organization that advocates for pedestrian safety. Cars make up only 10 to 30 percent of Market Street traffic but account for 80 percent of traffic injuries on that stretch, Ferrara added. The new restrictions are expected to cut traffic volumes along that stretch by as much as 50 percent, according to the SFMTA.\u003c/p>\n\u003cp>Vision Zero\u003ca href=\"http://ww2.kqed.org/news/2015/01/01/how-san-francisco-plans-to-reduce-pedestrian-deaths/\" target=\"_blank\"> aims to improve pedestrian safety\u003c/a> with upgrades to 24 intersections citywide. The whole package is expected to be completed by February of 2016, and the Market Street project is number 16 on the list.\u003c/p>\n\u003cp>SFMTA representatives appeared with Supervisors Jane Kim and Julie Christensen Monday to unveil the Safer Market Street Project.\u003c/p>\n\u003cp>\"For many years, we've been hearing that people feel unsafe walking and biking there,\" Kim said. \"You're getting a lot of drivers who aren't yielding to bikes and pedestrians,\" but the turn restrictions aim to address that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She added, \"Not every road should be prioritized for private vehicle traffic.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>As part of our series, \u003ca href=\"http://ww2.kqed.org/news/series/boomtown\" target=\"_blank\">Boomtown\u003c/a>, we’re \u003ca href=\"http://ww2.kqed.org/news/series/questions\" target=\"_blank\">answering questions\u003c/a> from KQED listeners and readers. Our second one comes from Dave Taylor, who is not impressed by the new buildings going up in San Francisco. He asks:\u003c/em>\u003c/p>\n\u003cfigure id=\"attachment_10430396\" class=\"wp-caption alignleft\" style=\"max-width: 150px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/P1040405.jpg\">\u003cimg class=\"wp-image-10430396\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/P1040405-400x590.jpg\" alt=\"Dave Taylor. (Lisa Morehouse/KQED)\" width=\"150\" height=\"222\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/P1040405-400x590.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/P1040405.jpg 616w\" sizes=\"(max-width: 150px) 100vw, 150px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Dave Taylor.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>\"Why are the new buildings so ugly?\"\u003c/strong>\u003c/p>\n\u003cp>The economic boom has brought a surge in construction projects to San Francisco -- particularly in the city's emerging Mid-Market neighborhood.\u003c/p>\n\u003cp>But not everyone is pleased with what they're seeing built.\u003c/p>\n\u003cp>“We are at the corner of what I consider the most atrocious buildings in the entire city,\" says Dave Taylor, who has lived in the city for more than 20 years. \"This corridor of shame that I call Van Ness and Market is just a spectacular example of failed urban planning.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Taylor works as a media services technician -- \"I play with toys that gather light and sound\" -- and describes himself as \"a very opinionated closet architect.\" \u003c/p>\n\u003cp>He did not hold back as we walked down Market Street from 11th to Eighth, pointing out the buildings that most offended him.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/190627247\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>There’s 1455 Market: “A glorified parking structure with windows.”\u003c/p>\n\u003cp>Across the street: “We won’t even talk about Fox Plaza. We won’t even go there.”\u003c/p>\n\u003cp>And then, the brand-new NEMA apartments: “This gigantic black prison complex.”\u003c/p>\n\u003cp>Everyone has an opinion, so we asked someone who has looked at the city’s buildings for a while: San Francisco Chronicle urban design critic John King.\u003c/p>\n\u003cp>“I share the listener’s dismay,” he says. “A lot of what’s being built in S.F. right now really feels like product.”\u003c/p>\n\u003cp>He says many of the buildings going up have one particular consumer: The 29-year-old who just got the IPO and can afford a $4,500 rent payment or mortgage.\u003c/p>\n\u003ch3>Market’s Come a Long Way\u003c/h3>\n\u003cp>For a long time, this area was the dumpy end of Market Street that nobody cared about, King says.\u003c/p>\n\u003cfigure id=\"attachment_10429825\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr.jpg\">\u003cimg class=\"size-thumbnail wp-image-10429825\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr-400x600.jpg\" alt='Taylor calls 1455 Market St. a \"glorified parking structure.\" (Katie Brigham/KQED) ' width=\"400\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr-400x600.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr-800x1200.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr.jpg 1333w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Taylor calls 1455 Market St. a \"glorified parking structure.\" (Katie Brigham/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Back in the '70s, it was essentially storage space for a lot of Financial District firms -- the place they parked their giant computers.\u003c/p>\n\u003cp>But now those dumpy buildings have flashy neighbors: tech companies and luxury apartments.\u003c/p>\n\u003cp>People are paying attention -- and griping. King says that part at least isn’t new.\u003c/p>\n\u003cp>“The whole point of being a San Franciscan is never to like what’s happening right now,” he says. \"… to resent the fact that the city’s not exactly like it was when you moved there, and you discovered Utopia.”\u003c/p>\n\u003ch3>Who’s in Charge?\u003c/h3>\n\u003cp>But Dave Taylor says his issue isn’t about nostalgia. It’s about taste -- and pride.\u003c/p>\n\u003cp>“You have to feel a little despair when these monoliths go up, because these things are going to be there for 50 years,” he says. “It makes you wonder who’s in charge. Does anybody care anymore?”\u003c/p>\n\u003cp>[contextly_sidebar id=\"jxwC2Yrmpyj3ZLmXCFKDbzHr9QnXzzCp\"]\u003c/p>\n\u003cp>There are a few answers to this question. First: Yes, someone is in charge. Actually, a lot of people.\u003c/p>\n\u003cp>“There are plans aplenty,” says King. “The list of who’s responsible is endless, and it gets a little different with each building.”\u003c/p>\n\u003cp>Permits and approvals can be costly and time-consuming. And behind every construction project is a complicated marriage of planners, neighborhood groups, developers and architects -- some who want to make their mark and others who just want to make a profit.\u003c/p>\n\u003cp>Taylor says these people don’t have San Francisco’s best interests at heart.\u003c/p>\n\u003cp>“When you see people walk by City Hall, they take pictures, they stop, they smile,” he says. “From here all the way to Powell, they look down, they don’t stop.”\u003c/p>\n\u003ch3>A City’s Autobiography\u003c/h3>\n\u003cp>“In the built environment, as one writer puts it, all our warts and our glories are there,” says Paul Groth, an architectural historian at UC Berkeley. “You can tell how we're treating our fellow humans in the built environment. It really is an autobiography.”\u003c/p>\n\u003cp>So, what does Groth think our current architecture says?\u003c/p>\n\u003cp>“Greed.”\u003c/p>\n\u003cfigure id=\"attachment_10429827\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr.jpg\">\u003cimg class=\"size-thumbnail wp-image-10429827\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr-400x600.jpg\" alt='Fox Plaza is another offender to Taylor in his so-called \"corridor of shame.\" (Katie Brigham/KQED)' width=\"400\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr-400x600.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr-800x1200.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr.jpg 1333w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Fox Plaza is another offender to Taylor in his so-called corridor of shame. (Katie Brigham/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Big buildings, glass boxes, dark materials, pools and plazas on the inside -- all those elements are just today’s trend in luxury living, Groth says. You can see it the most in New York, Miami and San Francisco. It speaks deliberately to a kind of \u003cem>exclusivity\u003c/em>.\u003c/p>\n\u003cp>And it’s that -- as well as the design -- that makes Dave Taylor want to get away from the corner of 11th and Market as soon as he can.\u003c/p>\n\u003cp>“I’ve got an artistic soul. That’s why people used to move here. It was a place, not a sanctuary, but a place where we could be and belong,” he says. “As an artist, beautiful things speak back to me.”\u003c/p>\n\u003cp>Unlike other art, say, a dance performance or a painting, you can’t avoid the buildings where you live or where you work. Taylor says that when he’s walking by Western Addition Victorians or the Transamerica Pyramid, buildings he loves, he feels like he’s having an experience -- like he’s part of the city’s story.\u003c/p>\n\u003cp>“It allows you to go deep places and start to think and start to grow,” he says. “This isn’t a commodity, this is a way of living, that you should be surrounded by beautiful things.”\u003c/p>\n\u003cp>There are new construction projects all over the city right now. And he’s hoping some of those buildings will be the kind that speak back to him.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://ww2.kqed.org/news/series/questions\" target=\"_blank\">Submit a question\u003c/a> you'd like us to answer as part of our \u003ca href=\"http://ww2.kqed.org/news/series/boomtown\" target=\"_blank\">Boomtown series\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>As part of our series, \u003ca href=\"http://ww2.kqed.org/news/series/boomtown\" target=\"_blank\">Boomtown\u003c/a>, we’re \u003ca href=\"http://ww2.kqed.org/news/series/questions\" target=\"_blank\">answering questions\u003c/a> from KQED listeners and readers. Our second one comes from Dave Taylor, who is not impressed by the new buildings going up in San Francisco. He asks:\u003c/em>\u003c/p>\n\u003cfigure id=\"attachment_10430396\" class=\"wp-caption alignleft\" style=\"max-width: 150px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/P1040405.jpg\">\u003cimg class=\"wp-image-10430396\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/P1040405-400x590.jpg\" alt=\"Dave Taylor. (Lisa Morehouse/KQED)\" width=\"150\" height=\"222\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/P1040405-400x590.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/P1040405.jpg 616w\" sizes=\"(max-width: 150px) 100vw, 150px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Dave Taylor.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>\"Why are the new buildings so ugly?\"\u003c/strong>\u003c/p>\n\u003cp>The economic boom has brought a surge in construction projects to San Francisco -- particularly in the city's emerging Mid-Market neighborhood.\u003c/p>\n\u003cp>But not everyone is pleased with what they're seeing built.\u003c/p>\n\u003cp>“We are at the corner of what I consider the most atrocious buildings in the entire city,\" says Dave Taylor, who has lived in the city for more than 20 years. \"This corridor of shame that I call Van Ness and Market is just a spectacular example of failed urban planning.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Taylor works as a media services technician -- \"I play with toys that gather light and sound\" -- and describes himself as \"a very opinionated closet architect.\" \u003c/p>\n\u003cp>He did not hold back as we walked down Market Street from 11th to Eighth, pointing out the buildings that most offended him.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/190627247&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/190627247'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>There’s 1455 Market: “A glorified parking structure with windows.”\u003c/p>\n\u003cp>Across the street: “We won’t even talk about Fox Plaza. We won’t even go there.”\u003c/p>\n\u003cp>And then, the brand-new NEMA apartments: “This gigantic black prison complex.”\u003c/p>\n\u003cp>Everyone has an opinion, so we asked someone who has looked at the city’s buildings for a while: San Francisco Chronicle urban design critic John King.\u003c/p>\n\u003cp>“I share the listener’s dismay,” he says. “A lot of what’s being built in S.F. right now really feels like product.”\u003c/p>\n\u003cp>He says many of the buildings going up have one particular consumer: The 29-year-old who just got the IPO and can afford a $4,500 rent payment or mortgage.\u003c/p>\n\u003ch3>Market’s Come a Long Way\u003c/h3>\n\u003cp>For a long time, this area was the dumpy end of Market Street that nobody cared about, King says.\u003c/p>\n\u003cfigure id=\"attachment_10429825\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr.jpg\">\u003cimg class=\"size-thumbnail wp-image-10429825\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr-400x600.jpg\" alt='Taylor calls 1455 Market St. a \"glorified parking structure.\" (Katie Brigham/KQED) ' width=\"400\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr-400x600.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr-800x1200.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14218_1455-Market-St.-2-scr.jpg 1333w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Taylor calls 1455 Market St. a \"glorified parking structure.\" (Katie Brigham/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Back in the '70s, it was essentially storage space for a lot of Financial District firms -- the place they parked their giant computers.\u003c/p>\n\u003cp>But now those dumpy buildings have flashy neighbors: tech companies and luxury apartments.\u003c/p>\n\u003cp>People are paying attention -- and griping. King says that part at least isn’t new.\u003c/p>\n\u003cp>“The whole point of being a San Franciscan is never to like what’s happening right now,” he says. \"… to resent the fact that the city’s not exactly like it was when you moved there, and you discovered Utopia.”\u003c/p>\n\u003ch3>Who’s in Charge?\u003c/h3>\n\u003cp>But Dave Taylor says his issue isn’t about nostalgia. It’s about taste -- and pride.\u003c/p>\n\u003cp>“You have to feel a little despair when these monoliths go up, because these things are going to be there for 50 years,” he says. “It makes you wonder who’s in charge. Does anybody care anymore?”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>There are a few answers to this question. First: Yes, someone is in charge. Actually, a lot of people.\u003c/p>\n\u003cp>“There are plans aplenty,” says King. “The list of who’s responsible is endless, and it gets a little different with each building.”\u003c/p>\n\u003cp>Permits and approvals can be costly and time-consuming. And behind every construction project is a complicated marriage of planners, neighborhood groups, developers and architects -- some who want to make their mark and others who just want to make a profit.\u003c/p>\n\u003cp>Taylor says these people don’t have San Francisco’s best interests at heart.\u003c/p>\n\u003cp>“When you see people walk by City Hall, they take pictures, they stop, they smile,” he says. “From here all the way to Powell, they look down, they don’t stop.”\u003c/p>\n\u003ch3>A City’s Autobiography\u003c/h3>\n\u003cp>“In the built environment, as one writer puts it, all our warts and our glories are there,” says Paul Groth, an architectural historian at UC Berkeley. “You can tell how we're treating our fellow humans in the built environment. It really is an autobiography.”\u003c/p>\n\u003cp>So, what does Groth think our current architecture says?\u003c/p>\n\u003cp>“Greed.”\u003c/p>\n\u003cfigure id=\"attachment_10429827\" class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr.jpg\">\u003cimg class=\"size-thumbnail wp-image-10429827\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr-400x600.jpg\" alt='Fox Plaza is another offender to Taylor in his so-called \"corridor of shame.\" (Katie Brigham/KQED)' width=\"400\" height=\"600\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr-400x600.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr-800x1200.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/02/RS14216_1390-Market-St.-2-lpr.jpg 1333w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Fox Plaza is another offender to Taylor in his so-called corridor of shame. (Katie Brigham/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Big buildings, glass boxes, dark materials, pools and plazas on the inside -- all those elements are just today’s trend in luxury living, Groth says. You can see it the most in New York, Miami and San Francisco. It speaks deliberately to a kind of \u003cem>exclusivity\u003c/em>.\u003c/p>\n\u003cp>And it’s that -- as well as the design -- that makes Dave Taylor want to get away from the corner of 11th and Market as soon as he can.\u003c/p>\n\u003cp>“I’ve got an artistic soul. That’s why people used to move here. It was a place, not a sanctuary, but a place where we could be and belong,” he says. “As an artist, beautiful things speak back to me.”\u003c/p>\n\u003cp>Unlike other art, say, a dance performance or a painting, you can’t avoid the buildings where you live or where you work. Taylor says that when he’s walking by Western Addition Victorians or the Transamerica Pyramid, buildings he loves, he feels like he’s having an experience -- like he’s part of the city’s story.\u003c/p>\n\u003cp>“It allows you to go deep places and start to think and start to grow,” he says. “This isn’t a commodity, this is a way of living, that you should be surrounded by beautiful things.”\u003c/p>\n\u003cp>There are new construction projects all over the city right now. And he’s hoping some of those buildings will be the kind that speak back to him.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"http://ww2.kqed.org/news/series/questions\" target=\"_blank\">Submit a question\u003c/a> you'd like us to answer as part of our \u003ca href=\"http://ww2.kqed.org/news/series/boomtown\" target=\"_blank\">Boomtown series\u003c/a>.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"order": 8
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},
"link": "https://www.cityarts.net",
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"order": 1
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"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"order": 9
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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