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"content": "\u003cp>In Robert Burns’ world, the Powell-Mason \u003ca href=\"https://www.kqed.org/news/tag/transportation\">Cable Car\u003c/a> is heralded by a flute and a tubular bell. The M-Ocean View carries a soft mallet and a sub bass. The N-Judah is a marimba and a bass pizzicato.\u003c/p>\n\u003cp>Taken altogether, the generative composition creates a lo-fi, sonic interpretation of the Bay Area’s most-ridden transit service, San Francisco’s Muni. And it’s available for anyone to listen to.\u003c/p>\n\u003cp>“ I thought to myself, what if I turned Muni into an instrument?” said Burns, creator of the site, \u003ca href=\"http://munimusic.com\">munimusic.com\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The site shows a map of San Francisco, and the real-time location of the more than 500 Muni trains, buses and cable cars that could be on the street at any one time. Each vehicle plays a unique pair of sounds based on its position and route and a chime when they arrive at a stop.\u003c/p>\n\u003cp>Visitors can watch and listen to Muni vehicles plug along in real time, hear when they arrive and revel in an ambient interpretation of public transit.\u003c/p>\n\u003cp>For Burns, an IT professional, and a more than 30-year San Franciscan and a Muni rider, the project is part tribute, part natural inclination to experiment with technology.\u003c/p>\n\u003cfigure id=\"attachment_12082038\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082038\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For fans of Muni, it’s the latest manifestation of local pride in the transit service that’s taken varied forms, from branded merchandise to trivia nights to riding routes for fun.\u003c/p>\n\u003cp>Burns used publicly available data to create the map and then made digital instruments to pair with the routes. He said he’s had the Muni Music domain since 2002, but only launched the website in April, after “many, many iterations.”\u003c/p>\n\u003cp>An initial version was rhythm-based and sounded more like a drum circle. And the sheer volume of Muni’s buses broke his browser. The site currently logs about five visits a week. “ If this actually becomes something that people used, I would be amazed,” Burns said.\u003c/p>\n\u003cp>Burns isn’t the first person to look at a transit map and think: Could this be music? Take \u003ca href=\"https://www.trainjazz.com/\">Train Jazz\u003c/a> — a similar website, created by a New York City resident, which turns that city’s transit agency into a jazz ensemble.[aside postID=news_12087114 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg']Another website based on New York City’s transit map, called \u003ca href=\"http://mta.me\">MTA.me\u003c/a>, only plays notes when trains cross paths, like plucking strings.\u003c/p>\n\u003cp>And last month a group of artists \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260520\">debuted\u003c/a> a sculpture that converts BART’s train data into sound using a tube and a heating element.\u003c/p>\n\u003cp>For the Bay Area-based composer Mason Bates, these kinds of projects, where people convert data into music, might best be called public sound art.\u003c/p>\n\u003cp>“ It’s not really about whether the resulting artwork is particularly good or beautiful; it’s more about finding fun ways for the public to learn about some kind of initiative, whether it be \u003ca href=\"https://www.kqed.org/audiblecosmos\">NASA space data\u003c/a>, or in this case, Muni data,” Bates said.\u003c/p>\n\u003cp>Bates said rather than getting hung up on the quality of the music, the purpose of these sites is to use digital tools to make data more digestible. By sonifying transit data, these projects allow listeners to experience the entirety of a transit system all at once.\u003c/p>\n\u003cp>“ We are swimming in data these days, right? So translating it in some way that can be fun or artistic is a new thing that’s happening,” he said. “This brings the public in to engage with a non-artistic enterprise in an artistic way.”\u003c/p>\n\u003cp>In Muni Music, each moment is different from the next, as the number of Muni vehicles on the road — and their position — fluctuate throughout the day.\u003c/p>\n\u003cp>If trains are predominantly in the west end of the city, like the L-Taraval, sound will come predominantly out of the left side of a pair of headphones. The opposite is true for the T-Third Street, which runs on the east side of the city.\u003c/p>\n\u003cfigure id=\"attachment_12082037\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082037\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ Seeing the volume of vehicles that are out there at any given moment shows people how active the system is and how frequent service is. And when it’s all played together, we’re really picking people up and dropping them off at a really quick rate,” SFMTA spokesperson Michael Roccaforte said.\u003c/p>\n\u003cp>Burns said he sees a relationship between his job in IT and managing a public transit agency: two fields that don’t get much praise, but get a lot of attention when things go wrong.\u003c/p>\n\u003cp>“It’s an homage. It’s kinda like, ‘Hey, thanks, Muni, thanks for being there, and here’s my little attempt at giving something back,’” Burns said.\u003c/p>\n\u003cp>There’s some utility to the website as well. Burns used it the other day to check when the next train was coming, and then he rode home with his own Muni soundtrack.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Another website based on New York City’s transit map, called \u003ca href=\"http://mta.me\">MTA.me\u003c/a>, only plays notes when trains cross paths, like plucking strings.\u003c/p>\n\u003cp>And last month a group of artists \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260520\">debuted\u003c/a> a sculpture that converts BART’s train data into sound using a tube and a heating element.\u003c/p>\n\u003cp>For the Bay Area-based composer Mason Bates, these kinds of projects, where people convert data into music, might best be called public sound art.\u003c/p>\n\u003cp>“ It’s not really about whether the resulting artwork is particularly good or beautiful; it’s more about finding fun ways for the public to learn about some kind of initiative, whether it be \u003ca href=\"https://www.kqed.org/audiblecosmos\">NASA space data\u003c/a>, or in this case, Muni data,” Bates said.\u003c/p>\n\u003cp>Bates said rather than getting hung up on the quality of the music, the purpose of these sites is to use digital tools to make data more digestible. By sonifying transit data, these projects allow listeners to experience the entirety of a transit system all at once.\u003c/p>\n\u003cp>“ We are swimming in data these days, right? So translating it in some way that can be fun or artistic is a new thing that’s happening,” he said. “This brings the public in to engage with a non-artistic enterprise in an artistic way.”\u003c/p>\n\u003cp>In Muni Music, each moment is different from the next, as the number of Muni vehicles on the road — and their position — fluctuate throughout the day.\u003c/p>\n\u003cp>If trains are predominantly in the west end of the city, like the L-Taraval, sound will come predominantly out of the left side of a pair of headphones. The opposite is true for the T-Third Street, which runs on the east side of the city.\u003c/p>\n\u003cfigure id=\"attachment_12082037\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082037\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ Seeing the volume of vehicles that are out there at any given moment shows people how active the system is and how frequent service is. And when it’s all played together, we’re really picking people up and dropping them off at a really quick rate,” SFMTA spokesperson Michael Roccaforte said.\u003c/p>\n\u003cp>Burns said he sees a relationship between his job in IT and managing a public transit agency: two fields that don’t get much praise, but get a lot of attention when things go wrong.\u003c/p>\n\u003cp>“It’s an homage. It’s kinda like, ‘Hey, thanks, Muni, thanks for being there, and here’s my little attempt at giving something back,’” Burns said.\u003c/p>\n\u003cp>There’s some utility to the website as well. Burns used it the other day to check when the next train was coming, and then he rode home with his own Muni soundtrack.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "More Than Half of Muni’s Pint-Sized Buses Sidelined by Stress Cracks on Brakes",
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"content": "\u003cp>Over half of Muni’s 32-foot buses are currently out of service after the transit agency identified a brake component safety issue in the vehicles responsible for traveling some of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>‘s most narrow and hilly streets.\u003c/p>\n\u003cp>Maintenance crews found stress cracks on the brake chamber brackets of 17 out of 30 shorter buses, according to a memorandum from the San Francisco Municipal Transportation Agency to its board of directors on Thursday.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.sfmta.com/travel-updates/40-foot-bus-service-substitutions-updated-june-30-2026\">issue\u003c/a> was first identified on June 1 after a Muni operator heard a noise while working and reported a problem. The bus was taken out of service immediately, according to the agency, and a subsequent inspection found that the bus’s brake chamber bracket, which holds air as part of the vehicle’s pneumatic braking system, had detached from the axle. The agency said that because Muni buses have multiple redundant braking systems, the issue did not pose a safety risk.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“ When an issue like this one happens, the vehicle simply stops because of those redundant systems,” said Judson True, SFMTA chief of staff. “We are 100% confident that none of our riders or operators faced any safety issues from this incident. Safety is our top priority, and our response to this issue demonstrates that.”\u003c/p>\n\u003cp>In the short term, SFMTA said it plans to replace the brackets with new ones of an identical design, as parts become available. The agency said brake chamber brackets are not part of a normal maintenance inspection schedule, but the agency will now inspect the part once a month or every 2,000 miles.\u003c/p>\n\u003cfigure id=\"attachment_12089405\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089405\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the long term, SFMTA said the manufacturer Meritor is making new reinforced and redesigned brake chamber brackets for its buses, and that it plans to install the component in the next few months. The fleet, made by El Dorado National California, first hit city streets in 2022, and the last was delivered last year.\u003c/p>\n\u003cp>The problem forced the agency to modify service for the 35 Eureka, 36 Teresita, 37 Corbett, 39 Coit, 56 Rutland, as longer replacement 40-foot buses couldn’t navigate some of the routes’ tight turns and narrow streets. Service has since been restored on all routes except the 36 and 37.\u003c/p>\n\u003cp>Theresa Flandrich, 70, a longtime resident of the city’s Telegraph Hill neighborhood, said she panicked when she found out her regular stop on the mountainous 39 route would no longer be serviced.[aside postID=news_12087755 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260303-munifile00200_TV_qed.jpg']“I thought, my God, what are we going to do?” Flandrich said. “ We have so many seniors who have lived here for decades and decades and now really depend on this bus.”\u003c/p>\n\u003cp>Flandrich said she learned the news from fellow riders while waiting for the bus, and later from her neighborhood group, the Telegraph Hill \u003ca href=\"https://semaphore.thd.org/letter-urging-sfmta-to-restore-service-cuts/\">Dwellers\u003c/a>.\u003c/p>\n\u003cp>“It was very discombobulating to essentially have one day’s notice,” Flandrich said.\u003c/p>\n\u003cp>The SFMTA \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1uao947/all_30foot_buses_out_of_service_why/?share_id=eQ0RB-SW2_3Nto2BaBADn&utm_content=2&utm_medium=ios_app&utm_name=ioscss&utm_source=share&utm_term=1\">initially\u003c/a> told riders that the fleet changes were due to preventative maintenance and that the service adjustments could last until at least December 2026. SFMTA told KQED on Thursday that it regretted the word choice and that “preventative maintenance is not the way we would describe what’s going on with these vehicles.”\u003c/p>\n\u003cp>Flandrich said service was disrupted on the 39 for about a week before it was restored.\u003c/p>\n\u003cp>SFMTA said it plans to return full service to the 36 Teresita by Monday, and that temporary reroutes of the 37 Corbett will remain in place until enough vehicles are available to restore full service. The agency said the stops affected have fewer than 150 average daily riders, but acknowledged that they are in steep terrain and riders may be especially challenged by service changes.\u003c/p>\n\u003cp>True said he does not expect that the SFMTA will incur any additional costs related to the brake chamber bracket issues.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Over half of Muni’s 32-foot buses are currently out of service after the transit agency identified a brake component safety issue in the vehicles responsible for traveling some of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>‘s most narrow and hilly streets.\u003c/p>\n\u003cp>Maintenance crews found stress cracks on the brake chamber brackets of 17 out of 30 shorter buses, according to a memorandum from the San Francisco Municipal Transportation Agency to its board of directors on Thursday.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.sfmta.com/travel-updates/40-foot-bus-service-substitutions-updated-june-30-2026\">issue\u003c/a> was first identified on June 1 after a Muni operator heard a noise while working and reported a problem. The bus was taken out of service immediately, according to the agency, and a subsequent inspection found that the bus’s brake chamber bracket, which holds air as part of the vehicle’s pneumatic braking system, had detached from the axle. The agency said that because Muni buses have multiple redundant braking systems, the issue did not pose a safety risk.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“ When an issue like this one happens, the vehicle simply stops because of those redundant systems,” said Judson True, SFMTA chief of staff. “We are 100% confident that none of our riders or operators faced any safety issues from this incident. Safety is our top priority, and our response to this issue demonstrates that.”\u003c/p>\n\u003cp>In the short term, SFMTA said it plans to replace the brackets with new ones of an identical design, as parts become available. The agency said brake chamber brackets are not part of a normal maintenance inspection schedule, but the agency will now inspect the part once a month or every 2,000 miles.\u003c/p>\n\u003cfigure id=\"attachment_12089405\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089405\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the long term, SFMTA said the manufacturer Meritor is making new reinforced and redesigned brake chamber brackets for its buses, and that it plans to install the component in the next few months. The fleet, made by El Dorado National California, first hit city streets in 2022, and the last was delivered last year.\u003c/p>\n\u003cp>The problem forced the agency to modify service for the 35 Eureka, 36 Teresita, 37 Corbett, 39 Coit, 56 Rutland, as longer replacement 40-foot buses couldn’t navigate some of the routes’ tight turns and narrow streets. Service has since been restored on all routes except the 36 and 37.\u003c/p>\n\u003cp>Theresa Flandrich, 70, a longtime resident of the city’s Telegraph Hill neighborhood, said she panicked when she found out her regular stop on the mountainous 39 route would no longer be serviced.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I thought, my God, what are we going to do?” Flandrich said. “ We have so many seniors who have lived here for decades and decades and now really depend on this bus.”\u003c/p>\n\u003cp>Flandrich said she learned the news from fellow riders while waiting for the bus, and later from her neighborhood group, the Telegraph Hill \u003ca href=\"https://semaphore.thd.org/letter-urging-sfmta-to-restore-service-cuts/\">Dwellers\u003c/a>.\u003c/p>\n\u003cp>“It was very discombobulating to essentially have one day’s notice,” Flandrich said.\u003c/p>\n\u003cp>The SFMTA \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1uao947/all_30foot_buses_out_of_service_why/?share_id=eQ0RB-SW2_3Nto2BaBADn&utm_content=2&utm_medium=ios_app&utm_name=ioscss&utm_source=share&utm_term=1\">initially\u003c/a> told riders that the fleet changes were due to preventative maintenance and that the service adjustments could last until at least December 2026. SFMTA told KQED on Thursday that it regretted the word choice and that “preventative maintenance is not the way we would describe what’s going on with these vehicles.”\u003c/p>\n\u003cp>Flandrich said service was disrupted on the 39 for about a week before it was restored.\u003c/p>\n\u003cp>SFMTA said it plans to return full service to the 36 Teresita by Monday, and that temporary reroutes of the 37 Corbett will remain in place until enough vehicles are available to restore full service. The agency said the stops affected have fewer than 150 average daily riders, but acknowledged that they are in steep terrain and riders may be especially challenged by service changes.\u003c/p>\n\u003cp>True said he does not expect that the SFMTA will incur any additional costs related to the brake chamber bracket issues.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "giants-pride-controversy-data-center-in-pittsburg-and-youth-backed-improvements-to-sf-bus-route",
"title": "Giants’ Pride Controversy, Data Center in Pittsburg, and Youth-Backed Improvements to SF Bus Route",
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"headTitle": "Giants’ Pride Controversy, Data Center in Pittsburg, and Youth-Backed Improvements to SF Bus Route | KQED",
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"content": "\u003cp>In this June 2026 edition of the monthly news roundup, we discuss the Giants’ pride month controversy, the debate over a new data center coming to Pittsburg, and how high school students pushed for improvements to their local bus line in San Francisco.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC9556918216&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.ktvu.com/news/pittsburg-controversy-over-data-center-old-delta-view-golf-course\">Pittsburg controversy over data center on old Delta View Golf Course\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/pittsburg-california-steel-mill-21307691.php\">This Bay Area suburb lost its main industry. Can it rebuild?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12084077/in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus\">In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfgate.com/giants/article/sf-giants-fans-pride-response-22318144.php\">Fans chew out SF Giants for team’s ‘weak’ response to Pride Night saga\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan class=\"\" title=\"\">\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/span>\u003c/p>\n\u003ch3>Episode transcript\u003c/h3>\n\u003cp>\u003cem>This transcript is computer-generated. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:51] I’m Ericka Cruz Guevara and welcome to The Bay, local news to keep you rooted, and welcome to our June news roundup where we talk about some of the other stories on our radars this month. In the studio with me is Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:07] Hello, good morning.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:08] And our very special guest this week is KQED producer Francesca Fenzi. Hey Francesca.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:01:14] Hey, thank you for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:15] Yeah, it’s so nice to have you here with us filling in on the show before our July break.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:22] Yes, as long-time listeners of the show know, we do not make new episodes in the month of July. There’s a few reasons why we do this. The main one is that it’s a lot of work to make three episodes a week with only three people. And so this is really the only time of year where we have the ability to do any kind of long-term planning, any strategizing about the future of the show. It’s also frankly the only times, Ericka, when both you and I can take vacation at the same time. So in July we’ll be taking a bit of a break, doing some planning, and we’ll also be introducing a new producer for the show, which we will have later on in July.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:59] Right, right. So lots to come for you all listeners when we get back in August, but make sure you stay subscribed to The Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:08] Maybe catch up on old episodes you didn’t finish.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:11] Totally, or take a listen to some Bay Curious while you’re missing us. We’re also wrapping up the end of Pride Month here, and I guess to dive into our stories for this month, Francesca, not a great way to transition into your, I guess, kind of Pride month story, but tell us about the story you brought for us today.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:02:38] Yes, yes. Well, as you may already know a little bit, there has been a bit of a pride controversy around the Giants, the San Francisco baseball team. So at a Pride Month event on June 12, this was a game themed around pride that the Giants play every year, or at least they’ve played this every year since about 2021. So it’s been going for a while. And three pitchers for the Giants walked onto the field with inscribed Bible verses on their hats. And that kicked off a controversy that we’re still feeling the ripple effects of for the rest of the month\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:12] Right. So these were, um, for pride night, they were wearing these caps, right? That had the normal SF logo, but that was rainbow colored, right. And so the pictures had written references to Bible verses kind of over or on the hats. Is that right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:03:25] Yeah, exactly. So the typical uniform that players wear for this pride event, it’s the same San Francisco Giants jersey with rainbow insignia on the on the jerseys on the hats. And these three pictures, particularly the starting pitcher Landen Roupp, when he came onto the field, his hat had a reference to a passage from the book of Genesis, which had been scrolled over the rainbow logo. This is a passage that characterizes the rainbow as a sort of covenant between God and the faithful in Christianity. Obviously, rainbow is super prominent symbol for the queer community as well. So this Bible verse has been used by Christian groups in the past that oppose same-sex marriage and homosexuality in general to sort of, you know, kind of counter the narrative that rainbows are symbolic for the, the queer Community. And it’s kind of a controversial move.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:16] Yeah, and I’ve seen quite a bit of the backlash online. I mean, a lot of Giants fans feeling really disappointed in the team.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:04:28] Yes, the fan response has been pretty negative, particularly from the queer community. Obviously, San Francisco is a city that has long been a mecca for queer people, super gay city. And historically, the baseball team has been really aligned with that. The Giants were the first professional sports team to host a game raising awareness for and money for the AIDS epidemic. That was in 1994. And then, of course, in 2021, they began. This Pride event and we’re actually the first team to incorporate Rainbow Colors and do a Pride-themed game annually. Many other Major League Baseball teams have adopted that practice now. So the Giants have a pretty pro-LGBTQ community history and I think fans were very upset by that.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:14] So three players who wrote these verses over the Pride themed hats, I’m sure they’ve seen a lot of the backlash that’s happened. Have they responded to this publicly at all?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:26] Well, so the players themselves have largely let the Bible verses speak for themselves. There was a post-game interview with that starting pitcher who I mentioned, Landon Roop. He more or less described this as something that represents his relationship to Christianity, the covenant between him and God, and tried to kind of downplay it as something that was a broader cultural statement and more about a personal belief.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:53] What about the franchise more broadly and also the MLB, how are they responding to this?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:58] Yeah, so the major league baseball officials did reprimand these pitchers, but not for the contents of their message. So MLB has a policy against slogans and writing on team uniforms generally, and they made a really big point of citing this as a rules violation of that standing no slogans policy. In fact, they even compared it to writing things like Happy Birthday Mom, which was another real example that a player’s been disciplined for in the past. So I think that landed a little lackluster for fans who were hoping to see the league take more of a stance on the content and the messaging. And then the team’s president, Buster Posey, this is his second year managing the team and he sort of dodged the controversy altogether.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:06:43] Buster, you were a member of this organization for a long time, and every year there’s been a night to honor the gay community. Did you object to those nights when you were player?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:06:57] I mentioned that I’m not going to revisit it, so if you want to ask baseball questions, I’ll answer baseball questions.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:07:02] Were you planning to reach out to the gay community about any of this or no?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:07:06] Again, if you wanna go baseball questions I made my statement.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:09] Really awkward press conference where he actively avoided answering many questions about this. In addition to some of the questions about how the team was playing and some other uncomfortable things he didn’t want to have to talk about.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:23] I feel like whenever anything remotely controversial happens in San Francisco, many people across the country take notice and have opinions about it, particularly conservative media and conservative political figures. I know there’s been some stuff around that, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:37] Yes, yes, certainly this became a national news story. The New York Times has been reporting about it. Fox News has been recording about it, and part of the reason why this has blown up so much is that it fits into this broader context of the Trump administration’s increasingly aggressive rhetoric, which has been demonizing queer and trans people. That, of course, has frustrated and frightened many people in the community, particularly in this month of pride, which is usually and a time to celebrate. And then it’s also fitting into this larger conversation that’s playing out in sports. This is, of course, not the first time that athletes or even Bay Area athletes have used their platform or visibility to advocate for personal beliefs. The most prominent example of that probably being 49ers football player Colin Kaepernick. He, of of course we all remember, took a knee to protest police brutality and racial injustice in 2016 as part of the Black Lives Matter movement. This current controversy with the Giants has become a flash point for some of those conversations about what the role of players’ beliefs should be in sport. And of course, the conservative media outlets have kind of latched onto this as being a one-for-one comparison. Fans have pushed back on this and have been describing the Bible verses as bigotry and something that is excluding a body of the fandom, a group of people, and not necessarily akin to the Black Lives Matter. Protests.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:06] And if I’m understanding correctly as well, Francesca, the Giants aren’t doing very well in terms of their games either, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:16] That has been I think the roughest part is that they are the Giants are not doing well this season. They are fourth in the division. They’ve lost a lot of games and I think even more specifically, they have lost a lotta games even when they’ve scored a lot of runs. So the fans have really pushed the blame on that to the bullpen and onto the pitchers for losing these advantages.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:42] Well, Francesca, thank you so much for bringing that story. Appreciate it.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:45] Yeah, my pleasure.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:47] Well, we’re gonna take a quick break, but when we come back, we’re going to talk about some of the other stories on our radars this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:45] And welcome back to the Bay’s June News Roundup, where we talk about some of the other stories on our radars this month. And now we’re gonna talk about a story that I am bringing from Pittsburg in Contra Costa County, where the city is planning to build a 300,000 square foot data center on a former golf course. And residents are not happy about it. Earlier this month, more than 300 Pittsburg residents packed this city hall meeting to express their concerns over this new data center. For context, Pittsburg is this working class suburb. It’s got real blue collar roots and it lost its main industry, the steel plant a couple years ago. And so it’s really sort of struggled with its economic identity and its economic future. And so meanwhile, the city says that this kind of is the answer to its economic problems, but of course others say this doesn’t really reflect the long-term vision that residents have for their city.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:55] So, uh, this data center you mentioned on a former golf course, 300,000 square feet, um, who is behind it and what is it supposed to be used for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:06] The company behind this data center is called AVAIO. They say that they develop this sort of energy smart hyper scale data centers that are used for AI.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:12:18] So the argument for this data center in Pittsburg is related to jobs and economic opportunity. You mentioned though that there’s some vocal pushback against it. What are those folks saying?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:30] There’s a lot of concern from folks, the kind of things that you hear often when it comes to pushback on these data centers, concern about the resources it’ll take, the power, the water that it’ll take to cool down these data centers. But another really big part of this in Pittsburg in particular is this big question that residents have of like, can this valuable land be used for? Something else. Something that actually benefits the community on a daily basis. Maybe it’s a park or mixed-use retail dining, for example, or more community gathering spaces. Something that folks can really use on the day-to-day in their daily lives to improve life in Pittsburg. Another big part of this, too, is this question of transparency.\u003c/p>\n\u003cp>\u003cstrong>Pittsburg resident \u003c/strong>[00:13:28] How about you listen to the community when you represent. You represent that. If you want some money, I got some change in my pocket.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:33] The interesting thing is that this data center was approved unanimously a couple of years ago, actually, in November of 2024. It seems like the public backlash is only sort of happening now, and that is in part because of these transparency concerns. I think a lot of folks spoke at this city council meeting earlier this month, really feeling not included in the process of deciding to build this data center, not feeling like they had enough opportunity to express their concerns about it. There’s a petition going around that’s been signed by more than 20,000 people now, and it states that this is not an opposition to technology or progress, but it’s a call for, quote, thoughtful planning and responsible land use that reflects the priorities of the community.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:24] Regarding the timeline, I also wonder if part of this is because there’s more of an AI backlash sentiment in the air in 2026 than there was in 2024, in that not just in the Bay, but nationwide opposition to data centers is perhaps one of the few tangible things that AI skeptics feel they can do to oppose this seemingly kind of so-called, framed as inevitable growth of AI. Not being a Pittsburgh resident. I don’t know if that’s the case, but I wonder if part of that, if you’re the city, you’re like, well, we had this two years ago, like, what’s your problem with it now, I think the conversation day to day around AI data centers is pretty different than it was two years.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:08] No, totally. I mean, I feel like I know so much more about the water usage of these data centers than I did two years ago.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:15:15] Same. Has the company behind this data center in Pittsburgh said where they’re planning to pull energy and resources from?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:25] City officials have said that the power will not come from the PG&E power grid that supplies local residents, but instead something called the Pittsburgh Power Company. And so they’re really trying to say, like, this won’t cause any increase in local rates, for example, in people’s PG&Es bills. And then they’re saying that the water that will be used to cool the center will be primarily recycled water from the Delta Diablo treatment plant, according to the city of Pittsburgh.\u003c/p>\n\u003cp>\u003cstrong>Allison Spells \u003c/strong>[00:15:57] There are two concerns you hear about data centers all across the country, electricity and water. In Pittsburgh, the approved project handles both in ways that are specific to this community, and this is where it really stands apart.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:11] John Funberg, the Assistant Director of Community and Economic Development, and Allison Spells, who’s a Senior Planner for the city, really emphasized in this video that, you know, the project is operating under very strict environmental rules that they did, their due diligence to do an environmental impact report on the potential, you now, consequences of having a data center in the community. And they say that they have plans for how to mitigate the environmental impact of this project.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:16:46] And if I understand it correctly, this is not the only data center in the Bay Area that is meeting with some local pushback, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:55] Yeah, that’s correct. Not too far away in Oakley, actually, the city recently unanimously voted to ban data centers. And then in December, Amazon began construction on a super controversial data center in Gilroy. So this is, I feel like another example of just these communities that exist on like the fringes of Silicon Valley. That are sort of struggling economically and then having to choose between a future where data centers are the future or it’s something else. And that is it for my very complicated news roundup story. Alan, we’re gonna turn to you for the last one here. What story did you bring for us today?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:48] So I have a fun, inspiring, lighter story about transit activism in San Francisco. This is a story by KQED’s Elise Manoukian about how students have been successfully pushing for improvements to their local bus line, specifically the 29. Shout out to the sunset, that’s where I live.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:18:07] And so Alan, for those of us who don’t live in San Francisco, tell me more about the 29 and who it serves.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:13] This bus line goes through about 35 different schools across the city. 12% of riders on the 29 are students. That’s more than the city’s average. It goes from Baker Beach on one end, south through the Richmond, Golden Gate Park, the Sunset. It goes through San Francisco State and actually cuts east through Ingleside, Excelsior, Bayview. It’s actually the longest daytime bus route. And what students say, and honestly, many riders, including myself, would observe, is that. There’ve been lots of problems with crowding, delays, reliability. I mean, this is a very used bus line, actually. It’s about at 90% of pre-pandemic ridership because it, it serves lots of neighborhoods and not downtown. But if you can imagine a public bus line that has lots of students, you know, at around eight o’clock and 3.30, there’s just a huge influx of people getting on the bus. So you wind up with busses that get bunched together. Maybe you think you’re going to get on a bus, but it’s too full and you got to wait for the next one. Maybe you’re a student waiting for your bus in the morning and then you’re late for class because the bus you thought was gonna be available is not available. Some of that advocacy that came from students, particularly a group called the Lowell Transit Club at Lowell High School, had been pushing for changes since, honestly, before COVID, since around 2019.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:30] I definitely remember being a student at San Francisco State, standing at the bus stop and then seeing a packed 29, filled like sardine, people just like squished in there and just always being like, God, I’m not going to get on that. The worst, truly.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:19:48] The worst feeling. And so what were some of the changes that these students proposed?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:54] Right, so some of these students at the Lowell Transit Club had been going to public meetings and organizing feedback campaigns, talking directly to SFMTA officials. So a lot of these are sort of quality of life improvements, consolidating bus stops to help increase the speed, infrastructure improvements, making wider sidewalks so it’s easier to board. Sometimes consolidating stops can get a bit contentious because you get into this problem of access, like maybe you live near a bus stop and it’s no longer available. But then the trade-off is that You know, fewer stops equals going faster. Some of these proposed changes had even been, um, going on before COVID. So yeah, a series of changes designed to create faster service, more convenient service, and avoid this sort of overcrowding problem where, or this issue when you think you’re going to get on a bus and it’s packed to the brim and you just got to wait for the next one.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:43] I mean, I think it’s interesting that some of these students have been working on this since like before the pandemic. I imagine some of them have probably graduated by this point, but I don’t know. It seems like an inspiring story about like, what you can do to like improve their community’s transit system.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:21:05] Yeah, I mean, I think it’s inspiring. This student advocacy has been going on, like you said, in various ways since 2019. So at this point in high school time, that’s like multiple generations of students who have been talking directly to SFMTA. I think its great whenever local officials are willing to talk directly to the people who use the thing that they’re in charge of and see what they can do with limited resources. And yeah, in many cases, some of these students can’t even vote yet. But they are constituents nonetheless, because they use a thing funded by tax dollars. And it’s not over yet either. There are some students who say they want a rapid line on the 29, kind of like the 38 that goes down Geary. Can we get a rapid-line that has fewer stops but faster service? SFMTA said they like the idea, but they want to stabilize funding before they consider it. But some of these students are also part of that organizing effort for the sales tax measures on the ballot this November. Even though they can’t vote in it. So, so yeah, I mean, organizing, talking to your official, it doesn’t always yield what you want, but it can happen. You can improve things where you live little by little.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In this June 2026 edition of the monthly news roundup, we discuss the Giants’ pride month controversy, the debate over a new data center coming to Pittsburg, and how high school students pushed for improvements to their local bus line in San Francisco.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC9556918216&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.ktvu.com/news/pittsburg-controversy-over-data-center-old-delta-view-golf-course\">Pittsburg controversy over data center on old Delta View Golf Course\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/pittsburg-california-steel-mill-21307691.php\">This Bay Area suburb lost its main industry. Can it rebuild?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12084077/in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus\">In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfgate.com/giants/article/sf-giants-fans-pride-response-22318144.php\">Fans chew out SF Giants for team’s ‘weak’ response to Pride Night saga\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan class=\"\" title=\"\">\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/span>\u003c/p>\n\u003ch3>Episode transcript\u003c/h3>\n\u003cp>\u003cem>This transcript is computer-generated. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:51] I’m Ericka Cruz Guevara and welcome to The Bay, local news to keep you rooted, and welcome to our June news roundup where we talk about some of the other stories on our radars this month. In the studio with me is Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:07] Hello, good morning.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:08] And our very special guest this week is KQED producer Francesca Fenzi. Hey Francesca.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:01:14] Hey, thank you for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:15] Yeah, it’s so nice to have you here with us filling in on the show before our July break.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:22] Yes, as long-time listeners of the show know, we do not make new episodes in the month of July. There’s a few reasons why we do this. The main one is that it’s a lot of work to make three episodes a week with only three people. And so this is really the only time of year where we have the ability to do any kind of long-term planning, any strategizing about the future of the show. It’s also frankly the only times, Ericka, when both you and I can take vacation at the same time. So in July we’ll be taking a bit of a break, doing some planning, and we’ll also be introducing a new producer for the show, which we will have later on in July.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:59] Right, right. So lots to come for you all listeners when we get back in August, but make sure you stay subscribed to The Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:08] Maybe catch up on old episodes you didn’t finish.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:11] Totally, or take a listen to some Bay Curious while you’re missing us. We’re also wrapping up the end of Pride Month here, and I guess to dive into our stories for this month, Francesca, not a great way to transition into your, I guess, kind of Pride month story, but tell us about the story you brought for us today.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:02:38] Yes, yes. Well, as you may already know a little bit, there has been a bit of a pride controversy around the Giants, the San Francisco baseball team. So at a Pride Month event on June 12, this was a game themed around pride that the Giants play every year, or at least they’ve played this every year since about 2021. So it’s been going for a while. And three pitchers for the Giants walked onto the field with inscribed Bible verses on their hats. And that kicked off a controversy that we’re still feeling the ripple effects of for the rest of the month\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:12] Right. So these were, um, for pride night, they were wearing these caps, right? That had the normal SF logo, but that was rainbow colored, right. And so the pictures had written references to Bible verses kind of over or on the hats. Is that right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:03:25] Yeah, exactly. So the typical uniform that players wear for this pride event, it’s the same San Francisco Giants jersey with rainbow insignia on the on the jerseys on the hats. And these three pictures, particularly the starting pitcher Landen Roupp, when he came onto the field, his hat had a reference to a passage from the book of Genesis, which had been scrolled over the rainbow logo. This is a passage that characterizes the rainbow as a sort of covenant between God and the faithful in Christianity. Obviously, rainbow is super prominent symbol for the queer community as well. So this Bible verse has been used by Christian groups in the past that oppose same-sex marriage and homosexuality in general to sort of, you know, kind of counter the narrative that rainbows are symbolic for the, the queer Community. And it’s kind of a controversial move.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:16] Yeah, and I’ve seen quite a bit of the backlash online. I mean, a lot of Giants fans feeling really disappointed in the team.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:04:28] Yes, the fan response has been pretty negative, particularly from the queer community. Obviously, San Francisco is a city that has long been a mecca for queer people, super gay city. And historically, the baseball team has been really aligned with that. The Giants were the first professional sports team to host a game raising awareness for and money for the AIDS epidemic. That was in 1994. And then, of course, in 2021, they began. This Pride event and we’re actually the first team to incorporate Rainbow Colors and do a Pride-themed game annually. Many other Major League Baseball teams have adopted that practice now. So the Giants have a pretty pro-LGBTQ community history and I think fans were very upset by that.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:14] So three players who wrote these verses over the Pride themed hats, I’m sure they’ve seen a lot of the backlash that’s happened. Have they responded to this publicly at all?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:26] Well, so the players themselves have largely let the Bible verses speak for themselves. There was a post-game interview with that starting pitcher who I mentioned, Landon Roop. He more or less described this as something that represents his relationship to Christianity, the covenant between him and God, and tried to kind of downplay it as something that was a broader cultural statement and more about a personal belief.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:53] What about the franchise more broadly and also the MLB, how are they responding to this?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:58] Yeah, so the major league baseball officials did reprimand these pitchers, but not for the contents of their message. So MLB has a policy against slogans and writing on team uniforms generally, and they made a really big point of citing this as a rules violation of that standing no slogans policy. In fact, they even compared it to writing things like Happy Birthday Mom, which was another real example that a player’s been disciplined for in the past. So I think that landed a little lackluster for fans who were hoping to see the league take more of a stance on the content and the messaging. And then the team’s president, Buster Posey, this is his second year managing the team and he sort of dodged the controversy altogether.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:06:43] Buster, you were a member of this organization for a long time, and every year there’s been a night to honor the gay community. Did you object to those nights when you were player?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:06:57] I mentioned that I’m not going to revisit it, so if you want to ask baseball questions, I’ll answer baseball questions.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:07:02] Were you planning to reach out to the gay community about any of this or no?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:07:06] Again, if you wanna go baseball questions I made my statement.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:09] Really awkward press conference where he actively avoided answering many questions about this. In addition to some of the questions about how the team was playing and some other uncomfortable things he didn’t want to have to talk about.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:23] I feel like whenever anything remotely controversial happens in San Francisco, many people across the country take notice and have opinions about it, particularly conservative media and conservative political figures. I know there’s been some stuff around that, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:37] Yes, yes, certainly this became a national news story. The New York Times has been reporting about it. Fox News has been recording about it, and part of the reason why this has blown up so much is that it fits into this broader context of the Trump administration’s increasingly aggressive rhetoric, which has been demonizing queer and trans people. That, of course, has frustrated and frightened many people in the community, particularly in this month of pride, which is usually and a time to celebrate. And then it’s also fitting into this larger conversation that’s playing out in sports. This is, of course, not the first time that athletes or even Bay Area athletes have used their platform or visibility to advocate for personal beliefs. The most prominent example of that probably being 49ers football player Colin Kaepernick. He, of of course we all remember, took a knee to protest police brutality and racial injustice in 2016 as part of the Black Lives Matter movement. This current controversy with the Giants has become a flash point for some of those conversations about what the role of players’ beliefs should be in sport. And of course, the conservative media outlets have kind of latched onto this as being a one-for-one comparison. Fans have pushed back on this and have been describing the Bible verses as bigotry and something that is excluding a body of the fandom, a group of people, and not necessarily akin to the Black Lives Matter. Protests.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:06] And if I’m understanding correctly as well, Francesca, the Giants aren’t doing very well in terms of their games either, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:16] That has been I think the roughest part is that they are the Giants are not doing well this season. They are fourth in the division. They’ve lost a lot of games and I think even more specifically, they have lost a lotta games even when they’ve scored a lot of runs. So the fans have really pushed the blame on that to the bullpen and onto the pitchers for losing these advantages.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:42] Well, Francesca, thank you so much for bringing that story. Appreciate it.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:45] Yeah, my pleasure.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:47] Well, we’re gonna take a quick break, but when we come back, we’re going to talk about some of the other stories on our radars this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:45] And welcome back to the Bay’s June News Roundup, where we talk about some of the other stories on our radars this month. And now we’re gonna talk about a story that I am bringing from Pittsburg in Contra Costa County, where the city is planning to build a 300,000 square foot data center on a former golf course. And residents are not happy about it. Earlier this month, more than 300 Pittsburg residents packed this city hall meeting to express their concerns over this new data center. For context, Pittsburg is this working class suburb. It’s got real blue collar roots and it lost its main industry, the steel plant a couple years ago. And so it’s really sort of struggled with its economic identity and its economic future. And so meanwhile, the city says that this kind of is the answer to its economic problems, but of course others say this doesn’t really reflect the long-term vision that residents have for their city.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:55] So, uh, this data center you mentioned on a former golf course, 300,000 square feet, um, who is behind it and what is it supposed to be used for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:06] The company behind this data center is called AVAIO. They say that they develop this sort of energy smart hyper scale data centers that are used for AI.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:12:18] So the argument for this data center in Pittsburg is related to jobs and economic opportunity. You mentioned though that there’s some vocal pushback against it. What are those folks saying?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:30] There’s a lot of concern from folks, the kind of things that you hear often when it comes to pushback on these data centers, concern about the resources it’ll take, the power, the water that it’ll take to cool down these data centers. But another really big part of this in Pittsburg in particular is this big question that residents have of like, can this valuable land be used for? Something else. Something that actually benefits the community on a daily basis. Maybe it’s a park or mixed-use retail dining, for example, or more community gathering spaces. Something that folks can really use on the day-to-day in their daily lives to improve life in Pittsburg. Another big part of this, too, is this question of transparency.\u003c/p>\n\u003cp>\u003cstrong>Pittsburg resident \u003c/strong>[00:13:28] How about you listen to the community when you represent. You represent that. If you want some money, I got some change in my pocket.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:33] The interesting thing is that this data center was approved unanimously a couple of years ago, actually, in November of 2024. It seems like the public backlash is only sort of happening now, and that is in part because of these transparency concerns. I think a lot of folks spoke at this city council meeting earlier this month, really feeling not included in the process of deciding to build this data center, not feeling like they had enough opportunity to express their concerns about it. There’s a petition going around that’s been signed by more than 20,000 people now, and it states that this is not an opposition to technology or progress, but it’s a call for, quote, thoughtful planning and responsible land use that reflects the priorities of the community.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:24] Regarding the timeline, I also wonder if part of this is because there’s more of an AI backlash sentiment in the air in 2026 than there was in 2024, in that not just in the Bay, but nationwide opposition to data centers is perhaps one of the few tangible things that AI skeptics feel they can do to oppose this seemingly kind of so-called, framed as inevitable growth of AI. Not being a Pittsburgh resident. I don’t know if that’s the case, but I wonder if part of that, if you’re the city, you’re like, well, we had this two years ago, like, what’s your problem with it now, I think the conversation day to day around AI data centers is pretty different than it was two years.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:08] No, totally. I mean, I feel like I know so much more about the water usage of these data centers than I did two years ago.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:15:15] Same. Has the company behind this data center in Pittsburgh said where they’re planning to pull energy and resources from?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:25] City officials have said that the power will not come from the PG&E power grid that supplies local residents, but instead something called the Pittsburgh Power Company. And so they’re really trying to say, like, this won’t cause any increase in local rates, for example, in people’s PG&Es bills. And then they’re saying that the water that will be used to cool the center will be primarily recycled water from the Delta Diablo treatment plant, according to the city of Pittsburgh.\u003c/p>\n\u003cp>\u003cstrong>Allison Spells \u003c/strong>[00:15:57] There are two concerns you hear about data centers all across the country, electricity and water. In Pittsburgh, the approved project handles both in ways that are specific to this community, and this is where it really stands apart.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:11] John Funberg, the Assistant Director of Community and Economic Development, and Allison Spells, who’s a Senior Planner for the city, really emphasized in this video that, you know, the project is operating under very strict environmental rules that they did, their due diligence to do an environmental impact report on the potential, you now, consequences of having a data center in the community. And they say that they have plans for how to mitigate the environmental impact of this project.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:16:46] And if I understand it correctly, this is not the only data center in the Bay Area that is meeting with some local pushback, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:55] Yeah, that’s correct. Not too far away in Oakley, actually, the city recently unanimously voted to ban data centers. And then in December, Amazon began construction on a super controversial data center in Gilroy. So this is, I feel like another example of just these communities that exist on like the fringes of Silicon Valley. That are sort of struggling economically and then having to choose between a future where data centers are the future or it’s something else. And that is it for my very complicated news roundup story. Alan, we’re gonna turn to you for the last one here. What story did you bring for us today?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:48] So I have a fun, inspiring, lighter story about transit activism in San Francisco. This is a story by KQED’s Elise Manoukian about how students have been successfully pushing for improvements to their local bus line, specifically the 29. Shout out to the sunset, that’s where I live.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:18:07] And so Alan, for those of us who don’t live in San Francisco, tell me more about the 29 and who it serves.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:13] This bus line goes through about 35 different schools across the city. 12% of riders on the 29 are students. That’s more than the city’s average. It goes from Baker Beach on one end, south through the Richmond, Golden Gate Park, the Sunset. It goes through San Francisco State and actually cuts east through Ingleside, Excelsior, Bayview. It’s actually the longest daytime bus route. And what students say, and honestly, many riders, including myself, would observe, is that. There’ve been lots of problems with crowding, delays, reliability. I mean, this is a very used bus line, actually. It’s about at 90% of pre-pandemic ridership because it, it serves lots of neighborhoods and not downtown. But if you can imagine a public bus line that has lots of students, you know, at around eight o’clock and 3.30, there’s just a huge influx of people getting on the bus. So you wind up with busses that get bunched together. Maybe you think you’re going to get on a bus, but it’s too full and you got to wait for the next one. Maybe you’re a student waiting for your bus in the morning and then you’re late for class because the bus you thought was gonna be available is not available. Some of that advocacy that came from students, particularly a group called the Lowell Transit Club at Lowell High School, had been pushing for changes since, honestly, before COVID, since around 2019.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:30] I definitely remember being a student at San Francisco State, standing at the bus stop and then seeing a packed 29, filled like sardine, people just like squished in there and just always being like, God, I’m not going to get on that. The worst, truly.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:19:48] The worst feeling. And so what were some of the changes that these students proposed?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:54] Right, so some of these students at the Lowell Transit Club had been going to public meetings and organizing feedback campaigns, talking directly to SFMTA officials. So a lot of these are sort of quality of life improvements, consolidating bus stops to help increase the speed, infrastructure improvements, making wider sidewalks so it’s easier to board. Sometimes consolidating stops can get a bit contentious because you get into this problem of access, like maybe you live near a bus stop and it’s no longer available. But then the trade-off is that You know, fewer stops equals going faster. Some of these proposed changes had even been, um, going on before COVID. So yeah, a series of changes designed to create faster service, more convenient service, and avoid this sort of overcrowding problem where, or this issue when you think you’re going to get on a bus and it’s packed to the brim and you just got to wait for the next one.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:43] I mean, I think it’s interesting that some of these students have been working on this since like before the pandemic. I imagine some of them have probably graduated by this point, but I don’t know. It seems like an inspiring story about like, what you can do to like improve their community’s transit system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:21:05] Yeah, I mean, I think it’s inspiring. This student advocacy has been going on, like you said, in various ways since 2019. So at this point in high school time, that’s like multiple generations of students who have been talking directly to SFMTA. I think its great whenever local officials are willing to talk directly to the people who use the thing that they’re in charge of and see what they can do with limited resources. And yeah, in many cases, some of these students can’t even vote yet. But they are constituents nonetheless, because they use a thing funded by tax dollars. And it’s not over yet either. There are some students who say they want a rapid line on the 29, kind of like the 38 that goes down Geary. Can we get a rapid-line that has fewer stops but faster service? SFMTA said they like the idea, but they want to stabilize funding before they consider it. But some of these students are also part of that organizing effort for the sales tax measures on the ballot this November. Even though they can’t vote in it. So, so yeah, I mean, organizing, talking to your official, it doesn’t always yield what you want, but it can happen. You can improve things where you live little by little.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "San Francisco Will Vote on Muni’s Future in November",
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"headTitle": "San Francisco Will Vote on Muni’s Future in November | KQED",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Franciscans\u003c/a> will be asked to pay for \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni \u003c/a>in a whole new way this November. Not just at fare gates and ticket vending machines, but through an annual parcel tax as well.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">Stronger Muni For All campaign\u003c/a> announced Tuesday that it submitted enough valid signatures to qualify a parcel tax measure for the upcoming Nov. 3 general election.\u003c/p>\n\u003cp>“Muni connects every corner of this city, and without dedicated funding, the service cuts would be devastating. Cutting Muni would drive up costs for working families, set back our economic recovery, and clog our streets with more traffic,” San Francisco Mayor Daniel Lurie, one of the measure’s supporters, said in a press release.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measure is a high-stakes, last-ditch effort at securing sustainable funding for the Bay Area’s most-ridden public transit agency as it confronts a more than $300 million budget deficit beginning in July. Every funding source that Muni relies on — from tax revenue, grants and parking fees to Muni fares — has cratered since the pandemic, according to the San Francisco Municipal Transportation Agency, which runs Muni. SFMTA projects the deficit will grow to $430 million by 2030.\u003c/p>\n\u003cp>If approved by voters, property owners would be billed annually based on their type of property and square footage. Most owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and commercial landlords would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cfigure id=\"attachment_12075259\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075259\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks during a kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>The fate of Muni, and other major Bay Area transit agencies, also rests on the passage of a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a>, called the Connect Bay Area Act. That measure would generate around $1 billion annually for BART, AC Transit, Caltrain and Muni, as well as some smaller East Bay transit agencies, by imposing a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco over 14 years. That campaign said it submitted enough signatures to qualify the measure last month and is awaiting validation by county election officials.\u003c/p>\n\u003cp>If one or both measures fail to pass, Muni warned it would be forced to eliminate up to 20 routes, reduce evening service up to 60%, reduce or eliminate historic cable car routes and double wait times for some lines.[aside postID=news_12084841 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00181_TV_qed.jpg']The SFMTA Board of Directors unanimously voted Tuesday to adopt recommendations made by an \u003ca href=\"https://www.kqed.org/news/12084766/bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings\">independent oversight committee\u003c/a> meant to increase revenue and cost savings at the agency. The recommendations are a required part of SB 63, the state bill that authorized the regional tax measure.\u003c/p>\n\u003cp>The SFMTA plans to generate more revenue by improving fare compliance on Muni vehicles and increasing staffing of parking control officers. The agency also plans to save money by reviewing high-spend contracts and right-sizing fleets to match demand, for example.\u003c/p>\n\u003cp>These efforts, combined with the two ballot measures, will close the deficit, according to the agency.\u003c/p>\n\u003cp>Max Szabo, a spokesperson for Stronger Muni For All, acknowledged the difficult climate in which the campaign was asking voters to tax themselves for the future of transit. He said the primary concern voters are facing up and down the ballot is affordability.\u003c/p>\n\u003cp>“Ultimately, we have to make the case that this is something that should be shouldered by the public in order to advance our quality of life and the livability of the region we call home,” Szabo said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Stronger Muni For All campaign announced Tuesday that it had submitted enough valid signatures to qualify the parcel tax measure for the November ballot.",
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"title": "San Francisco Will Vote on Muni’s Future in November | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Franciscans\u003c/a> will be asked to pay for \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni \u003c/a>in a whole new way this November. Not just at fare gates and ticket vending machines, but through an annual parcel tax as well.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">Stronger Muni For All campaign\u003c/a> announced Tuesday that it submitted enough valid signatures to qualify a parcel tax measure for the upcoming Nov. 3 general election.\u003c/p>\n\u003cp>“Muni connects every corner of this city, and without dedicated funding, the service cuts would be devastating. Cutting Muni would drive up costs for working families, set back our economic recovery, and clog our streets with more traffic,” San Francisco Mayor Daniel Lurie, one of the measure’s supporters, said in a press release.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measure is a high-stakes, last-ditch effort at securing sustainable funding for the Bay Area’s most-ridden public transit agency as it confronts a more than $300 million budget deficit beginning in July. Every funding source that Muni relies on — from tax revenue, grants and parking fees to Muni fares — has cratered since the pandemic, according to the San Francisco Municipal Transportation Agency, which runs Muni. SFMTA projects the deficit will grow to $430 million by 2030.\u003c/p>\n\u003cp>If approved by voters, property owners would be billed annually based on their type of property and square footage. Most owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and commercial landlords would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cfigure id=\"attachment_12075259\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075259\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-24-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks during a kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>The fate of Muni, and other major Bay Area transit agencies, also rests on the passage of a separate \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">regional sales tax measure\u003c/a>, called the Connect Bay Area Act. That measure would generate around $1 billion annually for BART, AC Transit, Caltrain and Muni, as well as some smaller East Bay transit agencies, by imposing a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco over 14 years. That campaign said it submitted enough signatures to qualify the measure last month and is awaiting validation by county election officials.\u003c/p>\n\u003cp>If one or both measures fail to pass, Muni warned it would be forced to eliminate up to 20 routes, reduce evening service up to 60%, reduce or eliminate historic cable car routes and double wait times for some lines.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The SFMTA Board of Directors unanimously voted Tuesday to adopt recommendations made by an \u003ca href=\"https://www.kqed.org/news/12084766/bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings\">independent oversight committee\u003c/a> meant to increase revenue and cost savings at the agency. The recommendations are a required part of SB 63, the state bill that authorized the regional tax measure.\u003c/p>\n\u003cp>The SFMTA plans to generate more revenue by improving fare compliance on Muni vehicles and increasing staffing of parking control officers. The agency also plans to save money by reviewing high-spend contracts and right-sizing fleets to match demand, for example.\u003c/p>\n\u003cp>These efforts, combined with the two ballot measures, will close the deficit, according to the agency.\u003c/p>\n\u003cp>Max Szabo, a spokesperson for Stronger Muni For All, acknowledged the difficult climate in which the campaign was asking voters to tax themselves for the future of transit. He said the primary concern voters are facing up and down the ballot is affordability.\u003c/p>\n\u003cp>“Ultimately, we have to make the case that this is something that should be shouldered by the public in order to advance our quality of life and the livability of the region we call home,” Szabo said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus",
"title": "In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’",
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"headTitle": "In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ | KQED",
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"content": "\u003cp>Teenagers swarm the sidewalks outside San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/lowell-high-school\">Lowell High School\u003c/a> after the final bell. They’re hoping to board the 29-Sunset, affectionately known as the city’s school bus — if they can catch a ride.\u003c/p>\n\u003cp>Lowell junior Kaito Glaub watched as several packed buses came by and picked up a handful of students, leaving dozens behind.\u003c/p>\n\u003cp>“A lot of people use the 29,” he said. “Sometimes it’ll take like 30 minutes before you can get on.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>City officials and a group of high schoolers are trying to change that. Thanks to years of advocacy by the Lowell High School Transit Club and other riders, the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> is moving ahead with the second phase of an ambitious project to speed up the route and make it more reliable.\u003c/p>\n\u003cp>According to SFMTA data, over a quarter of all students take public transit or the yellow school bus to and from school. High schoolers lead the way, with 55% reporting that they take transit regularly.\u003c/p>\n\u003cfigure id=\"attachment_12083257\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083257\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dozens of passengers wait for the 29 Sunset bus on May 11, 2026, in San Francisco. The 14-mile route runs from the Presidio to Bayview via Parkmerced. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the line has long struggled with overcrowding, delays and reliability problems, particularly during the morning and afternoon school rushes. Students often watch multiple buses pass before they can board, while buses themselves become trapped in traffic and \u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">fall behind schedule\u003c/a> from frequent stops.\u003c/p>\n\u003cp>Phase Two of the 29-Sunset Improvement Project, approved May 19 by the SFMTA Board of Directors, includes bus stop consolidations, upgraded shelters and lighting, wider sidewalks, traffic-calming measures and infrastructure changes designed to reduce delays and overcrowding.\u003c/p>\n\u003cp>It focuses on the southern half of the route, stretching from Junipero Serra Boulevard and Holloway Avenue through Ingleside, the Excelsior and Bayview neighborhoods. Four of the nine communities the route serves are prioritized by the SFMTA as “equity neighborhoods,” meaning the majority of the route’s riders are low-income or people of color.\u003c/p>\n\u003cfigure id=\"attachment_12083263\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083263\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The pandemic delayed portions of the project and temporarily shifted attention away from transit advocacy as schools shut down and ridership collapsed across the Muni system. But the 29-Sunset has rebounded faster than many other routes because it serves neighborhoods rather than downtown office commuters, the SFMTA said. Today, ridership has returned to 18,000 people daily, roughly 90% of pre-pandemic levels.\u003c/p>\n\u003cp>“We want the 29 to run on time for years to come,” SFMTA chief Julie Kirschbaum said. “It’s an example where, as we’ve seen ridership grow, we have invested in service and now this capital investment to reflect that growing demand.”\u003c/p>\n\u003cp>Phase One of the project cost about $9.5 million, funded using sources including $1 million in vehicle registration fees from the city’s Proposition AA, as well as regional programs like the One Bay Area Grant. Phase Two will cost $10 million, similarly drawing from local tax revenue and state and local grants.\u003c/p>\n\u003cfigure id=\"attachment_12083260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait at the 29 Sunset bus stop near Plymouth Avenue and Ocean Avenue on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For Lowell students, the changes represent the culmination of years of organizing.\u003c/p>\n\u003cp>The project began in 2019 after pressure from students who eventually formed the Lowell Transit Club, which attended public meetings, organized feedback campaigns and communicated directly with transit officials working on the first phase of the project, according to club president Quinn Luk.[aside postID=news_12082380 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/023_KQED_SanFrancisco_Coronavirus_03132020__qed.jpg']Woody Szydlik, 17, said he joined the club in part because his friends were involved — but the bigger reason was that he relies on the bus to commute from the Richmond neighborhood to Lowell. Like many riders, he has experienced delays that made him late to class.\u003c/p>\n\u003cp>“I just thought maybe I could do something to help that,” Szydlik said.\u003c/p>\n\u003cp>Brian Haagsman, outreach lead for the 29-Sunset Improvement Project, recently rode the route during a Monday afternoon school rush, watching students crowd onto packed buses outside Lowell and San Francisco State University.\u003c/p>\n\u003cp>“We’re seeing some intrepid high schoolers who are willing to get on, get on no matter what,” Haagsman said. “But we know that to make this a line that’s comfortable to ride, we need to make it reliable and have space to accommodate everyone who wants to ride the route.”\u003c/p>\n\u003cp>The route, he said, faces a difficult combination of challenges. Because so many schools dismiss students around the same time, buses suddenly fill with large groups of riders. Delays then compound as buses stop more frequently to pick up waiting passengers.\u003c/p>\n\u003cp>“When the bus gets delayed, then there might be a person or more people waiting at every single stop along the route,” Haagsman said. “That makes it get even more delayed. So then you have a bus that’s both delayed and might not have space for you.”\u003c/p>\n\u003cfigure id=\"attachment_12083261\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083261\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Brian Haagsman, public information officer for the San Francisco Municipal Transportation Agency, poses as he rides the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The SFMTA first identified major reliability problems on the route in a 2019 evaluation. Officials found that buses frequently bunched together, leaving two or three arriving at once after a long service gap, while heavy traffic and closely spaced bus stops slowed trips across the city.\u003c/p>\n\u003cp>As San Francisco’s longest daytime bus route, the 29-Sunset is particularly vulnerable to delays because problems in one neighborhood can ripple throughout the line.\u003c/p>\n\u003cp>“And so the intensity of use, the fact that schools all end at the same time, are just challenges within the route that make these types of investments so valuable,” Kirschbaum said.\u003c/p>\n\u003cp>Because of the route’s size, the agency split the improvement effort into two phases. The first focused on the western section of the route and was coordinated with a repaving project already underway on Sunset Boulevard.\u003c/p>\n\u003cp>That phase introduced changes that were part of SFMTA’s ongoing Muni Forward initiative, including upgraded boarding islands and transit signal priority, which allows buses to receive extended green lights at intersections, reducing the amount of time they spend sitting in traffic.\u003c/p>\n\u003cp>Some bus stops were consolidated, and stops were moved from the near side of intersections to the far side.\u003c/p>\n\u003cp>“Simply by moving the bus back to the stop sign, the bus stops once,” Haagsman said, as the bus cruised down Winston Drive towards Buckingham Way near Stonestown Galleria. “It’s faster, more reliable, and it’s one small change that helps improve the ride for everyone.”\u003c/p>\n\u003cfigure id=\"attachment_12083264\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083264\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Michael Roccaforte, deputy spokesperson for the San Francisco Municipal Transportation Agency, stands aboard the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Plans to remove or relocate bus stops that officials consider redundant or underused drew some debate, but SFMTA planners argue that many stops are spaced too closely together, forcing buses to stop more often than necessary and contributing to delays.\u003c/p>\n\u003cp>Agency officials say they relied heavily on ridership data and community outreach to make those decisions. Every Muni bus tracks how many passengers board and exit at each stop, allowing planners to identify which stops are busiest and which see relatively little use. Haagsman conducted bus tours, stopping along the way to discuss conditions at locations such as Mansell Street and Visitacion Avenue in McLaren Park, where installation of a shelter is now proposed.\u003c/p>\n\u003cp>In their outreach, “what we heard consistently was people need a bus that is reliable,” Haagsman said.\u003c/p>\n\u003cp>The SFMTA estimates that some Phase One improvements reduced round-trip travel times by as much as 15 minutes. Phase Two continues many of those same strategies on the southern half of the route.\u003c/p>\n\u003cp>Plans include upgraded shelters and lighting at stops, wider sidewalks, new transit bulbs — sidewalk extensions that allow passengers to board buses directly from the curb — and additional traffic-calming infrastructure. Haagsman said those changes will not only improve transit reliability but also make streets safer for pedestrians.\u003c/p>\n\u003cp>The project also targets several corridors that are part of San Francisco’s High Injury Network, a designation for streets with higher-than-average rates of \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">severe traffic collisions\u003c/a>.\u003c/p>\n\u003cp>Students in the Lowell Transit Club, meanwhile, said their work continues. Members are now advocating for a future 29-Rapid line that would provide faster, limited-stop service across the corridor.\u003c/p>\n\u003cp>They have also begun organizing around broader regional transit funding efforts, including the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">sales tax measure\u003c/a> on November’s ballot that is expected to generate around $1 billion a year for agencies such as BART, Muni, AC Transit and Caltrain, even if the majority of the club’s members are too young to vote.\u003c/p>\n\u003cp>Kirschbaum said the SFMTA recognizes the potential benefits of a Rapid route but said that the agency needs to stabilize funding first. Quick build improvements for Phase Two are set to roll out through this summer, with larger improvements slated through 2028.\u003c/p>\n\u003cp>\u003cem>June 8: An earlier version of this story misstated the number of students who ride the 29-Sunset bus daily. About 12% of the bus’ riders are students, which is higher than the average on other lines.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Muni’s 29-Sunset bus, which serves more than 35 schools, is often overcrowded and late. After years of student advocacy, SFMTA is rolling out millions of dollars in improvements.",
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"title": "In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Teenagers swarm the sidewalks outside San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/lowell-high-school\">Lowell High School\u003c/a> after the final bell. They’re hoping to board the 29-Sunset, affectionately known as the city’s school bus — if they can catch a ride.\u003c/p>\n\u003cp>Lowell junior Kaito Glaub watched as several packed buses came by and picked up a handful of students, leaving dozens behind.\u003c/p>\n\u003cp>“A lot of people use the 29,” he said. “Sometimes it’ll take like 30 minutes before you can get on.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>City officials and a group of high schoolers are trying to change that. Thanks to years of advocacy by the Lowell High School Transit Club and other riders, the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> is moving ahead with the second phase of an ambitious project to speed up the route and make it more reliable.\u003c/p>\n\u003cp>According to SFMTA data, over a quarter of all students take public transit or the yellow school bus to and from school. High schoolers lead the way, with 55% reporting that they take transit regularly.\u003c/p>\n\u003cfigure id=\"attachment_12083257\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083257\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_001-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dozens of passengers wait for the 29 Sunset bus on May 11, 2026, in San Francisco. The 14-mile route runs from the Presidio to Bayview via Parkmerced. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the line has long struggled with overcrowding, delays and reliability problems, particularly during the morning and afternoon school rushes. Students often watch multiple buses pass before they can board, while buses themselves become trapped in traffic and \u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">fall behind schedule\u003c/a> from frequent stops.\u003c/p>\n\u003cp>Phase Two of the 29-Sunset Improvement Project, approved May 19 by the SFMTA Board of Directors, includes bus stop consolidations, upgraded shelters and lighting, wider sidewalks, traffic-calming measures and infrastructure changes designed to reduce delays and overcrowding.\u003c/p>\n\u003cp>It focuses on the southern half of the route, stretching from Junipero Serra Boulevard and Holloway Avenue through Ingleside, the Excelsior and Bayview neighborhoods. Four of the nine communities the route serves are prioritized by the SFMTA as “equity neighborhoods,” meaning the majority of the route’s riders are low-income or people of color.\u003c/p>\n\u003cfigure id=\"attachment_12083263\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083263\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_014-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the 29 Sunset bus near Lake Merced Boulevard and Middlefield Drive on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The pandemic delayed portions of the project and temporarily shifted attention away from transit advocacy as schools shut down and ridership collapsed across the Muni system. But the 29-Sunset has rebounded faster than many other routes because it serves neighborhoods rather than downtown office commuters, the SFMTA said. Today, ridership has returned to 18,000 people daily, roughly 90% of pre-pandemic levels.\u003c/p>\n\u003cp>“We want the 29 to run on time for years to come,” SFMTA chief Julie Kirschbaum said. “It’s an example where, as we’ve seen ridership grow, we have invested in service and now this capital investment to reflect that growing demand.”\u003c/p>\n\u003cp>Phase One of the project cost about $9.5 million, funded using sources including $1 million in vehicle registration fees from the city’s Proposition AA, as well as regional programs like the One Bay Area Grant. Phase Two will cost $10 million, similarly drawing from local tax revenue and state and local grants.\u003c/p>\n\u003cfigure id=\"attachment_12083260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_004-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait at the 29 Sunset bus stop near Plymouth Avenue and Ocean Avenue on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For Lowell students, the changes represent the culmination of years of organizing.\u003c/p>\n\u003cp>The project began in 2019 after pressure from students who eventually formed the Lowell Transit Club, which attended public meetings, organized feedback campaigns and communicated directly with transit officials working on the first phase of the project, according to club president Quinn Luk.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Woody Szydlik, 17, said he joined the club in part because his friends were involved — but the bigger reason was that he relies on the bus to commute from the Richmond neighborhood to Lowell. Like many riders, he has experienced delays that made him late to class.\u003c/p>\n\u003cp>“I just thought maybe I could do something to help that,” Szydlik said.\u003c/p>\n\u003cp>Brian Haagsman, outreach lead for the 29-Sunset Improvement Project, recently rode the route during a Monday afternoon school rush, watching students crowd onto packed buses outside Lowell and San Francisco State University.\u003c/p>\n\u003cp>“We’re seeing some intrepid high schoolers who are willing to get on, get on no matter what,” Haagsman said. “But we know that to make this a line that’s comfortable to ride, we need to make it reliable and have space to accommodate everyone who wants to ride the route.”\u003c/p>\n\u003cp>The route, he said, faces a difficult combination of challenges. Because so many schools dismiss students around the same time, buses suddenly fill with large groups of riders. Delays then compound as buses stop more frequently to pick up waiting passengers.\u003c/p>\n\u003cp>“When the bus gets delayed, then there might be a person or more people waiting at every single stop along the route,” Haagsman said. “That makes it get even more delayed. So then you have a bus that’s both delayed and might not have space for you.”\u003c/p>\n\u003cfigure id=\"attachment_12083261\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083261\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_005-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Brian Haagsman, public information officer for the San Francisco Municipal Transportation Agency, poses as he rides the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The SFMTA first identified major reliability problems on the route in a 2019 evaluation. Officials found that buses frequently bunched together, leaving two or three arriving at once after a long service gap, while heavy traffic and closely spaced bus stops slowed trips across the city.\u003c/p>\n\u003cp>As San Francisco’s longest daytime bus route, the 29-Sunset is particularly vulnerable to delays because problems in one neighborhood can ripple throughout the line.\u003c/p>\n\u003cp>“And so the intensity of use, the fact that schools all end at the same time, are just challenges within the route that make these types of investments so valuable,” Kirschbaum said.\u003c/p>\n\u003cp>Because of the route’s size, the agency split the improvement effort into two phases. The first focused on the western section of the route and was coordinated with a repaving project already underway on Sunset Boulevard.\u003c/p>\n\u003cp>That phase introduced changes that were part of SFMTA’s ongoing Muni Forward initiative, including upgraded boarding islands and transit signal priority, which allows buses to receive extended green lights at intersections, reducing the amount of time they spend sitting in traffic.\u003c/p>\n\u003cp>Some bus stops were consolidated, and stops were moved from the near side of intersections to the far side.\u003c/p>\n\u003cp>“Simply by moving the bus back to the stop sign, the bus stops once,” Haagsman said, as the bus cruised down Winston Drive towards Buckingham Way near Stonestown Galleria. “It’s faster, more reliable, and it’s one small change that helps improve the ride for everyone.”\u003c/p>\n\u003cfigure id=\"attachment_12083264\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12083264\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/05112629-BUS_GH_017-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Michael Roccaforte, deputy spokesperson for the San Francisco Municipal Transportation Agency, stands aboard the 29 Sunset bus on May 11, 2026, in San Francisco. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Plans to remove or relocate bus stops that officials consider redundant or underused drew some debate, but SFMTA planners argue that many stops are spaced too closely together, forcing buses to stop more often than necessary and contributing to delays.\u003c/p>\n\u003cp>Agency officials say they relied heavily on ridership data and community outreach to make those decisions. Every Muni bus tracks how many passengers board and exit at each stop, allowing planners to identify which stops are busiest and which see relatively little use. Haagsman conducted bus tours, stopping along the way to discuss conditions at locations such as Mansell Street and Visitacion Avenue in McLaren Park, where installation of a shelter is now proposed.\u003c/p>\n\u003cp>In their outreach, “what we heard consistently was people need a bus that is reliable,” Haagsman said.\u003c/p>\n\u003cp>The SFMTA estimates that some Phase One improvements reduced round-trip travel times by as much as 15 minutes. Phase Two continues many of those same strategies on the southern half of the route.\u003c/p>\n\u003cp>Plans include upgraded shelters and lighting at stops, wider sidewalks, new transit bulbs — sidewalk extensions that allow passengers to board buses directly from the curb — and additional traffic-calming infrastructure. Haagsman said those changes will not only improve transit reliability but also make streets safer for pedestrians.\u003c/p>\n\u003cp>The project also targets several corridors that are part of San Francisco’s High Injury Network, a designation for streets with higher-than-average rates of \u003ca href=\"https://www.kqed.org/forum/2010101913450/san-francisco-has-tried-to-make-its-streets-safer-for-pedestrians-has-it-worked\">severe traffic collisions\u003c/a>.\u003c/p>\n\u003cp>Students in the Lowell Transit Club, meanwhile, said their work continues. Members are now advocating for a future 29-Rapid line that would provide faster, limited-stop service across the corridor.\u003c/p>\n\u003cp>They have also begun organizing around broader regional transit funding efforts, including the \u003ca href=\"https://www.kqed.org/news/12084841/campaign-to-fund-bay-area-transit-smashes-signature-gathering-goal\">sales tax measure\u003c/a> on November’s ballot that is expected to generate around $1 billion a year for agencies such as BART, Muni, AC Transit and Caltrain, even if the majority of the club’s members are too young to vote.\u003c/p>\n\u003cp>Kirschbaum said the SFMTA recognizes the potential benefits of a Rapid route but said that the agency needs to stabilize funding first. Quick build improvements for Phase Two are set to roll out through this summer, with larger improvements slated through 2028.\u003c/p>\n\u003cp>\u003cem>June 8: An earlier version of this story misstated the number of students who ride the 29-Sunset bus daily. About 12% of the bus’ riders are students, which is higher than the average on other lines.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Campaign to Fund Bay Area Transit Smashes Signature Gathering Goal",
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"headTitle": "Campaign to Fund Bay Area Transit Smashes Signature Gathering Goal | KQED",
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"content": "\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.[aside postID=news_12081663 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg']When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The campaign needed around 186,000 signatures to qualify a sales tax for the November ballot. It planned to submit over 300,000.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings",
"title": "Bay Area Transit Agencies Saved $1 Billion Since 2020. Can They Sustain Those Savings?",
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"headTitle": "Bay Area Transit Agencies Saved $1 Billion Since 2020. Can They Sustain Those Savings? | KQED",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.[aside postID=news_12074874 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-14-BL-KQED.jpg']“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "judge-sentences-driver-in-deadly-west-portal-crash-to-2-years-probation-no-prison-time",
"title": "Judge Sentences Driver in Deadly West Portal Crash to 2 Years Probation, No Prison Time",
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"content": "\u003cp>A San Francisco woman who prosecutors said \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">drove into a bus stop\u003c/a> at high speed, killing a family of four, has been sentenced to two years of probation.\u003c/p>\n\u003cp>Along with the two years of probation, Superior Court Judge Bruce Chan revoked Mary Fong Lau’s driver’s license for at least three years, and she’ll have to complete 200 hours of community service.\u003c/p>\n\u003cp>The ruling comes almost exactly two years after the crash in San Francisco’s \u003ca href=\"https://www.kqed.org/news/12060004/san-francisco-completes-redesign-of-west-portal-station-after-tragic-2024-crash\">West Portal neighborhood,\u003c/a> which took the lives of Matilde Ramos Pinto, 38, Diego Cardoso de Oliveira, 40, and their young sons, both under 2 years old. Lau, 80, was believed to have been driving approximately 70 mph at the time of the crash.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>During Friday’s sentencing hearing, Chan said Lau’s remorse influenced the sentence, her lack of a criminal record and her age.\u003c/p>\n\u003cp>Family and friends of both Lau and the victims filled the courtroom to hear Chan pass the sentence.\u003c/p>\n\u003cp>A final restitution payment will be decided at a later date and will fall somewhere between $67,000 and nearly $300,000.\u003c/p>\n\u003cfigure id=\"attachment_12077245\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12077245\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\" alt=\"\" width=\"2000\" height=\"1334\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photographs of the family killed in a 2024 crash in San Francisco’s West Portal neighborhood hang at a vigil near the crash site on March 19, 2026. \u003ccite>(Courtesy of Fiona Yim/Walk SF)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Family members addressed the court, describing the days after the accident as the youngest, 3-month-old Cauê, lay in the hospital in an induced coma. With both parents dead, their extended family was left with the painful decision to take him off life support so that his organs could go to other babies.\u003c/p>\n\u003cp>Lau, who sat listening through an interpreter for most of the hearing, stood to face the family of the victims.\u003c/p>\n\u003cp>“I want to say sorry for your family. Sorry. Sorry,” Lau said, bowing with each apology.\u003c/p>\n\u003cp>Supporters of the victims expressed their frustration with the judge’s ruling and said Lau should have faced greater punishment for taking four lives.\u003c/p>\n\u003cp>On Monday, the victims’ families released a joint statement criticizing the judge’s decision.\u003c/p>\n\u003cp>“We are outraged that the Court imposed a sentence that not only falls short of justice, but disregards the recommendation of the Adult Probation Department, which called for greater accountability, including 400 hours of community service and one year of home detention. Even those modest recommendations were ignored by Judge Chan,” the statement read.\u003c/p>\n\u003cp>The families said they plan to continue with a civil wrongful death case against Lau.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The ruling comes almost exactly two years after Mary Fong Lau, 80, crashed into a bus stop at high speed, killing a family of four.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A San Francisco woman who prosecutors said \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">drove into a bus stop\u003c/a> at high speed, killing a family of four, has been sentenced to two years of probation.\u003c/p>\n\u003cp>Along with the two years of probation, Superior Court Judge Bruce Chan revoked Mary Fong Lau’s driver’s license for at least three years, and she’ll have to complete 200 hours of community service.\u003c/p>\n\u003cp>The ruling comes almost exactly two years after the crash in San Francisco’s \u003ca href=\"https://www.kqed.org/news/12060004/san-francisco-completes-redesign-of-west-portal-station-after-tragic-2024-crash\">West Portal neighborhood,\u003c/a> which took the lives of Matilde Ramos Pinto, 38, Diego Cardoso de Oliveira, 40, and their young sons, both under 2 years old. Lau, 80, was believed to have been driving approximately 70 mph at the time of the crash.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During Friday’s sentencing hearing, Chan said Lau’s remorse influenced the sentence, her lack of a criminal record and her age.\u003c/p>\n\u003cp>Family and friends of both Lau and the victims filled the courtroom to hear Chan pass the sentence.\u003c/p>\n\u003cp>A final restitution payment will be decided at a later date and will fall somewhere between $67,000 and nearly $300,000.\u003c/p>\n\u003cfigure id=\"attachment_12077245\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12077245\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/West-Portal-Two-Year-Anniversary-Vigil-March-20-2026-Fiona-Yim-2-scaled-e1774054793536.jpeg\" alt=\"\" width=\"2000\" height=\"1334\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Photographs of the family killed in a 2024 crash in San Francisco’s West Portal neighborhood hang at a vigil near the crash site on March 19, 2026. \u003ccite>(Courtesy of Fiona Yim/Walk SF)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Family members addressed the court, describing the days after the accident as the youngest, 3-month-old Cauê, lay in the hospital in an induced coma. With both parents dead, their extended family was left with the painful decision to take him off life support so that his organs could go to other babies.\u003c/p>\n\u003cp>Lau, who sat listening through an interpreter for most of the hearing, stood to face the family of the victims.\u003c/p>\n\u003cp>“I want to say sorry for your family. Sorry. Sorry,” Lau said, bowing with each apology.\u003c/p>\n\u003cp>Supporters of the victims expressed their frustration with the judge’s ruling and said Lau should have faced greater punishment for taking four lives.\u003c/p>\n\u003cp>On Monday, the victims’ families released a joint statement criticizing the judge’s decision.\u003c/p>\n\u003cp>“We are outraged that the Court imposed a sentence that not only falls short of justice, but disregards the recommendation of the Adult Probation Department, which called for greater accountability, including 400 hours of community service and one year of home detention. Even those modest recommendations were ignored by Judge Chan,” the statement read.\u003c/p>\n\u003cp>The families said they plan to continue with a civil wrongful death case against Lau.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "campaign-to-save-muni-pauses-temporarily-after-petition-issue",
"title": "Campaign to Save Muni Pauses Temporarily After Petition Issue",
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"content": "\u003cp>A \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">campaign to avert drastic service cuts at San Francisco’s Muni \u003c/a>this week temporarily paused signature gathering after the campaign’s legal team identified a potential issue with its filings.\u003c/p>\n\u003cp>“ As soon as our legal team flagged a technical, non-policy related oversight in the filing, we moved to refile,” said Max Szabo, a spokesperson for the Stronger Muni For All campaign — which launched signature gathering last week.\u003c/p>\n\u003cp>The initiative is pushing for a parcel tax measure on San Francisco’s November ballot, in order to \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">avoid deep service cuts\u003c/a> at Muni, the city’s public transit provider.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The campaign said it amended its filing with the city’s Department of Elections “out of an abundance of caution,” to include the full text of two sections of existing law that would be changed if the measure passes — information that was not included in the original filing.\u003c/p>\n\u003cp>“[San Francisco Mayor Daniel Lurie] and the measure’s proponents believe there is no acceptable risk when it comes to saving Muni,” Szabo said.\u003c/p>\n\u003cp>The Department of Elections confirmed that campaign proponents refiled documents on Wednesday morning.\u003c/p>\n\u003cp>Campaign staff told signature gatherers on Monday morning to pause their work until they could redistribute updated petitions, and told the canvassers to return already signed petitions to the campaign.[aside postID=news_12075999 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/SAN-JOSE-LICENSE-PLATE-READERS-11-KQED-1020x680.jpg']The refiling will not impact the campaign, staff said, and signature gathering will restart “imminently.”\u003c/p>\n\u003cp>“ We’re all set to qualify and win this thing in November,” Szabo said.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, is forecasting budget deficits of more than $300 million beginning next fiscal year. Without additional funding, it could be forced to eliminate 20 bus routes, end cable car service or terminate regular operations at 9 p.m. The agency continues to struggle to recover from pandemic-related drops in revenue.\u003c/p>\n\u003cp>About $150 million of the revenue generated from the parcel tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>A separate transit funding campaign, The Connect Bay Area Act, is currently gathering signatures to place a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> on the November ballot in five Bay Area counties, which would also bring more than $100million to Muni’s coffers annually, as well as other struggling transit agencies.\u003c/p>\n\u003cp>The Stronger Muni For All campaign encouraged signature gatherers to redirect their energy to the Connect Bay Area campaign while it worked to fix the issue. Paid and volunteer signature gatherers must collect just over 10,600 valid signatures by July 6 to get the parcel tax measure on the November ballot.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A \u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">campaign to avert drastic service cuts at San Francisco’s Muni \u003c/a>this week temporarily paused signature gathering after the campaign’s legal team identified a potential issue with its filings.\u003c/p>\n\u003cp>“ As soon as our legal team flagged a technical, non-policy related oversight in the filing, we moved to refile,” said Max Szabo, a spokesperson for the Stronger Muni For All campaign — which launched signature gathering last week.\u003c/p>\n\u003cp>The initiative is pushing for a parcel tax measure on San Francisco’s November ballot, in order to \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">avoid deep service cuts\u003c/a> at Muni, the city’s public transit provider.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The campaign said it amended its filing with the city’s Department of Elections “out of an abundance of caution,” to include the full text of two sections of existing law that would be changed if the measure passes — information that was not included in the original filing.\u003c/p>\n\u003cp>“[San Francisco Mayor Daniel Lurie] and the measure’s proponents believe there is no acceptable risk when it comes to saving Muni,” Szabo said.\u003c/p>\n\u003cp>The Department of Elections confirmed that campaign proponents refiled documents on Wednesday morning.\u003c/p>\n\u003cp>Campaign staff told signature gatherers on Monday morning to pause their work until they could redistribute updated petitions, and told the canvassers to return already signed petitions to the campaign.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The refiling will not impact the campaign, staff said, and signature gathering will restart “imminently.”\u003c/p>\n\u003cp>“ We’re all set to qualify and win this thing in November,” Szabo said.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, is forecasting budget deficits of more than $300 million beginning next fiscal year. Without additional funding, it could be forced to eliminate 20 bus routes, end cable car service or terminate regular operations at 9 p.m. The agency continues to struggle to recover from pandemic-related drops in revenue.\u003c/p>\n\u003cp>About $150 million of the revenue generated from the parcel tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>A separate transit funding campaign, The Connect Bay Area Act, is currently gathering signatures to place a \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">regional sales tax measure\u003c/a> on the November ballot in five Bay Area counties, which would also bring more than $100million to Muni’s coffers annually, as well as other struggling transit agencies.\u003c/p>\n\u003cp>The Stronger Muni For All campaign encouraged signature gatherers to redirect their energy to the Connect Bay Area campaign while it worked to fix the issue. Paid and volunteer signature gatherers must collect just over 10,600 valid signatures by July 6 to get the parcel tax measure on the November ballot.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">The 67 is Muni’s most delayed bus line, snaking through the hills along Alemany Boulevard and Bernal Heights, ending at the 24th and Mission BART station. However unreliable it can be, it still serves an estimated 800 daily riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But as SFMTA faces a budget deficit of more than $300 million in July, the 67 and other bus lines are at risk of disappearing if voters don’t approve \u003c/span>\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">ballot measures to fund transit this November.\u003c/span>\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">\u003cspan style=\"font-weight: 400\">It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3063602055&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:00] I’m Ericka Cruz-Gavara and welcome to The Bay, local news to keep you rooted. Bay Area transit agencies have drawn up nightmare scenarios if they can’t get enough money to help them close their budget deficits. Those nightmare scenarios include the elimination of the red and green BART lines, no BART or Muni after 9 p.m., and, if you can even imagine it, a San Francisco without cable cars.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:00:35] If that money isn’t raised, then we could see some really big changes to service in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:43] SFMTA, which is the agency that runs Muni, says it could cut entire bus lines if voters don’t approve ballot measures to fund transit this November. And even though some of those lines aren’t used by a ton of people, cutting them will impact entire neighborhoods. Today, we take you aboard one such bus line in San Francisco, Muni’s most delayed bus to meet the riders who rely on it every day.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:24] People actually call the 67 a rollercoaster because it goes over so many hills.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:32] Elize Manoukian is a reporter for KQED.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:36] It starts at Alemany and then just climbs up to the top of Bernal Heights Park. Beautiful park, has a view of the whole bay and a great view of downtown San Francisco. And then it sort of snakes its way down to 24th Street Mission and then back again. You can ride the whole loop in 25 minutes. It’s also visually kind of funny, it’s only 30 feet long, like about half of a normal bus. It’s diesel powered, because they really have to be chugging up those hills. One of the passengers I talked to for this story, he told me that he puts his backpack on top of his knees so that in case he slides into the seat in front of him, he has a little cushion.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:26] And who is riding this bus?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:02:28] It serves a pretty diverse swath of neighborhood residents, everyone from the people who live at the Alemany Apartments, which is a affordable housing complex. It also climbs up through the Bernal Heights hilly neighborhood, which has a lot of single-family homes, a lot of wealthier tech residents in the city. I see a lot of kids take it to school. It serves Paul Revere Elementary and a couple other schools in the mission in Bernal Heights. And then of course it serves the people who live in the Mission right by 24th Street.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:06] And is it often like a crowded bus? Are people like standing on this roller coaster?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:11] Not really. It’s quite, it can get a little busy during the morning commute, but it only gets about 800 riders per day, which is down from half before the pandemic. That’s a pretty low volume route. You know, some of the busses, like the 38, will serve up to 25,000 people a day. It’s a smaller neighborhood route that connects people from neighborhood to neighborhood, as opposed to taking them straight to downtown.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] And you are someone who frequently uses this bus, is that right?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:43] Yeah, I’m right off of Courtland Street, and so I take it to get to 24th Street BART all the time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:51] Just besides the fact that you ride it, what is so special about the 67? Why did you want to focus on this particular bus line in your reporting?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:00] Well, I agree. I think it is a very magical line, but yeah, it also is the most delayed bus in San Francisco, which I learned one day when I was trying to take it to BART so I could go see my friend in Oakland on Valentine’s Day. And it never came. And it made me wonder, like, is this a common experience? And I found out that one in 67’s will depart very late.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:27] So if I miss one bus, I could be waiting 20, 30 minutes for the next one, maybe longer.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:33] I also talked to a guy named Gil Diaz. He also rides the 67 and he gets on at the same stop as me and he takes it to 24th Street and then goes to work from there.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:44] I just noticed that there’s a gap between pickups. Yeah, I get that anxiety. Like, oh, every minute’s counting because it’s going to affect the next bus.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:54] You know, the bus runs every 20 minutes, so if one doesn’t come or one is very delayed, then you can be waiting like almost an hour for it to show up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:04] That’s the worst feeling.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:05] I know, especially on a cold San Francisco chilly day, you know?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:08] Totally. And then what do you do if you miss the bus? Like what are your options?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:17] You know, there’s always another bus, luckily Muni is really well connected, but you can end up taking a completely different route, having to travel to different corners of the city to get to where you need to be.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:28] Going up and down those hills on foot.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:30] That’s true, you can always take the “chevro-legs” and just climb up the hill, climb up to the top of Bernal Heights and climb down, which is really a workout.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:41] I mean, why is this particular line the most delayed bus in San Francisco?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:48] So I asked SFMTA the same question, and it really does have to do with the steep grades of the route, the very sharp turns that it has to make as it snakes around the Bernal Heights Hill and around these very narrow streets and neighborhoods. I asked if it had to do with a Muni operator shortage or a vehicle shortage, and they told me that there wasn’t one at this time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:17] A lot of people still rely on the 67, it sounds like, but it could actually also go away, right? Can you explain the sort of looming threats to SFMTA and also lines like the 67?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:06:31] So like other transit agencies in the Bay, the SFMTA is in trouble. It’s facing a more than $300 million deficit starting in July. And that number is only projected to grow over the next couple of years because of things like rising costs and lower fare revenue since the pandemic. So the SFMTA, they’re looking at a lot of different scenarios to help them work through this. One of them is a parcel tax on the ballot in November. There’s also a second regional tax that people across the Bay Area can vote on. Part of the revenue raised by that sales tax will go to fund Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:16] As well as BART.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:07:19] Exactly. AC Transit, among others. But, you know, that’s all hypothetical at this point. If that money isn’t raised, then we could see some really big changes to service in San Francisco. And one of the proposed changes would be cutting the 67, which, yeah, like I said, serves a really hilly community and there is no parallel line and 11 other lines like it which also serve hilly neighborhoods, could also be impacted.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:51] Is SFMTA doing to try and prove that it is still worth funding? I mean, with these ballot measures going before voters, I imagine they want to make a good case that they’re worth keeping around.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:08:07] Definitely. And I will say, the SFMTA actually just released its ridership survey for the year, and it got really, really high reviews from San Francisco residents. I think it was something like 78% said that they had good or excellent experiences with Muni. So I think that people are happy with the service that they’re getting for the most part. But they’re also trying some kind of interesting things, too, to improve their service, especially since the pandemic, when a lot of lines were cut pretty much overnight, but some people still needed to get around the city. So one thing that they did was switch their busier lines, like the 38, the 22, and the 1, they switched those busier lines over to a system that’s called headway. So instead of operating on traditional bus schedules, they switched to intervals. They really focused on making sure that busses were spaced out evenly instead of adhering to a strict schedule. So instead if your bus coming right at 3 p.m., your bus would come every 10 minutes or every five minutes for some of these busier lines. And they said that they were getting really positive feedback from that.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:26] The whole idea is to stay flexible and nimble and be able to adjust our service with the actual customer needs.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:09:34] Brent Jones is the director of transit for SFMTA. He’s been with the agency for nearly three decades. And he was there when they decided to make this switch over from a schedule-based system for the busier lines over to this thing that’s called headway.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:51] So what we found was that we had less issues with people being upset about their vehicle being late as opposed to, hey, but even if I see it pulling off, I know another one will be there within 10 minutes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:05] Yeah, I feel like that is something that would help me as someone who’s not really always interested in checking which bus I should take. It’s good to just show up to a bus stop and know that if there’s not one there, there will at least be one in 10 minutes or less, essentially.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:22] Yeah, you know that it’s going to come and that you’re not going to see like three busses bunched up and then one doesn’t come for half an hour. It’s going be more regular.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:31] And so is this happening with the 67 as well?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:36] No, it’s not. Because the 67 is a smaller line and it comes every 20 minutes, it doesn’t make sense for the agency to make this change for all of its busses in circulation. So about half of them are still on schedules and then half of the have switched over to this kind of experimental system. Out of all of these lower volume routes, which are still on schedules, only 56% of them depart on time, which is still not great. But at least they’re trying the headway and it’s getting them some better results for the busier lines.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:12] There are these efforts like this parcel tax in San Francisco, this region-wide ballot measure to try and prevent these worst-case scenarios where lines like the 67 go away completely. Do we know how helpful some of these efforts might actually be?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:30] I think they would be a game changer. I think collectively they would raise enough to be able to allow it to keep operating. And they would for sure stop it from having to make major reductions, not just to service, but also to staff and to some of their other projects, like improving bus stops across the city.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:51] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:52] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:55] I mean, if it went away, like, what would that mean for you and all the other folks who rely on it?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:03] For people who are trying to connect from these hilly neighborhoods to BART, their commutes are gonna be a lot more challenging. For the kids who are trying to get from the Alemany Apartments to their middle school across the street, it’s gonna be, a lot, it’s going to be a really long, difficult walk every morning. So, yeah, it would definitely throw a wrench in people’s mornings. I love the 67 community and I love the bus drivers on it. Shouts out to Hannibal Thompson, who’s one of my favorite drivers. And I hope that they stay, they stick around.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:39] Hope it sticks around for you and all those kids. Thank you so much for joining me, Elize. I appreciate it.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:45] Thanks for letting me talk about my bus.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">The 67 is Muni’s most delayed bus line, snaking through the hills along Alemany Boulevard and Bernal Heights, ending at the 24th and Mission BART station. However unreliable it can be, it still serves an estimated 800 daily riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But as SFMTA faces a budget deficit of more than $300 million in July, the 67 and other bus lines are at risk of disappearing if voters don’t approve \u003c/span>\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">ballot measures to fund transit this November.\u003c/span>\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">\u003cspan style=\"font-weight: 400\">It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3063602055&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:00] I’m Ericka Cruz-Gavara and welcome to The Bay, local news to keep you rooted. Bay Area transit agencies have drawn up nightmare scenarios if they can’t get enough money to help them close their budget deficits. Those nightmare scenarios include the elimination of the red and green BART lines, no BART or Muni after 9 p.m., and, if you can even imagine it, a San Francisco without cable cars.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:00:35] If that money isn’t raised, then we could see some really big changes to service in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:43] SFMTA, which is the agency that runs Muni, says it could cut entire bus lines if voters don’t approve ballot measures to fund transit this November. And even though some of those lines aren’t used by a ton of people, cutting them will impact entire neighborhoods. Today, we take you aboard one such bus line in San Francisco, Muni’s most delayed bus to meet the riders who rely on it every day.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:24] People actually call the 67 a rollercoaster because it goes over so many hills.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:32] Elize Manoukian is a reporter for KQED.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:36] It starts at Alemany and then just climbs up to the top of Bernal Heights Park. Beautiful park, has a view of the whole bay and a great view of downtown San Francisco. And then it sort of snakes its way down to 24th Street Mission and then back again. You can ride the whole loop in 25 minutes. It’s also visually kind of funny, it’s only 30 feet long, like about half of a normal bus. It’s diesel powered, because they really have to be chugging up those hills. One of the passengers I talked to for this story, he told me that he puts his backpack on top of his knees so that in case he slides into the seat in front of him, he has a little cushion.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:26] And who is riding this bus?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:02:28] It serves a pretty diverse swath of neighborhood residents, everyone from the people who live at the Alemany Apartments, which is a affordable housing complex. It also climbs up through the Bernal Heights hilly neighborhood, which has a lot of single-family homes, a lot of wealthier tech residents in the city. I see a lot of kids take it to school. It serves Paul Revere Elementary and a couple other schools in the mission in Bernal Heights. And then of course it serves the people who live in the Mission right by 24th Street.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:06] And is it often like a crowded bus? Are people like standing on this roller coaster?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:11] Not really. It’s quite, it can get a little busy during the morning commute, but it only gets about 800 riders per day, which is down from half before the pandemic. That’s a pretty low volume route. You know, some of the busses, like the 38, will serve up to 25,000 people a day. It’s a smaller neighborhood route that connects people from neighborhood to neighborhood, as opposed to taking them straight to downtown.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] And you are someone who frequently uses this bus, is that right?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:43] Yeah, I’m right off of Courtland Street, and so I take it to get to 24th Street BART all the time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:51] Just besides the fact that you ride it, what is so special about the 67? Why did you want to focus on this particular bus line in your reporting?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:00] Well, I agree. I think it is a very magical line, but yeah, it also is the most delayed bus in San Francisco, which I learned one day when I was trying to take it to BART so I could go see my friend in Oakland on Valentine’s Day. And it never came. And it made me wonder, like, is this a common experience? And I found out that one in 67’s will depart very late.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:27] So if I miss one bus, I could be waiting 20, 30 minutes for the next one, maybe longer.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:33] I also talked to a guy named Gil Diaz. He also rides the 67 and he gets on at the same stop as me and he takes it to 24th Street and then goes to work from there.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:44] I just noticed that there’s a gap between pickups. Yeah, I get that anxiety. Like, oh, every minute’s counting because it’s going to affect the next bus.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:54] You know, the bus runs every 20 minutes, so if one doesn’t come or one is very delayed, then you can be waiting like almost an hour for it to show up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:04] That’s the worst feeling.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:05] I know, especially on a cold San Francisco chilly day, you know?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:08] Totally. And then what do you do if you miss the bus? Like what are your options?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:17] You know, there’s always another bus, luckily Muni is really well connected, but you can end up taking a completely different route, having to travel to different corners of the city to get to where you need to be.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:28] Going up and down those hills on foot.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:30] That’s true, you can always take the “chevro-legs” and just climb up the hill, climb up to the top of Bernal Heights and climb down, which is really a workout.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:41] I mean, why is this particular line the most delayed bus in San Francisco?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:48] So I asked SFMTA the same question, and it really does have to do with the steep grades of the route, the very sharp turns that it has to make as it snakes around the Bernal Heights Hill and around these very narrow streets and neighborhoods. I asked if it had to do with a Muni operator shortage or a vehicle shortage, and they told me that there wasn’t one at this time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:17] A lot of people still rely on the 67, it sounds like, but it could actually also go away, right? Can you explain the sort of looming threats to SFMTA and also lines like the 67?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:06:31] So like other transit agencies in the Bay, the SFMTA is in trouble. It’s facing a more than $300 million deficit starting in July. And that number is only projected to grow over the next couple of years because of things like rising costs and lower fare revenue since the pandemic. So the SFMTA, they’re looking at a lot of different scenarios to help them work through this. One of them is a parcel tax on the ballot in November. There’s also a second regional tax that people across the Bay Area can vote on. Part of the revenue raised by that sales tax will go to fund Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:16] As well as BART.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:07:19] Exactly. AC Transit, among others. But, you know, that’s all hypothetical at this point. If that money isn’t raised, then we could see some really big changes to service in San Francisco. And one of the proposed changes would be cutting the 67, which, yeah, like I said, serves a really hilly community and there is no parallel line and 11 other lines like it which also serve hilly neighborhoods, could also be impacted.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:51] Is SFMTA doing to try and prove that it is still worth funding? I mean, with these ballot measures going before voters, I imagine they want to make a good case that they’re worth keeping around.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:08:07] Definitely. And I will say, the SFMTA actually just released its ridership survey for the year, and it got really, really high reviews from San Francisco residents. I think it was something like 78% said that they had good or excellent experiences with Muni. So I think that people are happy with the service that they’re getting for the most part. But they’re also trying some kind of interesting things, too, to improve their service, especially since the pandemic, when a lot of lines were cut pretty much overnight, but some people still needed to get around the city. So one thing that they did was switch their busier lines, like the 38, the 22, and the 1, they switched those busier lines over to a system that’s called headway. So instead of operating on traditional bus schedules, they switched to intervals. They really focused on making sure that busses were spaced out evenly instead of adhering to a strict schedule. So instead if your bus coming right at 3 p.m., your bus would come every 10 minutes or every five minutes for some of these busier lines. And they said that they were getting really positive feedback from that.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:26] The whole idea is to stay flexible and nimble and be able to adjust our service with the actual customer needs.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:09:34] Brent Jones is the director of transit for SFMTA. He’s been with the agency for nearly three decades. And he was there when they decided to make this switch over from a schedule-based system for the busier lines over to this thing that’s called headway.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:51] So what we found was that we had less issues with people being upset about their vehicle being late as opposed to, hey, but even if I see it pulling off, I know another one will be there within 10 minutes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:05] Yeah, I feel like that is something that would help me as someone who’s not really always interested in checking which bus I should take. It’s good to just show up to a bus stop and know that if there’s not one there, there will at least be one in 10 minutes or less, essentially.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:22] Yeah, you know that it’s going to come and that you’re not going to see like three busses bunched up and then one doesn’t come for half an hour. It’s going be more regular.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:31] And so is this happening with the 67 as well?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:36] No, it’s not. Because the 67 is a smaller line and it comes every 20 minutes, it doesn’t make sense for the agency to make this change for all of its busses in circulation. So about half of them are still on schedules and then half of the have switched over to this kind of experimental system. Out of all of these lower volume routes, which are still on schedules, only 56% of them depart on time, which is still not great. But at least they’re trying the headway and it’s getting them some better results for the busier lines.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:12] There are these efforts like this parcel tax in San Francisco, this region-wide ballot measure to try and prevent these worst-case scenarios where lines like the 67 go away completely. Do we know how helpful some of these efforts might actually be?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:30] I think they would be a game changer. I think collectively they would raise enough to be able to allow it to keep operating. And they would for sure stop it from having to make major reductions, not just to service, but also to staff and to some of their other projects, like improving bus stops across the city.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:51] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:52] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:55] I mean, if it went away, like, what would that mean for you and all the other folks who rely on it?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:03] For people who are trying to connect from these hilly neighborhoods to BART, their commutes are gonna be a lot more challenging. For the kids who are trying to get from the Alemany Apartments to their middle school across the street, it’s gonna be, a lot, it’s going to be a really long, difficult walk every morning. So, yeah, it would definitely throw a wrench in people’s mornings. I love the 67 community and I love the bus drivers on it. Shouts out to Hannibal Thompson, who’s one of my favorite drivers. And I hope that they stay, they stick around.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:39] Hope it sticks around for you and all those kids. Thank you so much for joining me, Elize. I appreciate it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:45] Thanks for letting me talk about my bus.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own",
"title": "Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own",
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"headTitle": "Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own | KQED",
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"content": "\u003cp>No more cable cars. Double the wait times. No more regular service after 9 p.m. and the elimination of 20 \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a> bus routes.\u003c/p>\n\u003cp>These are the dire scenarios elected officials and public transit advocates in San Francisco are working to prevent as they kicked off the Stronger Muni For All campaign at the city’s Dolores Park on Tuesday.\u003c/p>\n\u003cp>“The success of San Francisco’s economic recovery is dependent on safe, reliable, and affordable public transit. Without it, older adults can’t get to their appointments. Kids can’t get to school, and workers can’t get to their jobs,” San Francisco Mayor Daniel Lurie said.\u003c/p>\n\u003cp>The campaign aims to put a parcel tax measure on the November ballot that, if approved by voters, would generate around $160 million for Muni annually in order to help stave off those cuts. It’s one of two campaigns now underway to generate revenue for Bay Area transit agencies. The campaign for the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax measure that would generate around $1 billion annually for Muni, AC Transit, BART and Caltrain, among others, began gathering signatures in late January.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measures come at a precarious time for public transit across the region, and Muni in particular, as the agencies stare down immense budget deficits that could force extreme reductions of their networks. Proponents of the measure include representatives from the San Francisco Chamber of Commerce, organized labor and community advocacy groups.\u003c/p>\n\u003cp>“ What’s the point of living in a city if you have to drive everywhere?” asked Mario Guerrieri, who plans to volunteer as a signature gatherer for the campaign. “I love San Francisco, and Muni is one of the things that makes it great.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, the city’s public train, cable car and bus provider, is still reeling from the pandemic. The economic downturn and shelter-in-place order that accompanied COVID-19 negatively impacted all of SFMTA’s funding sources, including tax revenue, parking fees, grants and Muni fares, all of which have not rebounded to pre-pandemic levels.\u003c/p>\n\u003cfigure id=\"attachment_12075255\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The J Church Muni line at Church and Market streets in San Francisco on March 3, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since that time, the SFMTA has relied on federal, state and regional pandemic relief funding to stay in the black, but that money is set to run out this summer.\u003c/p>\n\u003cp>If the measure makes it to the November ballot and passes, property owners would be billed annually based on the type of property and square footage. Owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and owners of non-residential parcels would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>Certain property owners would be exempted. Parcels or units owned by seniors who occupy that space as their primary residence wouldn’t pay, nor would occupants or owners of Single Room Occupancy (SRO) buildings. Non-profits, hospitals, museums and government-owned land would also be exempt under existing rules for property taxes.[aside postID=news_12073883 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_014-KQED.jpg']At a recent meeting of the San Francisco County Transportation Authority, District 2 Supervisor Stephen Sherrill said he was “broadly very supportive of this, despite concerns about some of the details.”\u003c/p>\n\u003cp>“Seniors being exempted generally makes sense, but was there any thought given to seniors who can definitely afford this, say in the 5,000-square-foot mansion properties?” Sherrill asked SFMTA staff.\u003c/p>\n\u003cp>SFMTA staff confirmed that all senior property owners, regardless of the extravagance of their property, would be exempt from the tax.\u003c/p>\n\u003cp>The language of the measure also allows a “pass-through,” where owners of single-family properties may pass up to 50% of the tax onto renters of rent-controlled units.\u003c/p>\n\u003cp>Sherrill noted that while senior property owners are exempt from the tax, senior renters could still be charged the pass-through.\u003c/p>\n\u003cp>SFMTA staff said they modeled this parcel tax off previous ones used by the San Francisco Unified School District.\u003c/p>\n\u003cp>“Throughout this process, what we were balancing was the need to avoid complexity,” SFMTA Director of Transportation Julie Kirschbaum said. “This is already going to be a very complex task to administer and deliver, as well as trying to make sure that we were focusing on the people who needed [the exemptions] the most.”\u003c/p>\n\u003cp>Kat Siegal, one of the measure’s proponents, said the parcel tax is one of the best stable funding mechanisms for public transit.\u003c/p>\n\u003cfigure id=\"attachment_12075260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It doesn’t fluctuate with the economic situation the same way that a sales tax or a gross receipts tax might,” Siegal said.\u003c/p>\n\u003cp>Siegal acknowledged it is hard to ask voters to tax themselves twice in the November election to fund transit, but she said the costs would be far higher to everyone in the city if Muni reduced service.\u003c/p>\n\u003cp>”It’s a flat rate, $129 a year tax. So that’s pretty reasonable compared to the price of buying a car because your bus line isn’t there anymore,” Siegal said.\u003c/p>\n\u003cp>If voters approve just one of the two proposed taxes, Muni officials say it won’t be enough to prevent service cuts. The agency’s budget deficit is projected to be $344 million in fiscal year 2027, growing to $435 million in fiscal year 2030.[aside postID=news_12070685 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00248_TV-KQED.jpg']\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">The Connect Bay Area Act\u003c/a> would levy a 1-cent sales tax in San Francisco, and a half-cent sales tax in four other Bay Area counties, providing $155 million per year for the agency, but even with that additional funding, it wouldn’t close the full funding gap.\u003c/p>\n\u003cp>To make up the difference, the SFMTA also plans to reduce costs by further cutting vacant positions, optimizing maintenance shifts to reduce premium pay and scaling back the work it requests from other city departments, among other policy shifts. The agency also plans to generate more revenue by increasing meter rates and citation late penalties, along with eliminating the Clipper card fare discount, to name a few. Combined, these efforts are expected to contribute up to $42.5 million.\u003c/p>\n\u003cp>Dylan Fabris, the community and policy manager with the non-profit advocacy group San Francisco Transit Riders, said he would have preferred that the two ballot measures be merged into one, but the depth of Muni’s deficit, in particular, combined with that of other transit agencies, meant Muni also needs to “self-help.”\u003c/p>\n\u003cp>“It’s not one or the other. At the end of the day, we need both of these measures to pass to prevent catastrophic cuts,” Fabris said.\u003c/p>\n\u003cp>The Stronger Muni For All campaign has until July 6 to collect and submit just over 10,600 valid signatures to get the measure on the November ballot.\u003c/p>\n\u003cp>“ Structurally, we just need new funding, and it’s not coming from the federal government or the state government,” Siegal said. “We need to do it ourselves.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Advocates kicked off a signature-gathering campaign on Tuesday for a parcel tax to fund Muni. It’s one of two ballot measures that will need to pass in November to avoid service cuts.",
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"title": "Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>No more cable cars. Double the wait times. No more regular service after 9 p.m. and the elimination of 20 \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a> bus routes.\u003c/p>\n\u003cp>These are the dire scenarios elected officials and public transit advocates in San Francisco are working to prevent as they kicked off the Stronger Muni For All campaign at the city’s Dolores Park on Tuesday.\u003c/p>\n\u003cp>“The success of San Francisco’s economic recovery is dependent on safe, reliable, and affordable public transit. Without it, older adults can’t get to their appointments. Kids can’t get to school, and workers can’t get to their jobs,” San Francisco Mayor Daniel Lurie said.\u003c/p>\n\u003cp>The campaign aims to put a parcel tax measure on the November ballot that, if approved by voters, would generate around $160 million for Muni annually in order to help stave off those cuts. It’s one of two campaigns now underway to generate revenue for Bay Area transit agencies. The campaign for the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax measure that would generate around $1 billion annually for Muni, AC Transit, BART and Caltrain, among others, began gathering signatures in late January.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measures come at a precarious time for public transit across the region, and Muni in particular, as the agencies stare down immense budget deficits that could force extreme reductions of their networks. Proponents of the measure include representatives from the San Francisco Chamber of Commerce, organized labor and community advocacy groups.\u003c/p>\n\u003cp>“ What’s the point of living in a city if you have to drive everywhere?” asked Mario Guerrieri, who plans to volunteer as a signature gatherer for the campaign. “I love San Francisco, and Muni is one of the things that makes it great.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, the city’s public train, cable car and bus provider, is still reeling from the pandemic. The economic downturn and shelter-in-place order that accompanied COVID-19 negatively impacted all of SFMTA’s funding sources, including tax revenue, parking fees, grants and Muni fares, all of which have not rebounded to pre-pandemic levels.\u003c/p>\n\u003cfigure id=\"attachment_12075255\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The J Church Muni line at Church and Market streets in San Francisco on March 3, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since that time, the SFMTA has relied on federal, state and regional pandemic relief funding to stay in the black, but that money is set to run out this summer.\u003c/p>\n\u003cp>If the measure makes it to the November ballot and passes, property owners would be billed annually based on the type of property and square footage. Owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and owners of non-residential parcels would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>Certain property owners would be exempted. Parcels or units owned by seniors who occupy that space as their primary residence wouldn’t pay, nor would occupants or owners of Single Room Occupancy (SRO) buildings. Non-profits, hospitals, museums and government-owned land would also be exempt under existing rules for property taxes.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At a recent meeting of the San Francisco County Transportation Authority, District 2 Supervisor Stephen Sherrill said he was “broadly very supportive of this, despite concerns about some of the details.”\u003c/p>\n\u003cp>“Seniors being exempted generally makes sense, but was there any thought given to seniors who can definitely afford this, say in the 5,000-square-foot mansion properties?” Sherrill asked SFMTA staff.\u003c/p>\n\u003cp>SFMTA staff confirmed that all senior property owners, regardless of the extravagance of their property, would be exempt from the tax.\u003c/p>\n\u003cp>The language of the measure also allows a “pass-through,” where owners of single-family properties may pass up to 50% of the tax onto renters of rent-controlled units.\u003c/p>\n\u003cp>Sherrill noted that while senior property owners are exempt from the tax, senior renters could still be charged the pass-through.\u003c/p>\n\u003cp>SFMTA staff said they modeled this parcel tax off previous ones used by the San Francisco Unified School District.\u003c/p>\n\u003cp>“Throughout this process, what we were balancing was the need to avoid complexity,” SFMTA Director of Transportation Julie Kirschbaum said. “This is already going to be a very complex task to administer and deliver, as well as trying to make sure that we were focusing on the people who needed [the exemptions] the most.”\u003c/p>\n\u003cp>Kat Siegal, one of the measure’s proponents, said the parcel tax is one of the best stable funding mechanisms for public transit.\u003c/p>\n\u003cfigure id=\"attachment_12075260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It doesn’t fluctuate with the economic situation the same way that a sales tax or a gross receipts tax might,” Siegal said.\u003c/p>\n\u003cp>Siegal acknowledged it is hard to ask voters to tax themselves twice in the November election to fund transit, but she said the costs would be far higher to everyone in the city if Muni reduced service.\u003c/p>\n\u003cp>”It’s a flat rate, $129 a year tax. So that’s pretty reasonable compared to the price of buying a car because your bus line isn’t there anymore,” Siegal said.\u003c/p>\n\u003cp>If voters approve just one of the two proposed taxes, Muni officials say it won’t be enough to prevent service cuts. The agency’s budget deficit is projected to be $344 million in fiscal year 2027, growing to $435 million in fiscal year 2030.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">The Connect Bay Area Act\u003c/a> would levy a 1-cent sales tax in San Francisco, and a half-cent sales tax in four other Bay Area counties, providing $155 million per year for the agency, but even with that additional funding, it wouldn’t close the full funding gap.\u003c/p>\n\u003cp>To make up the difference, the SFMTA also plans to reduce costs by further cutting vacant positions, optimizing maintenance shifts to reduce premium pay and scaling back the work it requests from other city departments, among other policy shifts. The agency also plans to generate more revenue by increasing meter rates and citation late penalties, along with eliminating the Clipper card fare discount, to name a few. Combined, these efforts are expected to contribute up to $42.5 million.\u003c/p>\n\u003cp>Dylan Fabris, the community and policy manager with the non-profit advocacy group San Francisco Transit Riders, said he would have preferred that the two ballot measures be merged into one, but the depth of Muni’s deficit, in particular, combined with that of other transit agencies, meant Muni also needs to “self-help.”\u003c/p>\n\u003cp>“It’s not one or the other. At the end of the day, we need both of these measures to pass to prevent catastrophic cuts,” Fabris said.\u003c/p>\n\u003cp>The Stronger Muni For All campaign has until July 6 to collect and submit just over 10,600 valid signatures to get the measure on the November ballot.\u003c/p>\n\u003cp>“ Structurally, we just need new funding, and it’s not coming from the federal government or the state government,” Siegal said. “We need to do it ourselves.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse",
"title": "It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse",
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"headTitle": "It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse | KQED",
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"content": "\u003cp>Maria Castillo huddled under her umbrella on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cortland Street as she waited for her bus in the frigid rain.\u003c/p>\n\u003cp>“It’s so cold right now,” the 56-year-old told KQED in Spanish earlier this month, drawing her two-wheeled cart full of cleaning supplies close. “I’m dealing with a lot of cold.”\u003c/p>\n\u003cp>Castillo, who lives in the Bayview neighborhood, relies on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a>’s 67-Bernal Heights route to reach her house cleaning job by Precita Park. She often sees familiar faces on the squat, 30-foot bus, which snakes up and around Bernal Heights Park and down to the 24th Street Mission BART station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The friendliness of the passengers and drivers usually makes for a calm morning commute. But on days like these, she’s frustrated when the bus keeps her waiting.\u003c/p>\n\u003cp>“The only problem is the delay,” Castillo said. “Sometimes half an hour passes.”\u003c/p>\n\u003cp>Castillo’s experience on the 67 bus — a hilly loop that takes just 25 minutes to complete and serves public housing on Ellsworth Street as well as the Alemany Farmer’s Market — is not out of the ordinary. The route is the most likely to be delayed, with 1 in 5 buses departing “very late,” according to the San Francisco Municipal Transportation Agency’s on-time performance dashboard.\u003c/p>\n\u003cfigure id=\"attachment_12073742\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073742\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Maria Castillo rides aboard the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In fact, only 40% of the route’s buses were on time between October 2024 and October 2025, according to the dashboard. That’s a far cry from the 85% goal set by a voter mandate in 1999 with \u003ca href=\"https://www.spur.org/publications/voter-guide/2007-11-01/proposition-muni-reform\">Proposition E\u003c/a>, which created SFMTA.\u003c/p>\n\u003cp>“I noticed there’s a gap between pickups,” said Gil Diaz, 42, who catches the bus from the same corner as Castillo to connect to 24th Street BART as part of his morning commute. “If I miss one bus, I could be waiting 20–30 minutes for the next one, maybe longer. I get that anxiety like, oh, every minute is counting, because it’s going to affect the next bus.”\u003c/p>\n\u003cp>The SFMTA attributed the delays to the sharp turns and treacherously tight streets that the 67 navigates as it inches along Bernal Heights Boulevard. More slowdowns come from traffic around 24th Street. The agency denied that operator shortages or vehicle availability were responsible for service issues.\u003c/p>\n\u003cp>“We’re always trying to improve,” said Brent Jones, SFMTA’s director of transit. “People should know that we are always working to expand our service, to make it efficient. Even at times where we have budgetary constraints, we are already thinking about what building back better looks like.”[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']Those looming budget cuts threaten to make waits for the 67 \u003ca href=\"https://www.sfmta.com/project-updates/approaches-possible-muni-service-cuts\">longer\u003c/a> or eliminate the route entirely. Because of exhausted state and federal funding, rising costs, and lower fare and parking revenue, the agency faces a $322 million budget deficit beginning in July, one that will continue to grow over the next five years.\u003c/p>\n\u003cp>In addition to a wide range of street safety, maintenance and staff reductions, SFMTA said it will be forced to reduce Muni service if that budget gap isn’t plugged.\u003c/p>\n\u003cp>The agency’s worst-case scenario includes suspending up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_November_13_Meeting_Slides_-_Service_Cuts_Options.pdf\">12 low-ridership routes\u003c/a> without parallel service in hilly neighborhoods of the city, including the 67. While the route serves a modest \u003ca href=\"https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present\">800 \u003c/a>daily riders, they represent a diverse swath of residents — many of whom live on the steep streets above Alemany Boulevard or near Bernal Heights Park, and who rely on the bus to navigate the area’s sharp grades.\u003c/p>\n\u003cp>“That’s the trade-off,” said Jaime Viloria, outreach manager for advocacy group SF Transit Riders. “Do you just put all the resources on your core services with the most usage, or do you spread it around a little bit more? You make those choices about which communities get their transit and which ones don’t. That’s the difficult part of what the SFMTA has to do.”\u003c/p>\n\u003cp>As SFMTA looks to strike that balance, Jones said that for the most part, the agency has moved away from using schedules to measure the reliability of its service, especially for its busier trains and buses.\u003c/p>\n\u003cp>Since the pandemic, about half of all city transit switched from tracking specific departure times to what transit agencies call “headway management” — a frequency-based system that prioritizes even space between buses, instead of keeping them on a schedule.\u003c/p>\n\u003cfigure id=\"attachment_12073740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni driver Hannibal Thompson is reflected in a rearview mirror as he operates the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. The route is among those with the most persistent delays, according to Muni performance data. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea is to create fewer gaps in service between buses and to avoid having buses bunch up at a stop at the same time, leaving future riders stranded. Passengers on high-volume lines should expect buses and trains to come at regular intervals, instead of at fixed times.\u003c/p>\n\u003cp>According to the SFMTA, the agency averages an 85% to 87% headway adherence rate. Data for January 2026, the most recent made available to KQED, shows that the 38R-Geary, the 28R-19th Avenue and the 14R-Mission — all Rapid routes that served a combined 54,100 riders daily in December 2025 — averaged higher than 90% adherence to their headway targets.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Headway Adherence by Route, January 2026\" aria-label=\"Table\" id=\"datawrapper-chart-a91bS\" src=\"https://datawrapper.dwcdn.net/a91bS/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"483\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>By comparison, SFMTA’s lower-volume Muni buses, such as the 67, still run on the old schedule system. Collectively, only 56% of those buses departed on time between October 2024 and October 2025.\u003c/p>\n\u003cp>The agency acknowledged that headway data is not included on the city’s public transit performance dashboard and that Muni’s “percentage of trips with service gaps” \u003ca href=\"https://www.sfgov.org/scorecards/transportation/service-gaps\">data\u003c/a>, which formerly tracked headway arrivals, has not been published \u003ca href=\"https://www.sfmta.com/reports/percentage-muni-trips-service-gaps-archived-metric\">publicly\u003c/a> since 2021.\u003c/p>\n\u003cp>Agency spokesperson Michael Roccaforte noted that SFMTA has other ways of sharing its results — including reporting to the Board of Directors and other public meetings.\u003c/p>\n\u003cp>While SFMTA and city leaders are committed to avoiding service cuts, officials face a funding quagmire that’s growing each year. Although \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">Gov. Gavin Newsom authorized a $590 million bridge loan\u003c/a> to Bay Area transit agencies in early February, that money will be split between the region’s operators — and is only a stopgap before the coming fiscal cliff.\u003c/p>\n\u003cfigure id=\"attachment_12073739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mano Ram, a Belmont resident, stands beneath a 67 Bernal Heights bus shelter near the Alemany Apartments in Bernal Heights, San Francisco, on Feb. 18, 2026. Ram commutes by transit from Belmont to his job as a security guard at the Alemany Apartments. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State officials have pushed for a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transit tax\u003c/a> to fund the Bay Area’s largest transit agencies — BART, Caltrain, Muni and AC Transit. The measure proposes a 1% sales tax increase in San Francisco and a 0.5% increase in Alameda, San Mateo, Contra Costa and Santa Clara counties. SFMTA is expected to see about $155 million in revenue from that tax each year.\u003c/p>\n\u003cp>And in November, San Francisco residents will vote on a parcel tax to shore up SFMTA funding, which is expected to generate more than \u003ca href=\"https://www.sfmta.com/tl/media/44175/download?inline\">$180 million\u003c/a> yearly to address the deficit.\u003c/p>\n\u003cp>If passed, the stabilizing effects of these measures would ripple across the Bay Area for some transit riders.\u003c/p>\n\u003cp>Mano Ram is the area director for security at the Alemany Apartments public housing complex. To reach his home in Belmont, he rides the 67 to 24th Street BART, which connects him to Caltrain through Millbrae. Sometimes, delays leave him stranded for 45 minutes to over an hour, resulting in a two-hour commute to travel 20 miles.\u003c/p>\n\u003cp>Still, he said, without the bus, “I would be stuck. I would have to rent a car.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Maria Castillo huddled under her umbrella on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cortland Street as she waited for her bus in the frigid rain.\u003c/p>\n\u003cp>“It’s so cold right now,” the 56-year-old told KQED in Spanish earlier this month, drawing her two-wheeled cart full of cleaning supplies close. “I’m dealing with a lot of cold.”\u003c/p>\n\u003cp>Castillo, who lives in the Bayview neighborhood, relies on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a>’s 67-Bernal Heights route to reach her house cleaning job by Precita Park. She often sees familiar faces on the squat, 30-foot bus, which snakes up and around Bernal Heights Park and down to the 24th Street Mission BART station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The friendliness of the passengers and drivers usually makes for a calm morning commute. But on days like these, she’s frustrated when the bus keeps her waiting.\u003c/p>\n\u003cp>“The only problem is the delay,” Castillo said. “Sometimes half an hour passes.”\u003c/p>\n\u003cp>Castillo’s experience on the 67 bus — a hilly loop that takes just 25 minutes to complete and serves public housing on Ellsworth Street as well as the Alemany Farmer’s Market — is not out of the ordinary. The route is the most likely to be delayed, with 1 in 5 buses departing “very late,” according to the San Francisco Municipal Transportation Agency’s on-time performance dashboard.\u003c/p>\n\u003cfigure id=\"attachment_12073742\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073742\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Maria Castillo rides aboard the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In fact, only 40% of the route’s buses were on time between October 2024 and October 2025, according to the dashboard. That’s a far cry from the 85% goal set by a voter mandate in 1999 with \u003ca href=\"https://www.spur.org/publications/voter-guide/2007-11-01/proposition-muni-reform\">Proposition E\u003c/a>, which created SFMTA.\u003c/p>\n\u003cp>“I noticed there’s a gap between pickups,” said Gil Diaz, 42, who catches the bus from the same corner as Castillo to connect to 24th Street BART as part of his morning commute. “If I miss one bus, I could be waiting 20–30 minutes for the next one, maybe longer. I get that anxiety like, oh, every minute is counting, because it’s going to affect the next bus.”\u003c/p>\n\u003cp>The SFMTA attributed the delays to the sharp turns and treacherously tight streets that the 67 navigates as it inches along Bernal Heights Boulevard. More slowdowns come from traffic around 24th Street. The agency denied that operator shortages or vehicle availability were responsible for service issues.\u003c/p>\n\u003cp>“We’re always trying to improve,” said Brent Jones, SFMTA’s director of transit. “People should know that we are always working to expand our service, to make it efficient. Even at times where we have budgetary constraints, we are already thinking about what building back better looks like.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Those looming budget cuts threaten to make waits for the 67 \u003ca href=\"https://www.sfmta.com/project-updates/approaches-possible-muni-service-cuts\">longer\u003c/a> or eliminate the route entirely. Because of exhausted state and federal funding, rising costs, and lower fare and parking revenue, the agency faces a $322 million budget deficit beginning in July, one that will continue to grow over the next five years.\u003c/p>\n\u003cp>In addition to a wide range of street safety, maintenance and staff reductions, SFMTA said it will be forced to reduce Muni service if that budget gap isn’t plugged.\u003c/p>\n\u003cp>The agency’s worst-case scenario includes suspending up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_November_13_Meeting_Slides_-_Service_Cuts_Options.pdf\">12 low-ridership routes\u003c/a> without parallel service in hilly neighborhoods of the city, including the 67. While the route serves a modest \u003ca href=\"https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present\">800 \u003c/a>daily riders, they represent a diverse swath of residents — many of whom live on the steep streets above Alemany Boulevard or near Bernal Heights Park, and who rely on the bus to navigate the area’s sharp grades.\u003c/p>\n\u003cp>“That’s the trade-off,” said Jaime Viloria, outreach manager for advocacy group SF Transit Riders. “Do you just put all the resources on your core services with the most usage, or do you spread it around a little bit more? You make those choices about which communities get their transit and which ones don’t. That’s the difficult part of what the SFMTA has to do.”\u003c/p>\n\u003cp>As SFMTA looks to strike that balance, Jones said that for the most part, the agency has moved away from using schedules to measure the reliability of its service, especially for its busier trains and buses.\u003c/p>\n\u003cp>Since the pandemic, about half of all city transit switched from tracking specific departure times to what transit agencies call “headway management” — a frequency-based system that prioritizes even space between buses, instead of keeping them on a schedule.\u003c/p>\n\u003cfigure id=\"attachment_12073740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni driver Hannibal Thompson is reflected in a rearview mirror as he operates the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. The route is among those with the most persistent delays, according to Muni performance data. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea is to create fewer gaps in service between buses and to avoid having buses bunch up at a stop at the same time, leaving future riders stranded. Passengers on high-volume lines should expect buses and trains to come at regular intervals, instead of at fixed times.\u003c/p>\n\u003cp>According to the SFMTA, the agency averages an 85% to 87% headway adherence rate. Data for January 2026, the most recent made available to KQED, shows that the 38R-Geary, the 28R-19th Avenue and the 14R-Mission — all Rapid routes that served a combined 54,100 riders daily in December 2025 — averaged higher than 90% adherence to their headway targets.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Headway Adherence by Route, January 2026\" aria-label=\"Table\" id=\"datawrapper-chart-a91bS\" src=\"https://datawrapper.dwcdn.net/a91bS/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"483\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>By comparison, SFMTA’s lower-volume Muni buses, such as the 67, still run on the old schedule system. Collectively, only 56% of those buses departed on time between October 2024 and October 2025.\u003c/p>\n\u003cp>The agency acknowledged that headway data is not included on the city’s public transit performance dashboard and that Muni’s “percentage of trips with service gaps” \u003ca href=\"https://www.sfgov.org/scorecards/transportation/service-gaps\">data\u003c/a>, which formerly tracked headway arrivals, has not been published \u003ca href=\"https://www.sfmta.com/reports/percentage-muni-trips-service-gaps-archived-metric\">publicly\u003c/a> since 2021.\u003c/p>\n\u003cp>Agency spokesperson Michael Roccaforte noted that SFMTA has other ways of sharing its results — including reporting to the Board of Directors and other public meetings.\u003c/p>\n\u003cp>While SFMTA and city leaders are committed to avoiding service cuts, officials face a funding quagmire that’s growing each year. Although \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">Gov. Gavin Newsom authorized a $590 million bridge loan\u003c/a> to Bay Area transit agencies in early February, that money will be split between the region’s operators — and is only a stopgap before the coming fiscal cliff.\u003c/p>\n\u003cfigure id=\"attachment_12073739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mano Ram, a Belmont resident, stands beneath a 67 Bernal Heights bus shelter near the Alemany Apartments in Bernal Heights, San Francisco, on Feb. 18, 2026. Ram commutes by transit from Belmont to his job as a security guard at the Alemany Apartments. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State officials have pushed for a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transit tax\u003c/a> to fund the Bay Area’s largest transit agencies — BART, Caltrain, Muni and AC Transit. The measure proposes a 1% sales tax increase in San Francisco and a 0.5% increase in Alameda, San Mateo, Contra Costa and Santa Clara counties. SFMTA is expected to see about $155 million in revenue from that tax each year.\u003c/p>\n\u003cp>And in November, San Francisco residents will vote on a parcel tax to shore up SFMTA funding, which is expected to generate more than \u003ca href=\"https://www.sfmta.com/tl/media/44175/download?inline\">$180 million\u003c/a> yearly to address the deficit.\u003c/p>\n\u003cp>If passed, the stabilizing effects of these measures would ripple across the Bay Area for some transit riders.\u003c/p>\n\u003cp>Mano Ram is the area director for security at the Alemany Apartments public housing complex. To reach his home in Belmont, he rides the 67 to 24th Street BART, which connects him to Caltrain through Millbrae. Sometimes, delays leave him stranded for 45 minutes to over an hour, resulting in a two-hour commute to travel 20 miles.\u003c/p>\n\u003cp>Still, he said, without the bus, “I would be stuck. I would have to rent a car.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
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"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"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.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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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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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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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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"source": "NPR"
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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": {
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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": {
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"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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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"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": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"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"
},
"link": "/radio/program/masters-of-scale",
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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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