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"content": "\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n",
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"innerHTML": "\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n",
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"innerHTML": "\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n",
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"innerHTML": "\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n",
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"\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n"
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"innerHTML": "\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n",
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"\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n"
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"innerHTML": "\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\"/>\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks.\u003ccite class=\"wp-inline-image-credit\"> (Courtesy of SPUR)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n",
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"\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n",
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"\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n",
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"innerHTML": "\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n",
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"\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Nina Glick/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n",
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"\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n",
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"\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n"
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"innerHTML": "\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n",
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"\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n",
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"\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n",
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"\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n",
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"\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\"/>\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025.\u003ccite class=\"wp-inline-image-credit\"> (Smith Collection/Gado via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n",
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"innerHTML": "\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Traffic delays at some of the worst freeway bottlenecks in the Bay Area would more than double if voters reject \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">two separate\u003c/a> \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">tax measures\u003c/a> intended to fund public transit agencies this November, according to a new research brief published Tuesday by the San Francisco Bay Area Planning and Urban Research Association, or SPUR, a nonpartisan, nonprofit public policy think tank. \u003c/p>\n\n\n\n\u003cp>The report found that while Bay Bridge drivers currently face average delays of 30 minutes during morning and afternoon rush hour, slowdowns would extend to 63 minutes in the morning and 73 minutes in the afternoon. \u003c/p>\n\n\n\n\u003cp>Average afternoon delays at the Caldecott Tunnel on State Route 4 would triple from 13 minutes to 40 minutes, according to the report. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg\" alt=\"\" class=\"wp-image-12100725\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-02-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Traffic delays at problem areas would more than double if public transit agencies cut service, according to a forecast by SPUR. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“This really paints a picture of how much worse life is going to get for people living in the Bay Area without transit,” said Laura Tolkoff, transportation policy director at SPUR.\u003c/p>\n\n\n\n\u003cp>BART, AC Transit, Muni and Caltrain — which represent 80% of all public transit ridership in the Bay Area, according to SPUR — are facing massive budget deficits driven by pandemic-era drops in ridership and revenue. \u003c/p>\n\n\n\n\u003cp>The agencies plan to make deep service cuts to reduce those deficits, unless voters in five Bay Area counties approve this year’s Regional Transit Measure (RTM). Muni also plans to cut service if San Francisco voters reject a separate parcel tax funding measure, Proposition H, specific to that agency. \u003c/p>\n\n\n\n\n\n\u003cp>BART has said it would close up to 15 stations, and Caltrain has said it would close 10 stations, among other cuts, if the regional transit measure fails. \u003c/p>\n\n\n\n\u003cp>MUNI plans to eliminate 20 routes, among other cuts, if either Proposition H, a proposed San Francisco-specific parcel tax, or the regional tax measure fails. \u003c/p>\n\n\n\n\u003cp>SPUR projected that BART and Caltrain would close their lowest-ridership stations, as the agencies haven’t yet specified which stations they would close.\u003c/p>\n\n\n\n\u003cp>AC Transit has also proposed service cuts, but SPUR’s forecast doesn’t address these impacts in detail, as the agency had not adopted its reduced service plans by the time SPUR’s analysis started, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>SPUR hired Jacobs, an engineering and infrastructure consulting firm, to conduct the analysis, which used public transit ridership, boarding data and traffic volume statistics from September and October 2025. \u003c/p>\n\n\n\n\u003cp>The report considered short-term traffic impacts at eight of the Bay Area’s worst traffic hotspots: the Bay Bridge, I-580, I-880, I-680, State Route 24 at the Caldecott Tunnel, State Route 4 and U.S. 101 in South San Francisco and Burlingame. \u003c/p>\n\n\n\n\u003cp>East Bay drivers will be particularly impacted, as they potentially traverse multiple worsened bottlenecks, according to Tolkoff.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg\" alt=\"\" class=\"wp-image-12100724\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/TransitCuts-01-KQED-1536x862.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">The research forecast traffic delays at eight of the Bay Area’s worst freeway bottlenecks. (Courtesy of SPUR)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“ The impacts are going to compound for people who have to make longer multi-county regional trips, as well as to transit riders who are going to be hit hardest and first,” she said. \u003c/p>\n\n\n\n\u003cp>The report also quantifies the economic, environmental and quality of life impacts that service cuts would have on the Bay Area.\u003c/p>\n\n\n\n\u003cp>The 430,000 people who live within one mile of a BART or Caltrain station that is expected to close would lose the benefit of easy access to public transit, according to the report. Muni routes proposed for elimination would affect over 27,000 people each weekday; service frequency reductions would affect over 200,000 people. \u003c/p>\n\n\n\n\u003cp>Tolkoff said the cuts would also have a disproportionate impact on people with disabilities, who make 80,000 trips on the region’s four major public transit agencies every day, and around one-third of the Bay Area who cannot or do not drive, to move around the region. \u003c/p>\n\n\n\n\u003cp>“ Transit is really key to their independence and ability to have a full life,” she said.\u003c/p>\n\n\n\n\u003cp>The report makes the case that paying the sales tax associated with the RTM would be a better deal for transit riders than the increased costs service cuts would bring.\u003c/p>\n\n\n\n\u003cp>If voters pass the RTM, it would institute a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, generating around $1 billion annually to fund operations and improvements and averting service cuts. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The report estimated taxpayers would spend $82 a year on a half-cent sales tax, whereas transit riders who switch to driving would pay an additional $3,280 per year for increased transportation costs, such as fuel, tolls and parking. \u003c/p>\n\n\n\n\u003cp>“ It’s very clear that this is going to push a lot of people over the edge when you think about how transportation is the second largest household expense, second only to housing,” Tolkoff said.\u003c/p>\n\n\n\n\u003cp>A recent \u003ca href=\"https://www.kqed.org/news/12100014/muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows\">report\u003c/a> by San Francisco’s Office of the Controller on Proposition H estimated Muni service cuts would cause a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes.\u003c/p>\n\n\n\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12090212/opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november\">Committee for Affordable Bay Area Transit\u003c/a>, a campaign launched by the Contra Costa Taxpayers Association, is opposed to the RTM. The group has argued that transit agencies should leverage existing funding, including reallocating money from capital projects, to reduce their budget deficits. \u003c/p>\n\n\n\n\u003cp>The Committee has said transit agencies could increase efficiencies, reduce pay for some of their highest-paid employees and cease construction on mega-projects to fund operations.\u003c/p>\n\n\n\n\u003cp>Connect Bay Area, the campaign in favor of the regional sales tax measure — which is supported by a broad coalition of labor, business and local leaders — has described the opposition campaign’s arguments as “not grounded in reality.”\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"1980\" height=\"1320\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg\" alt=\"\" class=\"wp-image-12100387\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/GettyImages-2246577688-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\" />\u003cfigcaption class=\"wp-element-caption\">Close-up of logo for AC Transit on a bus, Emeryville, California, Nov. 12, 2025. (Smith Collection/Gado via Getty Images)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>SPUR is a sponsor of the RTM and gave input on San Francisco’s Proposition H as a member of the city’s Muni Funding Working Group.\u003c/p>\n\n\n\n\u003cp>In 2024, 8% of Bay Area commuters took public transit on a typical workday, while 69% drove, according to the Metropolitan Transportation Commission. \u003c/p>\n\n\n\n\u003cp>The report showed that although public transit riders aren’t a sizable part of the population, public transit makes a big difference on the Bay Area’s quality of life, Tolkoff said. \u003c/p>\n\n\n\n\u003cp>“Even if you don’t ride transit every day, your life is better because there is transit in the Bay Area,” she said.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "muni-cuts-to-cost-san-francisco-labor-market-up-to-48-million-annually-report-shows",
"title": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows",
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"headTitle": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows | KQED",
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"content": "\n\u003cp>As San Francisco voters weigh in on a \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax\u003c/a> measure to fund Muni this November, a new economic impact report released Wednesday by San Francisco’s Office of the Controller projects the sweeping toll that massive service cuts to the city’s public transit agency will have. \u003c/p>\n\n\n\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n\n\n\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n\n\n\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n\n\n\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n\n\n\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n\n\n\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n\n\n\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n\n\n\n\n\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n\n\n\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n\n\n\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n\n\n\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n\n\n\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n\n\n\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n\n\n\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" 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-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n\n\n\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n\n\n\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n\n\n\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on 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> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n\n\n\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n",
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"innerHTML": "\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n",
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"\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n"
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"innerHTML": "\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n",
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"\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n",
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"\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n"
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"innerHTML": "\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n",
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"\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n"
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"innerHTML": "\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n",
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"\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n",
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"\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n",
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"\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n",
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"\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n"
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"innerHTML": "\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n",
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"\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n"
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"innerHTML": "\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n",
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"\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n",
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"\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" />\u003cfigcaption class=\"wp-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026.\u003ccite class=\"wp-inline-image-credit\"> (Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n"
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"innerHTML": "\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n",
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"\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n",
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"\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n"
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"innerHTML": "\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on 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> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n",
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"\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on 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> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n"
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"innerHTML": "\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n",
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"excerpt": "The findings project fallout related to Proposition H, a proposed parcel tax meant to fund the transit agency.",
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"title": "Muni Cuts to Cost San Francisco Labor Market Up to $48 Million Annually, Report Shows | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>As San Francisco voters weigh in on a \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax\u003c/a> measure to fund Muni this November, a new economic impact report released Wednesday by San Francisco’s Office of the Controller projects the sweeping toll that massive service cuts to the city’s public transit agency will have. \u003c/p>\n\n\n\n\u003cp>“This analysis suggests that the potential service cuts would be far worse for the local economy than the parcel tax,” the report states. “They would make it more expensive for employers to create jobs in the city, make workers less productive, and consume residents’ leisure time, hurting their quality of life.” \u003c/p>\n\n\n\n\u003cp>If passed, Proposition H would generate an estimated $184 million annually for Muni — which faces the largest budget deficit in its history — through an annual tax on residential, nonresidential and mixed-use property owners based on the square footage of their property over the next 15 years.\u003c/p>\n\n\n\n\u003cp>If voters reject Proposition H, the agency warns it will be forced to reduce service frequencies by up to 50% while suspending less popular routes and its historic trains and cable cars. \u003c/p>\n\n\n\n\u003cp>Given the dire financial outlook, the city’s analysis treated reduced Muni service as a baseline scenario, and Proposition H’s passage as an alternative scenario. Both the proposed tax and the service cuts that would occur if voters do not approve the tax would affect the city’s economy in a number of ways, according to the report.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg\" alt=\"\" class=\"wp-image-12075355\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFILE00411_TV-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">Passengers exit a Muni train at West Portal Station in San Francisco on March 3, 2026. (Tâm Vũ/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The findings state that reduced Muni service would result in a “poorer-performing” transportation system. The Office of the Controller estimated a labor market impact between $30 million and $48 million annually, due to workers dealing with delayed commutes. \u003c/p>\n\n\n\n\u003cp>“San Francisco’s extremely high labor productivity is partly a function of the number of people who can access jobs here,” the report states. “When slower commuting reduces that number, overall productivity is affected.” \u003c/p>\n\n\n\n\u003cp>Nonwork trip delays would result in a decline in the amenity value — a measure of the quality-of-life benefits a resource provides to those living in San Francisco — by $118 million to $197 million per year, according to the report.\u003c/p>\n\n\n\n\u003cp>Property values will take a hit in either scenario: The report estimates that Muni service cuts would reduce residential property values by as much as 0.9%, or around $14,100 on average, given current housing prices, as a reduction in transportation accessibility can reduce property values. \u003c/p>\n\n\n\n\n\n\u003cp>Nonresidential properties, such as offices, retail buildings and hotels, will be more impacted, suffering up to a 1.2% drop in property values on average across the city, according to the report.\u003c/p>\n\n\n\n\u003cp>The city makes the case that the tax is a better deal for residential property owners, driving down property values by less than service cuts would, at 0.2% on average over the 15-year life of the tax.\u003c/p>\n\n\n\n\u003cp>The report says the reverse is true for nonresidential property owners who will see a bigger drop in property values over the life of the tax — as much as 1.9% — than they would with service cuts because they bear a higher percentage of the parcel tax’s burden. \u003c/p>\n\n\n\n\u003cp>About 25% of the tax would be paid by residential property owners, while the remaining 75% would be paid by nonresidential property owners, the report says. \u003c/p>\n\n\n\n\u003cp>Under the tax, most single-family homeowners would pay $129, with added fees for homes that exceed 3,000 square feet. Base rates for multi-family parcels start at $249; nonresidential and mixed-use parcels start at $799, with additional tax levied if parcels exceed a base square footage.\u003c/p>\n\n\n\n\u003cp>Taking into account all the variables — including the cost of the tax to property owners, preventing travel-time delays for businesses and residents, and impacts to the local economy and labor market — the net economic impact from the passage of the parcel tax is positive, according to the report. In a high-end economic impact scenario, the tax would create over 1,400 jobs and grow the city’s gross domestic product by about $400 million on average over the next 15 years. \u003c/p>\n\n\n\n\u003cp>Proposition H is supported by San Francisco Mayor Daniel Lurie, Speaker Emerita Nancy Pelosi, as well as the San Francisco Chamber of Commerce and Labor Council.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1334\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" class=\"wp-image-12089405\" 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-element-caption\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. (Martin do Nascimento/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>“Safe, affordable, reliable transit gets our kids to school, people to work, and our seniors to the grocery store,” Lurie said in a statement. “As we make critical investments in Muni, we will continue to make it more accountable and more reliable so we can serve every San Franciscan.”\u003c/p>\n\n\n\n\u003cp>The measure is opposed by the San Francisco Republican Party, which argues the measure writes a blank check to the city’s Municipal Transit Agency but does not require the SFMTA, which runs Muni, to cut costs, hit efficiency targets or act on recommendations from a mandated efficiency review. The party argued the tax is unfair because it is based on square footage, not property values, and owners of rent-controlled units can pass 50% of the tax onto their tenants.\u003c/p>\n\n\n\n\u003cp>The measure will need a simple majority to pass this November. \u003c/p>\n\n\n\n\u003cp>The passage of Proposition H would not completely resolve Muni’s budget deficit. The agency is also banking on 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> that is set to go before voters in five Bay Area counties this November to prevent service cuts. Regional Measure RTM would establish a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a 1-cent sales tax in San Francisco, to generate around $1 billion annually over 14 years to fund operations at major Bay Area transit agencies including Muni. \u003c/p>\n\n\n\n\u003cp>The report by San Francisco’s Office of the Controller did not address the economic impact of Regional Measure RTM.\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\n\u003cp>We’ve all been there — running down the sidewalk as the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a> bus pulls to a stop just across the street. \u003c/p>\n\n\n\n\u003cp>But recently, some \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> riders have complained that as they weigh whether to break a sweat trying to catch a ride, they aren’t able to tell what line they’re rushing toward.\u003c/p>\n\n\n\n\u003cp>“When you’re picking up a bus on Market [Street], and 20 people are waiting for 5 different buses … ‘Which bus is this’ is the hot topic of conversation,” one Reddit user wrote.\u003c/p>\n\n\n\n\u003cp>In August, buses’ front signs started to alternate displays of “Fare Required” with the usual line information and destination, which San Francisco Municipal Transit Agency spokesperson Erica Kato said is part of the agency’s “Fares For Our Future” campaign, aimed at increasing payment compliance as Muni weathers major funding shortfalls.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Some commuters, however, have said that the change has inadvertently led them to board the wrong bus in recent weeks — without the classic orange-LED line numbers plastered on their headsigns.\u003c/p>\n\n\n\n\u003cp>Others said that some of the signs have a different message, reading “Mask Required,” though that variation is likely an accidental holdover from COVID-era policies on some onboard computers.\u003c/p>\n\n\n\n\u003cp>To improve compliance, Muni said it’s hiring additional fare inspectors to issue fines to those who don’t pay and increasing awareness of discounts for seniors, youth and low-income riders. The agency will also continue to modernize its payment collection methods and require SFMTA employees to tap agency-issued Clipper cards instead of showing their staff badges as proof of payment. \u003c/p>\n\n\n\n\n\n\u003cp>“We consistently hear from the public that many people are frustrated when they see other people not paying for their rides,” SFMTA said in a statement last month. “Designed in part to address that feedback, Fares for Our Future includes a comprehensive package of 100-day and 6 month+ actions. We care about the future of Muni and know you do as well.”\u003c/p>\n\n\n\n\u003cp>Kato said the message is displayed on a changeable sign, and only flashes “Fare Required” for a few seconds before returning to the line and destination name.\u003c/p>\n\n\n\n\u003cp>The headsign message is expected to continue through late November, just after San Franciscans cast their votes on a proposed \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax to fund Muni\u003c/a>, which the agency has said is necessary to keep buses running. \u003c/p>\n\n\n\n\u003cp>While some riders have been confused or frustrated by the change, others think the messages are a worthy reminder.\u003c/p>\n\n\n\n\u003cp>Regardless, most seem pretty aligned on one thing: “There’s no good reason not to have the route number static on the screen 100% of the time,” Redditor Erik_em wrote.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“We consistently hear from the public that many people are frustrated when they see other people not paying for their rides,” SFMTA said in a statement last month. “Designed in part to address that feedback, Fares for Our Future includes a comprehensive package of 100-day and 6 month+ actions. We care about the future of Muni and know you do as well.”\u003c/p>\n",
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"innerHTML": "\n\u003cp>Regardless, most seem pretty aligned on one thing: “There’s no good reason not to have the route number static on the screen 100% of the time,” Redditor Erik_em wrote.\u003c/p>\n",
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"excerpt": "Some San Francisco commuters have complained about the new flashing LED announcement on bus signs. Here’s the reason behind the campaign. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>We’ve all been there — running down the sidewalk as the \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a> bus pulls to a stop just across the street. \u003c/p>\n\n\n\n\u003cp>But recently, some \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> riders have complained that as they weigh whether to break a sweat trying to catch a ride, they aren’t able to tell what line they’re rushing toward.\u003c/p>\n\n\n\n\u003cp>“When you’re picking up a bus on Market [Street], and 20 people are waiting for 5 different buses … ‘Which bus is this’ is the hot topic of conversation,” one Reddit user wrote.\u003c/p>\n\n\n\n\u003cp>In August, buses’ front signs started to alternate displays of “Fare Required” with the usual line information and destination, which San Francisco Municipal Transit Agency spokesperson Erica Kato said is part of the agency’s “Fares For Our Future” campaign, aimed at increasing payment compliance as Muni weathers major funding shortfalls.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1333\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg\" alt=\"\" class=\"wp-image-12099241\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/09/260911-FareRequired-NG-11-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\" />\u003cfigcaption class=\"wp-element-caption\">A Muni bus marquee says “Fare Required” in San Francisco’s Outer Richmond neighborhood on Sept. 11, 2026. (Nina Glick/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>Some commuters, however, have said that the change has inadvertently led them to board the wrong bus in recent weeks — without the classic orange-LED line numbers plastered on their headsigns.\u003c/p>\n\n\n\n\u003cp>Others said that some of the signs have a different message, reading “Mask Required,” though that variation is likely an accidental holdover from COVID-era policies on some onboard computers.\u003c/p>\n\n\n\n\u003cp>To improve compliance, Muni said it’s hiring additional fare inspectors to issue fines to those who don’t pay and increasing awareness of discounts for seniors, youth and low-income riders. The agency will also continue to modernize its payment collection methods and require SFMTA employees to tap agency-issued Clipper cards instead of showing their staff badges as proof of payment. \u003c/p>\n\n\n\n\n\n\u003cp>“We consistently hear from the public that many people are frustrated when they see other people not paying for their rides,” SFMTA said in a statement last month. “Designed in part to address that feedback, Fares for Our Future includes a comprehensive package of 100-day and 6 month+ actions. We care about the future of Muni and know you do as well.”\u003c/p>\n\n\n\n\u003cp>Kato said the message is displayed on a changeable sign, and only flashes “Fare Required” for a few seconds before returning to the line and destination name.\u003c/p>\n\n\n\n\u003cp>The headsign message is expected to continue through late November, just after San Franciscans cast their votes on a proposed \u003ca href=\"https://www.kqed.org/news/12087755/san-francisco-voters-will-vote-on-munis-future-in-november\">parcel tax to fund Muni\u003c/a>, which the agency has said is necessary to keep buses running. \u003c/p>\n\n\n\n\u003cp>While some riders have been confused or frustrated by the change, others think the messages are a worthy reminder.\u003c/p>\n\n\n\n\u003cp>Regardless, most seem pretty aligned on one thing: “There’s no good reason not to have the route number static on the screen 100% of the time,” Redditor Erik_em wrote.\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-francisco-uses-new-speed-limit-law-to-help-kids-get-to-school-safely",
"title": "San Francisco Uses New Speed Limit Law to Help Kids Get to School Safely",
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"headTitle": "San Francisco Uses New Speed Limit Law to Help Kids Get to School Safely | KQED",
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"content": "\u003cp>Public school will be back in session in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> in a few days — and city leaders are introducing several strategies to make sure students get to class safely.\u003c/p>\n\n\n\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n\n\n\n\u003cp> “Street safety is public safety, and there’s really no higher priority than keeping our school children safe in the city,” SFMTA spokesperson Madhu Unnikrishnan said on Friday. Unnikrishnan joined other city officials at Leonard R. Flynn Elementary School to announce the news. \u003c/p>\n\n\n\n\u003cp>Flynn Elementary, which sits on the border of the city’s Mission District, is among the first of San Francisco’s schools to see the speed limit on its surrounding streets reduced. The SFMTA said it is working to reduce speed limits at more than 230 public and private schools in the city by 2028.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg\" alt=\"\" class=\"wp-image-12095419\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Mayor Daniel Lurie outlines street safety initiatives ahead of the new school year in front of Leonard R. Flynn Elementary School on Aug. 14, 2026. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In addition to the new speed limit law, leaders touted other measures meant to make streets safer, including the SFMTA’s crossing guard program, automated speed safety camera program and infrastructure changes like intersection daylighting and high-visibility crosswalks.\u003c/p>\n\n\n\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The announcement comes as San Francisco continues its efforts to prevent traffic injuries and deaths in the city. Last year, Mayor Daniel Lurie launched the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-street-safety-executive-directive-in-major-step-to-improve-public-safety-in-san-francisco\">Street Safety executive directive\u003c/a>, which aimed to increase coordination between city departments involved in transportation.\u003c/p>\n\n\n\n\u003cp>The directive followed the city’s \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">Vision Zero initiative\u003c/a>, which aimed to reduce deaths to zero over a 10-year period. It ended in 2024, which marked the deadliest year for traffic collisions in the city since the initiative began, with 42 traffic fatalities on record.\u003c/p>\n\n\n\n\n\n\u003cp>So far this year, the city has recorded 17 traffic fatalities, including an \u003ca href=\"https://www.kqed.org/news/12095110/after-san-francisco-scooter-victim-identified-advocates-call-for-safer-market-street\">e-scooter rider\u003c/a> who was struck and killed last week by a driver on Market Street. A recent report by the SFMTA’s street safety committee \u003ca href=\"https://www.sfmta.com/media/45487/download?inline\">shows\u003c/a> that while all injury collisions overall are trending down, severe injury collisions are trending up. \u003c/p>\n\n\n\n\u003cp>Emberly Garibay, 11, a recent graduate of Flynn Elementary, lives nearby and has two siblings who still attend the school. She said that crossing Cesar Chavez Street’s four lanes of traffic to get to school can feel scary.\u003c/p>\n\n\n\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n\n\n\n\u003cp>Despite SFMTA’s structural budget deficit of over $300 million, the agency prioritized maintaining the same number of crossing guards as the previous year, according to Unnikrishnan. He said that the agency employs guards at 96 schools at about 174 corners around the city. \u003c/p>\n\n\n\n\u003cp>“I keep the kids safe, and the kids are really sweet, and they smile when they see me, and it makes me really happy,” said Luzmery Betancur, who said she has been a crossing guard for 15 years. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg\" alt=\"\" class=\"wp-image-12095420\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Crossing guards Luzmery Betancur and Jose Guillen help San Franciscans cross the street safely. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The time allotted for pedestrians to cross Cesar Chavez Street is about five seconds too short to get a large quantity of children across the street safely, according to Ryan Hazelton, director of the Mariposa Kids afterschool program at Flynn Elementary. Hazelton, who is also running for a seat on the San Francisco School Board, said the crossing guards play a crucial role in keeping them safe.\u003c/p>\n\n\n\n\u003cp>“ They provide us with that security envelope that we need, and the parents feel really confident in our ability to get the kids from school to our off-site location because we have those crossing guards,” Hazelton said. \u003c/p>\n\n\n\n\u003cp>San Francisco Police Department Chief Derrick Lew said the department plans to conduct “high visibility enforcement” around schools to make sure drivers are following speed limits. \u003c/p>\n\n\n\n\n\n\u003cp>“ There will be zero tolerance for dangerous driving,” Lew said. \u003c/p>\n\n\n\n\u003cp>Lew also said the department will be conducting enforcement for violations involving e-bikes and e-scooters near schools, after recent collisions in the city involving the devices caused fatal and serious injuries. \u003c/p>\n\n\n\n\u003cp>Christopher White, executive director of the San Francisco Bicycle Coalition, said he thought Lew was reacting to a perception that e-bikes and e-scooters were unsafe, but said that impression “really isn’t true.” \u003c/p>\n\n\n\n\u003cp>“ We need to be making it easier for people on e-bikes and e-scooters to get to school,” White said. “It’s important that we make sure that people are riding street-legal devices, but nonetheless, these are valid modes that aren’t a risk to people on the street.” \u003c/p>\n\n\n\n\u003cp>As nearly 50,000 public school students head back to school on Monday, San Francisco Unified School District Superintendent Maria Su is imploring drivers to slow down. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“ There will be children and students walking around the streets,” Su said. “So just have a little extra patience, give yourself a little extra time.”\u003c/p>\n\n",
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"innerHTML": "\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n",
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"\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n"
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"innerHTML": "\n\u003cp> “Street safety is public safety, and there’s really no higher priority than keeping our school children safe in the city,” SFMTA spokesperson Madhu Unnikrishnan said on Friday. Unnikrishnan joined other city officials at Leonard R. Flynn Elementary School to announce the news. \u003c/p>\n",
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"\n\u003cp> “Street safety is public safety, and there’s really no higher priority than keeping our school children safe in the city,” SFMTA spokesperson Madhu Unnikrishnan said on Friday. Unnikrishnan joined other city officials at Leonard R. Flynn Elementary School to announce the news. \u003c/p>\n"
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"innerHTML": "\n\u003cp>Flynn Elementary, which sits on the border of the city’s Mission District, is among the first of San Francisco’s schools to see the speed limit on its surrounding streets reduced. The SFMTA said it is working to reduce speed limits at more than 230 public and private schools in the city by 2028.\u003c/p>\n",
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"\n\u003cp>Flynn Elementary, which sits on the border of the city’s Mission District, is among the first of San Francisco’s schools to see the speed limit on its surrounding streets reduced. The SFMTA said it is working to reduce speed limits at more than 230 public and private schools in the city by 2028.\u003c/p>\n"
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"innerHTML": "\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg\" alt=\"\" class=\"wp-image-12095419\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-1536x1152.jpg 1536w\" sizes=\"(min-width: 992px) min(100vw, 1536px), (min-width: 768px) min(100vw, 1280px), min(100vw, 1020px)\" />\u003cfigcaption class=\"wp-element-caption\">Mayor Daniel Lurie outlines street safety initiatives ahead of the new school year in front of Leonard R. Flynn Elementary School on Aug. 14, 2026.\u003c/figcaption>\u003c/figure>\n",
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"innerHTML": "\n\u003cp>The announcement comes as San Francisco continues its efforts to prevent traffic injuries and deaths in the city. Last year, Mayor Daniel Lurie launched the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-street-safety-executive-directive-in-major-step-to-improve-public-safety-in-san-francisco\">Street Safety executive directive\u003c/a>, which aimed to increase coordination between city departments involved in transportation.\u003c/p>\n",
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"innerHTML": "\n\u003cp>The directive followed the city’s \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">Vision Zero initiative\u003c/a>, which aimed to reduce deaths to zero over a 10-year period. It ended in 2024, which marked the deadliest year for traffic collisions in the city since the initiative began, with 42 traffic fatalities on record.\u003c/p>\n",
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"\n\u003cp>The directive followed the city’s \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">Vision Zero initiative\u003c/a>, which aimed to reduce deaths to zero over a 10-year period. It ended in 2024, which marked the deadliest year for traffic collisions in the city since the initiative began, with 42 traffic fatalities on record.\u003c/p>\n"
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"innerHTML": "\n\u003cp>So far this year, the city has recorded 17 traffic fatalities, including an \u003ca href=\"https://www.kqed.org/news/12095110/after-san-francisco-scooter-victim-identified-advocates-call-for-safer-market-street\">e-scooter rider\u003c/a> who was struck and killed last week by a driver on Market Street. A recent report by the SFMTA’s street safety committee \u003ca href=\"https://www.sfmta.com/media/45487/download?inline\">shows\u003c/a> that while all injury collisions overall are trending down, severe injury collisions are trending up. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Emberly Garibay, 11, a recent graduate of Flynn Elementary, lives nearby and has two siblings who still attend the school. She said that crossing Cesar Chavez Street’s four lanes of traffic to get to school can feel scary.\u003c/p>\n",
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"innerHTML": "\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n",
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"\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n"
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"innerHTML": "\n\u003cp>Despite SFMTA’s structural budget deficit of over $300 million, the agency prioritized maintaining the same number of crossing guards as the previous year, according to Unnikrishnan. He said that the agency employs guards at 96 schools at about 174 corners around the city. \u003c/p>\n",
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"innerHTML": "\n\u003cp>The time allotted for pedestrians to cross Cesar Chavez Street is about five seconds too short to get a large quantity of children across the street safely, according to Ryan Hazelton, director of the Mariposa Kids afterschool program at Flynn Elementary. Hazelton, who is also running for a seat on the San Francisco School Board, said the crossing guards play a crucial role in keeping them safe.\u003c/p>\n",
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"\n\u003cp>The time allotted for pedestrians to cross Cesar Chavez Street is about five seconds too short to get a large quantity of children across the street safely, according to Ryan Hazelton, director of the Mariposa Kids afterschool program at Flynn Elementary. Hazelton, who is also running for a seat on the San Francisco School Board, said the crossing guards play a crucial role in keeping them safe.\u003c/p>\n"
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"innerHTML": "\n\u003cp>“ They provide us with that security envelope that we need, and the parents feel really confident in our ability to get the kids from school to our off-site location because we have those crossing guards,” Hazelton said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>San Francisco Police Department Chief Derrick Lew said the department plans to conduct “high visibility enforcement” around schools to make sure drivers are following speed limits. \u003c/p>\n",
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"innerHTML": "\n\u003cp>“ There will be zero tolerance for dangerous driving,” Lew said. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Lew also said the department will be conducting enforcement for violations involving e-bikes and e-scooters near schools, after recent collisions in the city involving the devices caused fatal and serious injuries. \u003c/p>\n",
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"innerHTML": "\n\u003cp>Christopher White, executive director of the San Francisco Bicycle Coalition, said he thought Lew was reacting to a perception that e-bikes and e-scooters were unsafe, but said that impression “really isn’t true.” \u003c/p>\n",
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"excerpt": "A new law lets the city reduce speed limits in school zones to 15 or 20 miles per hour, as public schools are set to resume instruction on Monday.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Public school will be back in session in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> in a few days — and city leaders are introducing several strategies to make sure students get to class safely.\u003c/p>\n\n\n\n\u003cp>The San Francisco Municipal Transportation Agency on Friday shared its plans to bolster safety for students’ commutes to school, including enforcing a 2025 state \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260AB382\">bill\u003c/a> that allows the agency to reduce the speed limit in school zones from 25 miles per hour to 15 or 20 when children are present.\u003c/p>\n\n\n\n\u003cp> “Street safety is public safety, and there’s really no higher priority than keeping our school children safe in the city,” SFMTA spokesperson Madhu Unnikrishnan said on Friday. Unnikrishnan joined other city officials at Leonard R. Flynn Elementary School to announce the news. \u003c/p>\n\n\n\n\u003cp>Flynn Elementary, which sits on the border of the city’s Mission District, is among the first of San Francisco’s schools to see the speed limit on its surrounding streets reduced. The SFMTA said it is working to reduce speed limits at more than 230 public and private schools in the city by 2028.\u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg\" alt=\"\" class=\"wp-image-12095419\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-02-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Mayor Daniel Lurie outlines street safety initiatives ahead of the new school year in front of Leonard R. Flynn Elementary School on Aug. 14, 2026. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>In addition to the new speed limit law, leaders touted other measures meant to make streets safer, including the SFMTA’s crossing guard program, automated speed safety camera program and infrastructure changes like intersection daylighting and high-visibility crosswalks.\u003c/p>\n\n\n\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The announcement comes as San Francisco continues its efforts to prevent traffic injuries and deaths in the city. Last year, Mayor Daniel Lurie launched the \u003ca href=\"https://www.sf.gov/news-mayor-lurie-signs-street-safety-executive-directive-in-major-step-to-improve-public-safety-in-san-francisco\">Street Safety executive directive\u003c/a>, which aimed to increase coordination between city departments involved in transportation.\u003c/p>\n\n\n\n\u003cp>The directive followed the city’s \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">Vision Zero initiative\u003c/a>, which aimed to reduce deaths to zero over a 10-year period. It ended in 2024, which marked the deadliest year for traffic collisions in the city since the initiative began, with 42 traffic fatalities on record.\u003c/p>\n\n\n\n\n\n\u003cp>So far this year, the city has recorded 17 traffic fatalities, including an \u003ca href=\"https://www.kqed.org/news/12095110/after-san-francisco-scooter-victim-identified-advocates-call-for-safer-market-street\">e-scooter rider\u003c/a> who was struck and killed last week by a driver on Market Street. A recent report by the SFMTA’s street safety committee \u003ca href=\"https://www.sfmta.com/media/45487/download?inline\">shows\u003c/a> that while all injury collisions overall are trending down, severe injury collisions are trending up. \u003c/p>\n\n\n\n\u003cp>Emberly Garibay, 11, a recent graduate of Flynn Elementary, lives nearby and has two siblings who still attend the school. She said that crossing Cesar Chavez Street’s four lanes of traffic to get to school can feel scary.\u003c/p>\n\n\n\n\u003cp>“ I don’t feel safe sometimes, because I feel like I’m going to get hit by a car, even when I’m with my family,” Garibay said. “ People are just going too fast, so I’m really excited that the speed limit is lowering.”\u003c/p>\n\n\n\n\u003cp>Despite SFMTA’s structural budget deficit of over $300 million, the agency prioritized maintaining the same number of crossing guards as the previous year, according to Unnikrishnan. He said that the agency employs guards at 96 schools at about 174 corners around the city. \u003c/p>\n\n\n\n\u003cp>“I keep the kids safe, and the kids are really sweet, and they smile when they see me, and it makes me really happy,” said Luzmery Betancur, who said she has been a crossing guard for 15 years. \u003c/p>\n\n\n\n\u003cfigure class=\"wp-block-image size-full\">\u003cimg loading=\"lazy\" decoding=\"async\" width=\"2000\" height=\"1500\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg\" alt=\"\" class=\"wp-image-12095420\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/08/260814-SF-Street-Safety-ADE-03-KQED-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-element-caption\">Crossing guards Luzmery Betancur and Jose Guillen help San Franciscans cross the street safely. (Azul Dahlstrom-Eckman/KQED)\u003c/figcaption>\u003c/figure>\n\n\n\n\u003cp>The time allotted for pedestrians to cross Cesar Chavez Street is about five seconds too short to get a large quantity of children across the street safely, according to Ryan Hazelton, director of the Mariposa Kids afterschool program at Flynn Elementary. Hazelton, who is also running for a seat on the San Francisco School Board, said the crossing guards play a crucial role in keeping them safe.\u003c/p>\n\n\n\n\u003cp>“ They provide us with that security envelope that we need, and the parents feel really confident in our ability to get the kids from school to our off-site location because we have those crossing guards,” Hazelton said. \u003c/p>\n\n\n\n\u003cp>San Francisco Police Department Chief Derrick Lew said the department plans to conduct “high visibility enforcement” around schools to make sure drivers are following speed limits. \u003c/p>\n\n\n\n\n\n\u003cp>“ There will be zero tolerance for dangerous driving,” Lew said. \u003c/p>\n\n\n\n\u003cp>Lew also said the department will be conducting enforcement for violations involving e-bikes and e-scooters near schools, after recent collisions in the city involving the devices caused fatal and serious injuries. \u003c/p>\n\n\n\n\u003cp>Christopher White, executive director of the San Francisco Bicycle Coalition, said he thought Lew was reacting to a perception that e-bikes and e-scooters were unsafe, but said that impression “really isn’t true.” \u003c/p>\n\n\n\n\u003cp>“ We need to be making it easier for people on e-bikes and e-scooters to get to school,” White said. “It’s important that we make sure that people are riding street-legal devices, but nonetheless, these are valid modes that aren’t a risk to people on the street.” \u003c/p>\n\n\n\n\u003cp>As nearly 50,000 public school students head back to school on Monday, San Francisco Unified School District Superintendent Maria Su is imploring drivers to slow down. \u003c/p>\n\n\n\n\u003cp>\u003c/p>\n\u003cp>“ There will be children and students walking around the streets,” Su said. “So just have a little extra patience, give yourself a little extra time.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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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>\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.\u003c/p>\u003c/div>",
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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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"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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"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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"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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"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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"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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"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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},
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"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
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},
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
"link": "/californiareport",
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},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"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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"order": 10
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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},
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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.",
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"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"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"title": "Forum",
"tagline": "The conversation starts here",
"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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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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},
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"id": "fresh-air",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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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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"source": "NPR"
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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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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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"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"
},
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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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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