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"content": "\u003cp>Coyotes have been showing up \u003ca href=\"https://www.kqed.org/news/11799871/bay-curious-coyotes\">just about everywhere\u003c/a> in San Francisco, both in places you might expect them, like \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1cistgk/an_unexpected_first_encounter_of_a_coyote_roaming/\">Golden Gate Park\u003c/a> and \u003ca href=\"https://presidio.gov/about/sustainability/coyotes-in-the-presidio\">the Presidio\u003c/a>, and places where the only natural reaction is a double-take, like \u003ca href=\"https://www.instagram.com/san_francisco_now_/reel/DDq2LxrMDkP/?locale=fr_FR&hl=da\">Chinatown’s Portsmouth Square\u003c/a>.\u003c/p>\n\u003cp>Now, a pair of the bold canids have been spotted in a place where none of their kind had been seen before: exploring a Muni subway tunnel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency interim chief Julie Kirschbaum told the SFMTA board of directors on Tuesday that two northbound coyotes were observed entering the Central Subway tunnel near Fourth and Bryant streets before dawn on Jan. 27.\u003c/p>\n\u003cp>“Our sweeper train spotted the coyotes as part of the safety preparation to open the subway” for daily service, Kirschbaum said. The train followed the coyotes for more than a mile, all the way to the end of the line at Chinatown’s Rose Pak station. Then, the question was how to get them out of the tunnel.\u003c/p>\n\u003cp>“We contacted Animal Control, but it was a little too early for them” — before 6 a.m. — Kirschbaum said.\u003c/p>\n\u003cp>[aside postID=news_12025781 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20231128-Muni-023-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The coyotes solved the problem themselves, heading back south past the Union Square and Yerba Buena stops and back out of the tunnel on Fourth Street.\u003c/p>\n\u003cp>It was a happy ending, Kirschbaum said, with Central Subway service opening for the day without delays.\u003c/p>\n\u003cp>San Francisco Animal Care and Control logs hundreds of reports of coyote encounters every year, ranging from simple sightings to \u003ca href=\"https://www.kqed.org/news/12006902/sf-pet-owners-on-edge-after-3-dogs-killed-by-coyotes-crissy-field\" target=\"_blank\" rel=\"noopener\">attacks on pets\u003c/a> and, rarely, \u003ca href=\"https://www.sfchronicle.com/bayarea/article/coyote-attack-san-francisco-botanical-garden-19550535.php\">humans\u003c/a>.\u003c/p>\n\u003cp>Animal care officials have estimated there are 100 coyotes living within the city limits, and UC Berkeley researchers, who analyzed a decade’s worth of city data, \u003ca href=\"https://besjournals.onlinelibrary.wiley.com/doi/full/10.1002/pan3.10549\">have found \u003c/a>that dogs were involved in 79% of San Francisco residents’ reports of conflicts with the wild canids.\u003c/p>\n\u003cp>Animal Care and Control has \u003ca href=\"https://www.sfanimalcare.org/living-with-urban-wildlife/coyote-sightings/\">published advice \u003c/a>for residents on how to handle coyote encounters — starting with the recommendation to walk away from the animals when you see them. The department also encourages residents \u003ca href=\"https://www.sfanimalcare.org/report-a-coyote-sighting/\">to report their coyote sightings\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "An early morning Muni crew encountered a pair of the wild canids exploring the Central Subway tunnel all the way to Chinatown last week, the SFMTA chief said.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Coyotes have been showing up \u003ca href=\"https://www.kqed.org/news/11799871/bay-curious-coyotes\">just about everywhere\u003c/a> in San Francisco, both in places you might expect them, like \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1cistgk/an_unexpected_first_encounter_of_a_coyote_roaming/\">Golden Gate Park\u003c/a> and \u003ca href=\"https://presidio.gov/about/sustainability/coyotes-in-the-presidio\">the Presidio\u003c/a>, and places where the only natural reaction is a double-take, like \u003ca href=\"https://www.instagram.com/san_francisco_now_/reel/DDq2LxrMDkP/?locale=fr_FR&hl=da\">Chinatown’s Portsmouth Square\u003c/a>.\u003c/p>\n\u003cp>Now, a pair of the bold canids have been spotted in a place where none of their kind had been seen before: exploring a Muni subway tunnel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency interim chief Julie Kirschbaum told the SFMTA board of directors on Tuesday that two northbound coyotes were observed entering the Central Subway tunnel near Fourth and Bryant streets before dawn on Jan. 27.\u003c/p>\n\u003cp>“Our sweeper train spotted the coyotes as part of the safety preparation to open the subway” for daily service, Kirschbaum said. The train followed the coyotes for more than a mile, all the way to the end of the line at Chinatown’s Rose Pak station. Then, the question was how to get them out of the tunnel.\u003c/p>\n\u003cp>“We contacted Animal Control, but it was a little too early for them” — before 6 a.m. — Kirschbaum said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The coyotes solved the problem themselves, heading back south past the Union Square and Yerba Buena stops and back out of the tunnel on Fourth Street.\u003c/p>\n\u003cp>It was a happy ending, Kirschbaum said, with Central Subway service opening for the day without delays.\u003c/p>\n\u003cp>San Francisco Animal Care and Control logs hundreds of reports of coyote encounters every year, ranging from simple sightings to \u003ca href=\"https://www.kqed.org/news/12006902/sf-pet-owners-on-edge-after-3-dogs-killed-by-coyotes-crissy-field\" target=\"_blank\" rel=\"noopener\">attacks on pets\u003c/a> and, rarely, \u003ca href=\"https://www.sfchronicle.com/bayarea/article/coyote-attack-san-francisco-botanical-garden-19550535.php\">humans\u003c/a>.\u003c/p>\n\u003cp>Animal care officials have estimated there are 100 coyotes living within the city limits, and UC Berkeley researchers, who analyzed a decade’s worth of city data, \u003ca href=\"https://besjournals.onlinelibrary.wiley.com/doi/full/10.1002/pan3.10549\">have found \u003c/a>that dogs were involved in 79% of San Francisco residents’ reports of conflicts with the wild canids.\u003c/p>\n\u003cp>Animal Care and Control has \u003ca href=\"https://www.sfanimalcare.org/living-with-urban-wildlife/coyote-sightings/\">published advice \u003c/a>for residents on how to handle coyote encounters — starting with the recommendation to walk away from the animals when you see them. The department also encourages residents \u003ca href=\"https://www.sfanimalcare.org/report-a-coyote-sighting/\">to report their coyote sightings\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The board that oversees San Francisco’s Muni transit system said it wants the agency to find ways other than \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">cutting bus and train service\u003c/a> to reduce the $50 million shortfall it faces in the coming fiscal year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> staff came to Tuesday’s board of directors meeting expecting a discussion of the proposed cuts. Instead, board members told them cuts would be a mistake that would harm riders in the short term, undermine the city’s effort to revitalize downtown and make it tougher to persuade voters to support planned ballot measures next year that would raise taxes to support transit.\u003c/p>\n\u003cp>Transit planners presented three scenarios for service reductions this summer that would trim the fiscal 2025–26 deficit by $15 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The options included suspending some of Muni’s lower ridership routes, reducing the frequency and operating hours of bus and train lines, or a hybrid scenario of line suspensions and frequency reductions coupled with increased service on the lines used most by transit-dependent riders.\u003c/p>\n\u003cp>Director Steve Heminger said that even though the proposals had been presented as choices, “the choices are ‘cut transit service, cut transit service and cut transit service.’ I think we need a couple of options that don’t involve cutting transit service.”\u003c/p>\n\u003cfigure id=\"attachment_12014596\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014596\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-800x556.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1536x1068.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1920x1335.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a San Francisco MUNI bus on March 7, 2007. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Heminger said the SFMTA should consider dipping into its $140 million reserve fund for the $15 million the agency would otherwise save through service cuts.\u003c/p>\n\u003cp>He also suggested the SFMTA look at other parts of the agency, which regulates parking and street-safety projects, among other activities, to find the other $35 million it needs to balance its budget next year.\u003c/p>\n\u003cp>The SFMTA has said its budget trouble is partly due to a continuing decline in parking revenue. The agency has already considered raising hourly parking rates, extending meter hours and charging more for residential parking permits — politically unpopular moves that have \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#s-f-just-ditched-a-plan-for-longer-parking-meter-hours-or-did-it\">drawn opposition\u003c/a> from members of the Board of Supervisors.\u003c/p>\n\u003cp>[aside postID=news_12024819 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/015_KQED_16thStreetStationOakland_02162022_qed-1-1020x680.jpg']\u003c/p>\n\u003cp>But Heminger said transit service cuts could be politically costly, too, as Muni joins with other Bay Area transit operators and officials to craft at least one ballot measure next year that would raise taxes to help pay for transit operating expenses and improve service regionwide.\u003c/p>\n\u003cp>“We’re going to need partners at the ballot box in the not-too-distant future,” Heminger said. “That’s for Muni as well as Caltrain and BART and everybody and their brother. … I would be very leery of reducing service in the face of that and perhaps provoking a reaction from the public that is not going to help us pass those measures.”\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s interim executive director, promised to come back to the board with alternatives to the Muni service cuts. She said that with future annual deficits \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">forecast to soar above $300 million\u003c/a>, virtually every aspect of the agency’s budget is already under scrutiny.\u003c/p>\n\u003cp>“We’re looking at every contract, we’re looking at all of our positions, we are looking at any capital projects that could potentially be deferred or redefined to bring you choices,” Kirschbaum said.\u003c/p>\n\u003cp>An initiative to collect more bus and train revenue by stepping up fare inspections has been successful and enabled Muni to meet this year’s budget targets, Kirschbaum said. She added that the SFMTA is bringing on 28 new parking control officers, already included in the current budget, and considering a range of new pricing and enforcement strategies to increase revenue.\u003c/p>\n\u003cp>“So we’re stretching everything to try to meet this challenge,” Kirschbaum said.\u003c/p>\n\u003cp>The SFMTA board will get its next look at budget proposals on Feb. 18. The transportation agency hopes to settle on a plan for budget reductions by the end of next month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The board that oversees San Francisco’s Muni transit system said it wants the agency to find ways other than \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">cutting bus and train service\u003c/a> to reduce the $50 million shortfall it faces in the coming fiscal year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> staff came to Tuesday’s board of directors meeting expecting a discussion of the proposed cuts. Instead, board members told them cuts would be a mistake that would harm riders in the short term, undermine the city’s effort to revitalize downtown and make it tougher to persuade voters to support planned ballot measures next year that would raise taxes to support transit.\u003c/p>\n\u003cp>Transit planners presented three scenarios for service reductions this summer that would trim the fiscal 2025–26 deficit by $15 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The options included suspending some of Muni’s lower ridership routes, reducing the frequency and operating hours of bus and train lines, or a hybrid scenario of line suspensions and frequency reductions coupled with increased service on the lines used most by transit-dependent riders.\u003c/p>\n\u003cp>Director Steve Heminger said that even though the proposals had been presented as choices, “the choices are ‘cut transit service, cut transit service and cut transit service.’ I think we need a couple of options that don’t involve cutting transit service.”\u003c/p>\n\u003cfigure id=\"attachment_12014596\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014596\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-800x556.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1536x1068.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1920x1335.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a San Francisco MUNI bus on March 7, 2007. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Heminger said the SFMTA should consider dipping into its $140 million reserve fund for the $15 million the agency would otherwise save through service cuts.\u003c/p>\n\u003cp>He also suggested the SFMTA look at other parts of the agency, which regulates parking and street-safety projects, among other activities, to find the other $35 million it needs to balance its budget next year.\u003c/p>\n\u003cp>The SFMTA has said its budget trouble is partly due to a continuing decline in parking revenue. The agency has already considered raising hourly parking rates, extending meter hours and charging more for residential parking permits — politically unpopular moves that have \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#s-f-just-ditched-a-plan-for-longer-parking-meter-hours-or-did-it\">drawn opposition\u003c/a> from members of the Board of Supervisors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But Heminger said transit service cuts could be politically costly, too, as Muni joins with other Bay Area transit operators and officials to craft at least one ballot measure next year that would raise taxes to help pay for transit operating expenses and improve service regionwide.\u003c/p>\n\u003cp>“We’re going to need partners at the ballot box in the not-too-distant future,” Heminger said. “That’s for Muni as well as Caltrain and BART and everybody and their brother. … I would be very leery of reducing service in the face of that and perhaps provoking a reaction from the public that is not going to help us pass those measures.”\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s interim executive director, promised to come back to the board with alternatives to the Muni service cuts. She said that with future annual deficits \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">forecast to soar above $300 million\u003c/a>, virtually every aspect of the agency’s budget is already under scrutiny.\u003c/p>\n\u003cp>“We’re looking at every contract, we’re looking at all of our positions, we are looking at any capital projects that could potentially be deferred or redefined to bring you choices,” Kirschbaum said.\u003c/p>\n\u003cp>An initiative to collect more bus and train revenue by stepping up fare inspections has been successful and enabled Muni to meet this year’s budget targets, Kirschbaum said. She added that the SFMTA is bringing on 28 new parking control officers, already included in the current budget, and considering a range of new pricing and enforcement strategies to increase revenue.\u003c/p>\n\u003cp>“So we’re stretching everything to try to meet this challenge,” Kirschbaum said.\u003c/p>\n\u003cp>The SFMTA board will get its next look at budget proposals on Feb. 18. The transportation agency hopes to settle on a plan for budget reductions by the end of next month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Muni\u003c/a> said it will reduce service on several bus and light-rail lines starting Feb. 1 because of the agency’s budget crisis.\u003c/p>\n\u003cp>Service reductions include canceling two morning runs of the 1X-California Express and reducing midday trips on three other lines, including the busy 38-Geary. Muni will also run shorter weekend trains on its K-Ingleside and M-Ocean light-rail service.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/blog/new-downtown-express-service-and-other-route-changes-start-feb-1\">its announcement\u003c/a> on Wednesday, the San Francisco Municipal Transportation Agency also said it was restoring the 30X-Marina Express bus route, with two morning rush-hour runs from the Marina District to downtown on weekdays. Afternoon and evening service on the line will remain suspended.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The SFMTA, which oversees a range of city services, including parking, taxi regulation, traffic safety initiatives and transit, is facing \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">a deficit that could top $300 million a year\u003c/a> beginning in mid-2026, mainly because of continuing revenue losses connected to the pandemic.\u003c/p>\n\u003cp>The cuts outlined this week were first announced in November, when the SFMTA announced it had slowed down the hiring of bus and train operators because of the imminent deficits. That hiring slowdown, in turn, prompted the agency to search for what it called “incremental” service reductions.\u003c/p>\n\u003cfigure id=\"attachment_12021182\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021182\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Two westbound Muni buses at the corner of Market Street and Sutter Street in San Francisco on Oct. 15, 2020. \u003ccite>(Alan Toth/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni said its next round of schedule changes, which could include further service cuts, is due this summer.\u003c/p>\n\u003cp>The extent of service reductions this year depends in large part on what remedies city officials come up with to close the coming budget gaps. The \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a>, an effort led by the city controller’s office, will resume meetings later this month.\u003c/p>\n\u003cp>The panel, which includes members of the Board of Supervisors and officials from the SFMTA and other agencies, is expected to begin discussing potential sources of new revenue when it reconvenes Jan. 23.\u003c/p>\n\u003cp>[aside postID=news_12020242 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/GettyImages-1383559813-1020x660.jpg']\u003c/p>\n\u003cp>In October, the working group focused on steps that could improve the SFMTA’s efficiency, such as automating parking enforcement. In November, the group reviewed \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">the level of Muni service reductions\u003c/a> that would be necessary to make a significant dent in the projected $300 million-plus deficit the agency faces beginning July 1, 2026.\u003c/p>\n\u003cp>The scenarios presented include the wholesale abandonment of about 20 bus lines and reduced trip frequencies throughout Muni’s system. One possible cut SFMTA leaders mentioned — mothballing the city’s historic cable cars — was \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">quickly rejected\u003c/a> by newly elected Mayor Daniel Lurie.\u003c/p>\n\u003cp>Lurie, who was \u003ca href=\"https://www.kqed.org/news/12020613/daniel-lurie-hope-for-san-francisco-first-day-celebration\">sworn into office\u003c/a> on Wednesday, hasn’t yet shared what steps he believes might be necessary to rescue Muni or which measures he’d support.\u003c/p>\n\u003cp>Earlier this week, his administration \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">announced the appointment\u003c/a> of Alicia John-Baptiste, president of the San Francisco Bay Area Planning and Urban Research Association (SPUR), to the newly created city position of chief of infrastructure, which will oversee SFMTA.\u003c/p>\n\u003cp>SPUR is one of the region’s most important proponents of transit improvement and transportation reform, and John-Baptiste has been closely involved with efforts over the last year to develop a regional tax measure to help fund day-to-day operations for Muni, BART and the region’s other major transit operators.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Muni\u003c/a> said it will reduce service on several bus and light-rail lines starting Feb. 1 because of the agency’s budget crisis.\u003c/p>\n\u003cp>Service reductions include canceling two morning runs of the 1X-California Express and reducing midday trips on three other lines, including the busy 38-Geary. Muni will also run shorter weekend trains on its K-Ingleside and M-Ocean light-rail service.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/blog/new-downtown-express-service-and-other-route-changes-start-feb-1\">its announcement\u003c/a> on Wednesday, the San Francisco Municipal Transportation Agency also said it was restoring the 30X-Marina Express bus route, with two morning rush-hour runs from the Marina District to downtown on weekdays. Afternoon and evening service on the line will remain suspended.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The SFMTA, which oversees a range of city services, including parking, taxi regulation, traffic safety initiatives and transit, is facing \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">a deficit that could top $300 million a year\u003c/a> beginning in mid-2026, mainly because of continuing revenue losses connected to the pandemic.\u003c/p>\n\u003cp>The cuts outlined this week were first announced in November, when the SFMTA announced it had slowed down the hiring of bus and train operators because of the imminent deficits. That hiring slowdown, in turn, prompted the agency to search for what it called “incremental” service reductions.\u003c/p>\n\u003cfigure id=\"attachment_12021182\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021182\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/102015_bus_cyclist_10-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Two westbound Muni buses at the corner of Market Street and Sutter Street in San Francisco on Oct. 15, 2020. \u003ccite>(Alan Toth/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Muni said its next round of schedule changes, which could include further service cuts, is due this summer.\u003c/p>\n\u003cp>The extent of service reductions this year depends in large part on what remedies city officials come up with to close the coming budget gaps. The \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a>, an effort led by the city controller’s office, will resume meetings later this month.\u003c/p>\n\u003cp>The panel, which includes members of the Board of Supervisors and officials from the SFMTA and other agencies, is expected to begin discussing potential sources of new revenue when it reconvenes Jan. 23.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In October, the working group focused on steps that could improve the SFMTA’s efficiency, such as automating parking enforcement. In November, the group reviewed \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">the level of Muni service reductions\u003c/a> that would be necessary to make a significant dent in the projected $300 million-plus deficit the agency faces beginning July 1, 2026.\u003c/p>\n\u003cp>The scenarios presented include the wholesale abandonment of about 20 bus lines and reduced trip frequencies throughout Muni’s system. One possible cut SFMTA leaders mentioned — mothballing the city’s historic cable cars — was \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">quickly rejected\u003c/a> by newly elected Mayor Daniel Lurie.\u003c/p>\n\u003cp>Lurie, who was \u003ca href=\"https://www.kqed.org/news/12020613/daniel-lurie-hope-for-san-francisco-first-day-celebration\">sworn into office\u003c/a> on Wednesday, hasn’t yet shared what steps he believes might be necessary to rescue Muni or which measures he’d support.\u003c/p>\n\u003cp>Earlier this week, his administration \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">announced the appointment\u003c/a> of Alicia John-Baptiste, president of the San Francisco Bay Area Planning and Urban Research Association (SPUR), to the newly created city position of chief of infrastructure, which will oversee SFMTA.\u003c/p>\n\u003cp>SPUR is one of the region’s most important proponents of transit improvement and transportation reform, and John-Baptiste has been closely involved with efforts over the last year to develop a regional tax measure to help fund day-to-day operations for Muni, BART and the region’s other major transit operators.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "These Bay Area Bridge Tolls and Transit Fares Will Rise on New Year's Day",
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"content": "\u003cp>Commuters and day-trippers will find it just a little more expensive to get around the Bay Area in the new year, with tolls going up Jan. 1 for the region’s seven state-owned \u003ca href=\"https://www.kqed.org/news/tag/bridge-tolls\">toll bridges\u003c/a> and fares increasing on its two biggest \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">transit agencies\u003c/a>.\u003c/p>\n\u003cp>Drivers’ cost to cross the \u003ca href=\"https://www.kqed.org/news/12017479/new-bay-bridge-light-installation-underway-after-nearly-2-year-shutdown\">San Francisco-Oakland Bay Bridge\u003c/a> and the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton spans will rise from $7 to $8. That charge covers two-axle cars and trucks; the toll will range up to $38 for tractor-trailer combinations with seven or more axles.\u003c/p>\n\u003cp>The increase is the third and final $1 hike that \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">voters approved in 2018\u003c/a> as part of Regional Measure 3, with revenue dedicated to a wide array of transit and highway improvements across the Bay Area’s nine counties.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>More toll hikes are already on the horizon. Earlier this month, \u003ca href=\"https://mtc.ca.gov/news/toll-authority-approves-2026-toll-hike-carpool-policy-changes\">bridge officials approved\u003c/a> a five-year series of hikes that will raise tolls 50 cents a year starting Jan. 1, 2026. By 2030, drivers using FasTrak toll tags will pay $10.50 per trip. Money raised from the next series of toll increases is earmarked for bridge maintenance and operations.\u003c/p>\n\u003ch2>Transit fares\u003c/h2>\n\u003cp>Travel is also getting a little more expensive for those using \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> and \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a>. Here’s what to know about the increases, as well as fare information for other transit agencies in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/tickets/calculator\">BART\u003c/a>: Fares will go up 5.5% on Jan. 1, marking \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#bart-fares-are-going-up-heres-what-youll-pay-and-heres-when-youll-see-the-next-increase\">the 20th increase\u003c/a> since BART carried its first paying passengers in September 1972.\u003c/p>\n\u003cfigure id=\"attachment_11993195\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993195\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A train approaches the station at the San Leandro BART station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The one-way fare for the shortest trips — for example, those beginning and ending in San Francisco and most trips within Oakland — will rise from $2.30 to $2.40. The one-way cost for the longest trip on the system — from Antioch to San José’s Berryessa station — will increase from $10.85 to $11.45.\u003c/p>\n\u003cp>For more typical commutes? If your trip is from \u003ca href=\"https://www.bart.gov/stations/dbrk\">Downtown Berkeley\u003c/a> station to any of San Francisco’s four downtown stations, the one-way fare will rise from $4.75 to $5. For a longer trip — say Concord to the downtown San Francisco stops — the one-way fare increases from $6.85 to $7.20. See BART’s \u003ca href=\"https://www.bart.gov/tickets/calculator\">fare calculator\u003c/a> for more.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni\u003c/a>: Clipper fares are rising for the first time since before the pandemic, from $2.50 to $2.75. Most of the agency’s extensive list of special fares — daily, weekly, monthly and income-related discounts — are also going up between 7% and 10%. Muni remains free for youth under 18, eligible adults age 65 and older and for people with disabilities. See \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni’s complete fare table\u003c/a> for more.\u003c/p>\n\u003cp>[aside postID=news_12019109 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GettyImages-1245918306-1020x680.jpg']\u003c/p>\n\u003cp>\u003ca href=\"https://www.actransit.org/fares\">AC Transit\u003c/a>: No change. Local fares were set at $2.25 for Clipper and $2.50 for cash in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vta.org/go/fares\">VTA\u003c/a>: No change. Local fares were set at $2.50 in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caltrain.com/fares\">Caltrain\u003c/a>: No change. The Peninsula train operator will begin a three-year series of fare increases on July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://www.samtrans.com/fares\">SamTrans\u003c/a>: No change. The agency hasn’t increased its basic local and Clipper fares — $2.25 and $2.05, respectively — since 2016.\u003c/p>\n\u003cp>\u003ca href=\"https://www.goldengate.org/bus/bus-fares-payment/fare-tables/\">Golden Gate Transit\u003c/a>: No change on the system’s buses and ferries. The agency approved a 25-cent increase on all fares that took effect July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/general-tickets-payment-options/\">San Francisco Bay Ferry\u003c/a>: No change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sonomamarintrain.org/fares\">SMART:\u003c/a> No change. The rail system remains free for all youth and senior riders — those 18 and under or 65 and older — through June 30, 2025.\u003c/p>\n\u003cp>\u003c/p>\n",
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"headline": "These Bay Area Bridge Tolls and Transit Fares Will Rise on New Year's Day",
"datePublished": "2024-12-30T07:30:19-08:00",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Commuters and day-trippers will find it just a little more expensive to get around the Bay Area in the new year, with tolls going up Jan. 1 for the region’s seven state-owned \u003ca href=\"https://www.kqed.org/news/tag/bridge-tolls\">toll bridges\u003c/a> and fares increasing on its two biggest \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">transit agencies\u003c/a>.\u003c/p>\n\u003cp>Drivers’ cost to cross the \u003ca href=\"https://www.kqed.org/news/12017479/new-bay-bridge-light-installation-underway-after-nearly-2-year-shutdown\">San Francisco-Oakland Bay Bridge\u003c/a> and the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton spans will rise from $7 to $8. That charge covers two-axle cars and trucks; the toll will range up to $38 for tractor-trailer combinations with seven or more axles.\u003c/p>\n\u003cp>The increase is the third and final $1 hike that \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">voters approved in 2018\u003c/a> as part of Regional Measure 3, with revenue dedicated to a wide array of transit and highway improvements across the Bay Area’s nine counties.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>More toll hikes are already on the horizon. Earlier this month, \u003ca href=\"https://mtc.ca.gov/news/toll-authority-approves-2026-toll-hike-carpool-policy-changes\">bridge officials approved\u003c/a> a five-year series of hikes that will raise tolls 50 cents a year starting Jan. 1, 2026. By 2030, drivers using FasTrak toll tags will pay $10.50 per trip. Money raised from the next series of toll increases is earmarked for bridge maintenance and operations.\u003c/p>\n\u003ch2>Transit fares\u003c/h2>\n\u003cp>Travel is also getting a little more expensive for those using \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> and \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a>. Here’s what to know about the increases, as well as fare information for other transit agencies in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/tickets/calculator\">BART\u003c/a>: Fares will go up 5.5% on Jan. 1, marking \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#bart-fares-are-going-up-heres-what-youll-pay-and-heres-when-youll-see-the-next-increase\">the 20th increase\u003c/a> since BART carried its first paying passengers in September 1972.\u003c/p>\n\u003cfigure id=\"attachment_11993195\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993195\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A train approaches the station at the San Leandro BART station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The one-way fare for the shortest trips — for example, those beginning and ending in San Francisco and most trips within Oakland — will rise from $2.30 to $2.40. The one-way cost for the longest trip on the system — from Antioch to San José’s Berryessa station — will increase from $10.85 to $11.45.\u003c/p>\n\u003cp>For more typical commutes? If your trip is from \u003ca href=\"https://www.bart.gov/stations/dbrk\">Downtown Berkeley\u003c/a> station to any of San Francisco’s four downtown stations, the one-way fare will rise from $4.75 to $5. For a longer trip — say Concord to the downtown San Francisco stops — the one-way fare increases from $6.85 to $7.20. See BART’s \u003ca href=\"https://www.bart.gov/tickets/calculator\">fare calculator\u003c/a> for more.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni\u003c/a>: Clipper fares are rising for the first time since before the pandemic, from $2.50 to $2.75. Most of the agency’s extensive list of special fares — daily, weekly, monthly and income-related discounts — are also going up between 7% and 10%. Muni remains free for youth under 18, eligible adults age 65 and older and for people with disabilities. See \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni’s complete fare table\u003c/a> for more.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.actransit.org/fares\">AC Transit\u003c/a>: No change. Local fares were set at $2.25 for Clipper and $2.50 for cash in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vta.org/go/fares\">VTA\u003c/a>: No change. Local fares were set at $2.50 in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caltrain.com/fares\">Caltrain\u003c/a>: No change. The Peninsula train operator will begin a three-year series of fare increases on July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://www.samtrans.com/fares\">SamTrans\u003c/a>: No change. The agency hasn’t increased its basic local and Clipper fares — $2.25 and $2.05, respectively — since 2016.\u003c/p>\n\u003cp>\u003ca href=\"https://www.goldengate.org/bus/bus-fares-payment/fare-tables/\">Golden Gate Transit\u003c/a>: No change on the system’s buses and ferries. The agency approved a 25-cent increase on all fares that took effect July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/general-tickets-payment-options/\">San Francisco Bay Ferry\u003c/a>: No change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sonomamarintrain.org/fares\">SMART:\u003c/a> No change. The rail system remains free for all youth and senior riders — those 18 and under or 65 and older — through June 30, 2025.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> transportation director, Jeffrey Tumlin, is stepping down from the position he’s held for five years, leaving another key position open for \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor-elect Daniel Lurie\u003c/a> to fill in his quest to reshape the city’s government.\u003c/p>\n\u003cp>Tumlin, the executive director of the city’s \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a>, plans to announce his resignation at the agency’s next meeting on Tuesday.\u003c/p>\n\u003cp>“One of the responsibilities of any leader is knowing when it is time to wrap up and hand the keys over to the next generation. And we’re leaving at a high point. Muni is faster and more frequent and more reliable than it has been in decades,” Tumlin told KQED. “I have such an incredible crew at the MTA who’s ready to step it up.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tumlin stepped into the role in 2019 and has steered the public transportation agency through \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">one of its worst fiscal crises\u003c/a> in recent history. Despite recent improvements in ridership after a steep drop-off during the pandemic, SFMTA is facing a nearly $300 million deficit starting in 2026 after state and federal relief is exhausted — leaving a major problem in the lap of Tumlin’s successor.\u003c/p>\n\u003cp>“Every single one of Muni’s main sources of revenue has declined as a result of work from home, particularly our downtown parking garage revenue,” Tumlin said of what’s driving the fiscal crisis. “I would argue there is no path for economic recovery in San Francisco without a strong Muni.”\u003c/p>\n\u003cp>SFMTA is working on a regional ballot measure for 2026 to fund public transit across the nine Bay Area counties. But the ballot measure alone won’t pull SFMTA out of its looming deficit, Tumlin said, and the agency is also working with the city controller to identify areas for potential service cuts and new revenue streams.\u003c/p>\n\u003cp>One of the possible cuts Muni has floated is winding down the city’s \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">historic cable cars\u003c/a>. That idea did not sit well with Mayor-elect Daniel Lurie, who immediately shot it down.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in a \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">post last week\u003c/a> on social media platform X. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie made no comment on the other measures under discussion at the SFMTA, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>Two further meetings of the Muni Funding Working Group have been canceled since Lurie’s comments on the cable cars.[aside postID=news_12015011 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png']\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. Scott Wiener (D–San Francisco). “Service is faster and more reliable due to Jeff’s focus on making Muni work, and as a result, Muni rider satisfaction surveys are at historic highs.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/danbrekke\">Dan Brekke\u003c/a> contributed reporting.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> transportation director, Jeffrey Tumlin, is stepping down from the position he’s held for five years, leaving another key position open for \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor-elect Daniel Lurie\u003c/a> to fill in his quest to reshape the city’s government.\u003c/p>\n\u003cp>Tumlin, the executive director of the city’s \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a>, plans to announce his resignation at the agency’s next meeting on Tuesday.\u003c/p>\n\u003cp>“One of the responsibilities of any leader is knowing when it is time to wrap up and hand the keys over to the next generation. And we’re leaving at a high point. Muni is faster and more frequent and more reliable than it has been in decades,” Tumlin told KQED. “I have such an incredible crew at the MTA who’s ready to step it up.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tumlin stepped into the role in 2019 and has steered the public transportation agency through \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">one of its worst fiscal crises\u003c/a> in recent history. Despite recent improvements in ridership after a steep drop-off during the pandemic, SFMTA is facing a nearly $300 million deficit starting in 2026 after state and federal relief is exhausted — leaving a major problem in the lap of Tumlin’s successor.\u003c/p>\n\u003cp>“Every single one of Muni’s main sources of revenue has declined as a result of work from home, particularly our downtown parking garage revenue,” Tumlin said of what’s driving the fiscal crisis. “I would argue there is no path for economic recovery in San Francisco without a strong Muni.”\u003c/p>\n\u003cp>SFMTA is working on a regional ballot measure for 2026 to fund public transit across the nine Bay Area counties. But the ballot measure alone won’t pull SFMTA out of its looming deficit, Tumlin said, and the agency is also working with the city controller to identify areas for potential service cuts and new revenue streams.\u003c/p>\n\u003cp>One of the possible cuts Muni has floated is winding down the city’s \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">historic cable cars\u003c/a>. That idea did not sit well with Mayor-elect Daniel Lurie, who immediately shot it down.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in a \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">post last week\u003c/a> on social media platform X. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie made no comment on the other measures under discussion at the SFMTA, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>Two further meetings of the Muni Funding Working Group have been canceled since Lurie’s comments on the cable cars.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. Scott Wiener (D–San Francisco). “Service is faster and more reliable due to Jeff’s focus on making Muni work, and as a result, Muni rider satisfaction surveys are at historic highs.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/danbrekke\">Dan Brekke\u003c/a> contributed reporting.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco transportation officials on Wednesday announced the launch of an on-demand shuttle service in Bayview-Hunters Point that costs the same as a Muni fare.\u003c/p>\n\u003cp>The Bayview Community Shuttle, which can be accessed through an \u003ca href=\"https://apps.apple.com/in/app/bayview-shuttle/id6695742343?uo=2\">app\u003c/a>, includes a fleet of bright purple and yellow electric vans — some designed specifically for wheelchair accessibility. The service is offering free rides through Dec. 11.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">The grant-funded initiative\u003c/a>, which is set to run until at least 2026, is a response to “years of disinvestment from agencies such as mine,” Jeffrey Tumlin, director of the San Francisco Municipal Transportation Authority, said at Wednesday’s launch event in the Bayview neighborhood.\u003c/p>\n\u003cp>“We are here in repair, and we are here as a result of listening,” added Tumlin, whose agency launched the initiative in partnership with the California Air Resources Board and Via, a transportation software company. \u003cstrong>“\u003c/strong>We worked with the community in order to understand what our community needs and how we can co-design a strategy in order to repair decades of disinvestment in this neighborhood.”\u003c/p>\n\u003cp>Through the app — which has Tagalog, Cantonese and Spanish translation options — users can hail a ride from \u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">anywhere in the shuttle service zone\u003c/a>, and be dropped off at any location within that area. The shuttle also travels to several outside locations, including the 24th Street Mission BART Station and Zuckerberg San Francisco General Hospital — both of which can be difficult to access through the limited public transit options available in the neighborhood.\u003c/p>\n\u003cfigure id=\"attachment_12015463\" class=\"wp-caption alignnone\" style=\"max-width: 1146px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015463\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\" alt=\"A transportation map showing a shuttle service zone.\" width=\"1146\" height=\"649\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png 1146w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-800x453.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-1020x578.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-160x91.png 160w\" sizes=\"(max-width: 1146px) 100vw, 1146px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bayview Shuttle service zone. \u003ccite>(\u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">SFMTA\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I don’t need to repeat or to tell folks in this community what you already know and what you’ve heard already: That you’ve suffered from years of being burdened by pollution as well as lacking access to clean, safe, affordable transit options,” California Air Resources Board Member Cliff Rechtschaffen said, noting the decades of underinvestment in the historically lower-income community, that’s long been home to many of the city’s Black residents.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Marlene Tran, a resident of nearby Visitacion Valley, who has for decades lobbied for more accessible transit options and language interpreters, attended Wednesday’s event to see the new shuttle buses in action.\u003c/p>\n\u003cp>Tran, who relies heavily on Muni, said public transit is a “lifeline” for people like her and urged Muni to focus more on outreach to minority ethnic groups.\u003c/p>\n\u003cp>“Very few call into 311 — and they wonder why,” she said. “It’s because they need more multilingual modes of communication.”\u003c/p>\n\u003cp>[aside label=\"more on Bayview-Hunters Point\" tag=\"bayview-hunters-point\"]The new initiative also aims to create local workforce pathways by recruiting Bayview residents to be shuttle drivers, with the goal of eventually getting Muni jobs, said Supervisor Shamann Walton, who represents the community.\u003c/p>\n\u003cp>“We wanted to make sure that the jobs provided were actually union-wage jobs,” he said. “I’m super excited about what this shuttle is going to do for access and transportation in our community.”\u003c/p>\n\u003cp>Dyanna Volek, a Bayview resident who works at the San Francisco International Airport, said the new program will make her commute far more convenient.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>Being able to access outer points and get to work, and being able to access BART, will be really helpful,” she said. “It’s been really difficult living in the southeast side, and I think this will make it a lot easier.”\u003c/p>\n\u003cp>Volek also said she was optimistic that the shuttle service could revitalize struggling small businesses in her neighborhood by increasing accessibility to the Third Street commercial corridor.\u003c/p>\n\u003cp>While acknowledging the city’s efforts in supporting the project, Volek said the Bayview-Hunters Point community deserved the most credit.\u003c/p>\n\u003cp>“Really, it’s the community who put a lot of input and told the city what they needed and what they wanted — instead of the city telling them what they needed.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story originally stated that the shuttle drops off passengers at only six established locations in the neighborhood. Passengers can actually be dropped off anywhere within the shuttle’s service area.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials on Wednesday announced the launch of an on-demand shuttle service in Bayview-Hunters Point that costs the same as a Muni fare.\u003c/p>\n\u003cp>The Bayview Community Shuttle, which can be accessed through an \u003ca href=\"https://apps.apple.com/in/app/bayview-shuttle/id6695742343?uo=2\">app\u003c/a>, includes a fleet of bright purple and yellow electric vans — some designed specifically for wheelchair accessibility. The service is offering free rides through Dec. 11.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">The grant-funded initiative\u003c/a>, which is set to run until at least 2026, is a response to “years of disinvestment from agencies such as mine,” Jeffrey Tumlin, director of the San Francisco Municipal Transportation Authority, said at Wednesday’s launch event in the Bayview neighborhood.\u003c/p>\n\u003cp>“We are here in repair, and we are here as a result of listening,” added Tumlin, whose agency launched the initiative in partnership with the California Air Resources Board and Via, a transportation software company. \u003cstrong>“\u003c/strong>We worked with the community in order to understand what our community needs and how we can co-design a strategy in order to repair decades of disinvestment in this neighborhood.”\u003c/p>\n\u003cp>Through the app — which has Tagalog, Cantonese and Spanish translation options — users can hail a ride from \u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">anywhere in the shuttle service zone\u003c/a>, and be dropped off at any location within that area. The shuttle also travels to several outside locations, including the 24th Street Mission BART Station and Zuckerberg San Francisco General Hospital — both of which can be difficult to access through the limited public transit options available in the neighborhood.\u003c/p>\n\u003cfigure id=\"attachment_12015463\" class=\"wp-caption alignnone\" style=\"max-width: 1146px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015463\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\" alt=\"A transportation map showing a shuttle service zone.\" width=\"1146\" height=\"649\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png 1146w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-800x453.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-1020x578.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-160x91.png 160w\" sizes=\"(max-width: 1146px) 100vw, 1146px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bayview Shuttle service zone. \u003ccite>(\u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">SFMTA\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I don’t need to repeat or to tell folks in this community what you already know and what you’ve heard already: That you’ve suffered from years of being burdened by pollution as well as lacking access to clean, safe, affordable transit options,” California Air Resources Board Member Cliff Rechtschaffen said, noting the decades of underinvestment in the historically lower-income community, that’s long been home to many of the city’s Black residents.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Marlene Tran, a resident of nearby Visitacion Valley, who has for decades lobbied for more accessible transit options and language interpreters, attended Wednesday’s event to see the new shuttle buses in action.\u003c/p>\n\u003cp>Tran, who relies heavily on Muni, said public transit is a “lifeline” for people like her and urged Muni to focus more on outreach to minority ethnic groups.\u003c/p>\n\u003cp>“Very few call into 311 — and they wonder why,” she said. “It’s because they need more multilingual modes of communication.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The new initiative also aims to create local workforce pathways by recruiting Bayview residents to be shuttle drivers, with the goal of eventually getting Muni jobs, said Supervisor Shamann Walton, who represents the community.\u003c/p>\n\u003cp>“We wanted to make sure that the jobs provided were actually union-wage jobs,” he said. “I’m super excited about what this shuttle is going to do for access and transportation in our community.”\u003c/p>\n\u003cp>Dyanna Volek, a Bayview resident who works at the San Francisco International Airport, said the new program will make her commute far more convenient.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>Being able to access outer points and get to work, and being able to access BART, will be really helpful,” she said. “It’s been really difficult living in the southeast side, and I think this will make it a lot easier.”\u003c/p>\n\u003cp>Volek also said she was optimistic that the shuttle service could revitalize struggling small businesses in her neighborhood by increasing accessibility to the Third Street commercial corridor.\u003c/p>\n\u003cp>While acknowledging the city’s efforts in supporting the project, Volek said the Bayview-Hunters Point community deserved the most credit.\u003c/p>\n\u003cp>“Really, it’s the community who put a lot of input and told the city what they needed and what they wanted — instead of the city telling them what they needed.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story originally stated that the shuttle drops off passengers at only six established locations in the neighborhood. Passengers can actually be dropped off anywhere within the shuttle’s service area.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "devastating-cuts-to-muni-could-be-coming",
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"content": "\u003cp>San Francisco residents could face a future with fewer bus and train lines — and even the suspension of the city’s iconic cable cars — if SFMTA, the agency that runs Muni, can’t get the funds to close a nearly $300 million budget deficit.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\" target=\"_blank\" rel=\"noopener noreferrer\">SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’\u003c/a>\u003c/li>\n\u003c/ul>\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=KQINC6154685670\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there are errors.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:01:36] MUNI has always faced a little bit of a funding challenge. You know, it’s trying to provide a very expensive service and it doesn’t have a lot of dedicated funds, right? There’s no single source of funds. They they get money from the city’s general fund. So the city’s general fund has to be doing really well to deliver money to MUNI and it and it gets funds from other sources, including fares. So there’s always a little bit of a challenge there. But then, you know, the pandemic changed absolutely everything. Riders went away overnight except for essential workers and service was slashed. You know, that’s sort of the broad picture. But the most important thing about the pandemic and the loss of ridership is also the loss of money. The city is hurting economically, so it has less money to give to MUNI and ridership hasn’t come back in the fiscal year. That’s going to start July 1st, 2026. It’s anticipating a deficit that could be more than $300 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:42] This isn’t a new problem. We’ve been talking about it for a while, but it feels like the headlines are becoming more and more dire, You know, and it seems like time is running out to figure out a solution. Why is it that we’re sort of, you know, ramping up to to catastrophe?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:02:58] People have a term for it. They call it the fiscal cliff. MUNI has gotten huge, huge, huge amounts of money from the federal government and lesser extent the state government to keep operations rolling. And we’re coming to the end of that. It’s spending the last of those emergency funds that came from Washington and Sacramento. It’s a very real thing.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:03:26] So now we’re at a point where SFMTA, the agency that runs MUNI, is talking about huge cuts to service. And at a meeting last Wednesday for the Funding Working Group, they unveiled some of these cuts. Could you talk about what they said, what these possible scenarios are?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:03:49] Well, you know, I’ll qualify it the same way that Jeff Tumlin, the head of the SFMMTA, did.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:03:56] So I just want to remind all of you that the goal of this entire effort is to avoid any service cuts.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:03] He said, look, these are not our plans. This is not a strategy we want to follow. This is what we want to avoid.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:04:12] In order to do that. We need to have a real conversation about just how dire our situation is and what is at stake.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:26] They talked about cutting most of the lesser used lines on MUNI. That could be between 25 and 30 bus lines. They talked about running service much less frequently on both MUNI’s bus lines and trains. And they talked about things like canceling the normal evening service and instituting something that’s kind of a skeletal overnight service called the owl service, extending the hours of that. And there is more on the list, too. So, for instance, MUNI has ferry subsidies in place for youth and lower income people and seniors like myself. And those might be cut. And they talked about heartbreakingly, basically mothballing the cable cars and the historic streetcar line that runs down Market Street.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:22] I mean, it’s really hard to imagine San Francisco without cable cars. You know, it’s just such an iconic part of the city’s image.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:31] It is, absolutely. Have you ridden them?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:33] I have. As a tourist, when I visit San Francisco, I don’t know. 20 years ago? Yeah.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:39] Yeah. When you get to the cable car, people, you know, that tugs at people’s heartstrings a little bit. It’s a kind of a an icon of San Francisco. But it also gets people to pay attention. It’s an expensive thing to run. And they could save a substantial money by just not running it.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, can we talk about the impact that some of these cuts would have? I mean. Yeah. Riders, of course. But I mean, I imagine transit workers, you know, if people lose access to certain lines, does that mean they have to drive and Bay Area traffic gets worse? I mean, do we have a sense of what that could look like?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:17] Well, you know, MUNI says that 38% of its ridership qualifies as low income. 70% are people of color. And when they went through this exercise of talking about these various cuts,they might do, they estimated the number of people in the city, you know city of 800,000 plus, who would be affected. And the conclusion I got after going through the slides was basically, everybody’s going to be affected.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:06:46] Degrading the system at the scale that I’m going to be presenting today puts us into a vicious cycle.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:54] One of the people who spoke during this funding group meeting was Julie Kirschbaum. She’s the director of transportation for the SFMTA. She’s the one who oversees all the MUNI street operations.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:07] The service is crowded and people can’t get on it. Then the people that have choices, they start driving. When they start driving, they create congestion, which not only means we’re not getting their fair revenue, but we’re also paying our way out of the slower service.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:07:31] SFMMTA officials are saying this is sort of a watershed moment if they need to make these cuts. For one reason, it will take a long time to reverse any cuts they make. But they also see that they just may be alienating the very people that they’re dedicated to serve.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:49] We’re trying to, if at all possible, avoid this kind of interrelated, vicious cycle of of consequences. Being able to count on your muni trip every day is critical to build ridership.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:15] So these are the worst case scenarios, right? They’re not in effect yet. What are the steps in between before, you know, they could be in effect? Before this would actually happen.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:08:37] Right. The city put together this MUNI funding working group to sort of assess the situation at Muni and SFMTA and come up with ideas both to make the agency more efficient and to think about things that might be done to raise more money. So we’re not at the end of that process yet. So the next step for the MUNI working group is they’re going to start talking about, okay, where could we raise money? What what sorts of steps could we do? They’re supposed to deliver a report to the SFMTA board of directors early next year, and then it’ll be up to the SFMTA board to move ahead with whatever recommendations there are.\u003c/p>\n\u003cp>I mean, I have the sense, without seeing anything on paper yet, that it’s going to be a very complex solution and that it will involve ballot measures. It could involve a tax measure just in San Francisco. It could involve a tax measure that will be a regional tax measure. And one of the things that Jeff Tomlin was saying last week is whatever we come up with has to be something that will not only help us avoid all these terrible cuts I’m talking about, but it’s something that has to be able to win at some point. This is going to rely on the voters supporting whatever the city and the agency put before them.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:10:14] And San Francisco voters were actually asked this November to pass a tax to help muni called Prop L. It passed, but it also didn’t. Can you explain Prop L and what happened to it?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:10:29] So Proposition L was a really interesting effort by a bunch of real dyed in the wool transit activists here in the city to give MUNI sort of a helping hand. And their idea was to impose a new tax on Uber, Lyft and Waymo that would go to transit operations at MUNI. The tax wasn’t something that was going to raise a lot of money, right? It was going to be about $25 million a year in the context of a $1.4 billion budget. But MUNI has to operate very close to the bone right now. And we’re in a situation where $25 million would actually make a difference maybe in avoiding some service cuts that could be coming.\u003c/p>\n\u003cp>What happened was at the same time there was a much farther reaching tax measure called Proposition M, which was basically reforming the city’s business taxes. And there was a provision in Proposition M that any conflicting tax measure would have to get more votes than Proposition M to take effect. So the voters got their say. Proposition M was boosted by a pretty good yes on M campaign and it got 70% of the vote. That was a really high bar for Proposition L to meet and in the end it only got about 57% of the vote. So it passed and as you said, it failed at the same time. So it won’t be taking effect.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:04] Can you talk about the reaction from transit activists to to that happening to the measure they put on — passing but then not passing in the end?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:14] Yeah, I think they were very disappointed, but they were also hopeful.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:18] I think 58% or 57%, whatever we end up at is a really great result for that.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:25] One of the people I talked to was Cyrus Hall. He was an organizer for Prop L, and of course he was disappointed by the result. But he also saw a real silver lining to what happened.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:38] You know, this is a measure that passed with a majority of the vote in every single district of the city except D2, really showing that, you know, the city as a whole supports transit.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:51] So, Dan, what is the solution here? What what else can be done to save transit in the Bay Area? How do we save MUNI?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:13:02] You know, the solution is sort of an all of the above kind of thing. The city is going to have to find resources that are already out there. Right. For instance, it has all these, you know, all this parking space throughout the city that actually it lets go for a pretty low price. It’s going to have to put prices on things like that. You know, there will be resistance to that, but that’s one of the real potential solutions. There may have to be some new city tax, right? And there’s going to have to be a regional tax as well. You’re going to start to see very definite ideas about what these solutions will look like within the next couple of months. Some of this stuff is going to go before the state legislature. Some of it will go before the San Francisco Board of Supervisors and the SFMTA board. But, you know, we’re going to get a very clear sense about what this sort of package of solutions is. And it’s going to have to be a package.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:14:08] What about federal help? I mean, we’re facing another Trump presidency. Are federal subsidies an option here?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:14:17] I mean, that’s an excellent question. And it’s true that Bay Area transit would have been completely devastated without the federal government, right. The reason we have what looks like normal transit operations in the Bay Area and much of the rest of the country is because the federal government stepped in with bailouts to keep everything running. So that money is running out. And with a change in administration, I think most people feel like that’s over. There’s no appetite in Congress, which is now Republican controlled, and it’s very unlikely that the President-elect is interested in that either.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:15:02] Do you have a sense of how the public feels about public transit right now? I mean, is this just an awareness issue or do you think that the Bay Area maybe has changed and public transit is less of a priority than it used to be?\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:15:18] That’s a really good question and it’s a central question. You know, if you look at any poll that’s been taken on this for the past ten years or 15 years, and I’ve looked at most of them, people will say public transit is very important. Whether they’re really committed to using public transit is a different question. There are people who are pretty unhappy with the prospect of continuing to raise taxes for transit. Part of the problem is, you know, if you’re just out on the street every day, things look kind of normal. Right. And people have to imagine what the city is going to look like without something that they’ve taken for granted. The world is going to change unless there’s a solution. So there’s a lot at stake.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco residents could face a future with fewer bus and train lines — and even the suspension of the city’s iconic cable cars — if SFMTA, the agency that runs Muni, can’t get the funds to close a nearly $300 million budget deficit.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\" target=\"_blank\" rel=\"noopener noreferrer\">SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’\u003c/a>\u003c/li>\n\u003c/ul>\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=KQINC6154685670\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there are errors.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:01:36] MUNI has always faced a little bit of a funding challenge. You know, it’s trying to provide a very expensive service and it doesn’t have a lot of dedicated funds, right? There’s no single source of funds. They they get money from the city’s general fund. So the city’s general fund has to be doing really well to deliver money to MUNI and it and it gets funds from other sources, including fares. So there’s always a little bit of a challenge there. But then, you know, the pandemic changed absolutely everything. Riders went away overnight except for essential workers and service was slashed. You know, that’s sort of the broad picture. But the most important thing about the pandemic and the loss of ridership is also the loss of money. The city is hurting economically, so it has less money to give to MUNI and ridership hasn’t come back in the fiscal year. That’s going to start July 1st, 2026. It’s anticipating a deficit that could be more than $300 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:42] This isn’t a new problem. We’ve been talking about it for a while, but it feels like the headlines are becoming more and more dire, You know, and it seems like time is running out to figure out a solution. Why is it that we’re sort of, you know, ramping up to to catastrophe?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:02:58] People have a term for it. They call it the fiscal cliff. MUNI has gotten huge, huge, huge amounts of money from the federal government and lesser extent the state government to keep operations rolling. And we’re coming to the end of that. It’s spending the last of those emergency funds that came from Washington and Sacramento. It’s a very real thing.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:03:26] So now we’re at a point where SFMTA, the agency that runs MUNI, is talking about huge cuts to service. And at a meeting last Wednesday for the Funding Working Group, they unveiled some of these cuts. Could you talk about what they said, what these possible scenarios are?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:03:49] Well, you know, I’ll qualify it the same way that Jeff Tumlin, the head of the SFMMTA, did.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:03:56] So I just want to remind all of you that the goal of this entire effort is to avoid any service cuts.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:03] He said, look, these are not our plans. This is not a strategy we want to follow. This is what we want to avoid.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:04:12] In order to do that. We need to have a real conversation about just how dire our situation is and what is at stake.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:26] They talked about cutting most of the lesser used lines on MUNI. That could be between 25 and 30 bus lines. They talked about running service much less frequently on both MUNI’s bus lines and trains. And they talked about things like canceling the normal evening service and instituting something that’s kind of a skeletal overnight service called the owl service, extending the hours of that. And there is more on the list, too. So, for instance, MUNI has ferry subsidies in place for youth and lower income people and seniors like myself. And those might be cut. And they talked about heartbreakingly, basically mothballing the cable cars and the historic streetcar line that runs down Market Street.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:22] I mean, it’s really hard to imagine San Francisco without cable cars. You know, it’s just such an iconic part of the city’s image.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:31] It is, absolutely. Have you ridden them?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:33] I have. As a tourist, when I visit San Francisco, I don’t know. 20 years ago? Yeah.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:39] Yeah. When you get to the cable car, people, you know, that tugs at people’s heartstrings a little bit. It’s a kind of a an icon of San Francisco. But it also gets people to pay attention. It’s an expensive thing to run. And they could save a substantial money by just not running it.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, can we talk about the impact that some of these cuts would have? I mean. Yeah. Riders, of course. But I mean, I imagine transit workers, you know, if people lose access to certain lines, does that mean they have to drive and Bay Area traffic gets worse? I mean, do we have a sense of what that could look like?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:17] Well, you know, MUNI says that 38% of its ridership qualifies as low income. 70% are people of color. And when they went through this exercise of talking about these various cuts,they might do, they estimated the number of people in the city, you know city of 800,000 plus, who would be affected. And the conclusion I got after going through the slides was basically, everybody’s going to be affected.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:06:46] Degrading the system at the scale that I’m going to be presenting today puts us into a vicious cycle.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:54] One of the people who spoke during this funding group meeting was Julie Kirschbaum. She’s the director of transportation for the SFMTA. She’s the one who oversees all the MUNI street operations.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:07] The service is crowded and people can’t get on it. Then the people that have choices, they start driving. When they start driving, they create congestion, which not only means we’re not getting their fair revenue, but we’re also paying our way out of the slower service.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:07:31] SFMMTA officials are saying this is sort of a watershed moment if they need to make these cuts. For one reason, it will take a long time to reverse any cuts they make. But they also see that they just may be alienating the very people that they’re dedicated to serve.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:49] We’re trying to, if at all possible, avoid this kind of interrelated, vicious cycle of of consequences. Being able to count on your muni trip every day is critical to build ridership.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:15] So these are the worst case scenarios, right? They’re not in effect yet. What are the steps in between before, you know, they could be in effect? Before this would actually happen.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:08:37] Right. The city put together this MUNI funding working group to sort of assess the situation at Muni and SFMTA and come up with ideas both to make the agency more efficient and to think about things that might be done to raise more money. So we’re not at the end of that process yet. So the next step for the MUNI working group is they’re going to start talking about, okay, where could we raise money? What what sorts of steps could we do? They’re supposed to deliver a report to the SFMTA board of directors early next year, and then it’ll be up to the SFMTA board to move ahead with whatever recommendations there are.\u003c/p>\n\u003cp>I mean, I have the sense, without seeing anything on paper yet, that it’s going to be a very complex solution and that it will involve ballot measures. It could involve a tax measure just in San Francisco. It could involve a tax measure that will be a regional tax measure. And one of the things that Jeff Tomlin was saying last week is whatever we come up with has to be something that will not only help us avoid all these terrible cuts I’m talking about, but it’s something that has to be able to win at some point. This is going to rely on the voters supporting whatever the city and the agency put before them.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:10:14] And San Francisco voters were actually asked this November to pass a tax to help muni called Prop L. It passed, but it also didn’t. Can you explain Prop L and what happened to it?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:10:29] So Proposition L was a really interesting effort by a bunch of real dyed in the wool transit activists here in the city to give MUNI sort of a helping hand. And their idea was to impose a new tax on Uber, Lyft and Waymo that would go to transit operations at MUNI. The tax wasn’t something that was going to raise a lot of money, right? It was going to be about $25 million a year in the context of a $1.4 billion budget. But MUNI has to operate very close to the bone right now. And we’re in a situation where $25 million would actually make a difference maybe in avoiding some service cuts that could be coming.\u003c/p>\n\u003cp>What happened was at the same time there was a much farther reaching tax measure called Proposition M, which was basically reforming the city’s business taxes. And there was a provision in Proposition M that any conflicting tax measure would have to get more votes than Proposition M to take effect. So the voters got their say. Proposition M was boosted by a pretty good yes on M campaign and it got 70% of the vote. That was a really high bar for Proposition L to meet and in the end it only got about 57% of the vote. So it passed and as you said, it failed at the same time. So it won’t be taking effect.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:04] Can you talk about the reaction from transit activists to to that happening to the measure they put on — passing but then not passing in the end?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:14] Yeah, I think they were very disappointed, but they were also hopeful.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:18] I think 58% or 57%, whatever we end up at is a really great result for that.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:25] One of the people I talked to was Cyrus Hall. He was an organizer for Prop L, and of course he was disappointed by the result. But he also saw a real silver lining to what happened.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:38] You know, this is a measure that passed with a majority of the vote in every single district of the city except D2, really showing that, you know, the city as a whole supports transit.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:51] So, Dan, what is the solution here? What what else can be done to save transit in the Bay Area? How do we save MUNI?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:13:02] You know, the solution is sort of an all of the above kind of thing. The city is going to have to find resources that are already out there. Right. For instance, it has all these, you know, all this parking space throughout the city that actually it lets go for a pretty low price. It’s going to have to put prices on things like that. You know, there will be resistance to that, but that’s one of the real potential solutions. There may have to be some new city tax, right? And there’s going to have to be a regional tax as well. You’re going to start to see very definite ideas about what these solutions will look like within the next couple of months. Some of this stuff is going to go before the state legislature. Some of it will go before the San Francisco Board of Supervisors and the SFMTA board. But, you know, we’re going to get a very clear sense about what this sort of package of solutions is. And it’s going to have to be a package.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:14:08] What about federal help? I mean, we’re facing another Trump presidency. Are federal subsidies an option here?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:14:17] I mean, that’s an excellent question. And it’s true that Bay Area transit would have been completely devastated without the federal government, right. The reason we have what looks like normal transit operations in the Bay Area and much of the rest of the country is because the federal government stepped in with bailouts to keep everything running. So that money is running out. And with a change in administration, I think most people feel like that’s over. There’s no appetite in Congress, which is now Republican controlled, and it’s very unlikely that the President-elect is interested in that either.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:15:02] Do you have a sense of how the public feels about public transit right now? I mean, is this just an awareness issue or do you think that the Bay Area maybe has changed and public transit is less of a priority than it used to be?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:15:18] That’s a really good question and it’s a central question. You know, if you look at any poll that’s been taken on this for the past ten years or 15 years, and I’ve looked at most of them, people will say public transit is very important. Whether they’re really committed to using public transit is a different question. There are people who are pretty unhappy with the prospect of continuing to raise taxes for transit. Part of the problem is, you know, if you’re just out on the street every day, things look kind of normal. Right. And people have to imagine what the city is going to look like without something that they’ve taken for granted. The world is going to change unless there’s a solution. So there’s a lot at stake.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Franciscans got a shocking look this week at what their city’s much-celebrated but \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">financially fragile transit system\u003c/a> might be reduced to if city leaders fail to come up with a workable plan to raise more funding.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a> leaders unveiled a short but sobering list of possible cuts during a Wednesday meeting of a special panel set up this year to come up with a Muni rescue plan.\u003c/p>\n\u003cp>The service reductions that the SFMTA said could be needed to help reduce future annual deficits topping $300 million include reducing the frequency of many busy bus and train lines, ending service on bus routes with the lowest ridership and mothballing the city’s historic cable cars and trolleys.\u003c/p>\n\u003cp>That presentation came just days after what should have been good news for the Bay Area’s busiest transit system: \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-l\">Proposition L\u003c/a>, a community-led ballot measure that would have raised about $25 million a year through a new tax on ride-hailing services, won 57% approval. However, to take effect, the measure would have had to outpoll another successful tax measure, \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-m\">Proposition M\u003c/a>, which won a 70% “yes” vote.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although revenue from Proposition L would not have been enough to make or break Muni’s $1.4 billion annual budget, funds would have been earmarked for transit operations — the day-to-day work of getting service on the street for its half-million weekday passengers.\u003c/p>\n\u003cp>In Muni’s current precarious state, that $25 million would make a difference.\u003c/p>\n\u003cfigure id=\"attachment_11868497\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11868497\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg\" alt=\"San Francisco MUNI buses sit parked at an SF Municipal Railway yard during the coronavirus (COVID-19) pandemic on April 06, 2020 in San Francisco, California. The San Francisco Municipal Transportation Agency (SFMTA) announced that they are cutting service to a majority of their 89 bus lines in the City of San Francisco as ridership plummets due to the coronavirus shelter in place.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco MUNI buses sit parked at an SF Municipal Railway yard. \u003ccite>(Justin Sullivan/Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA Executive Director Jeff Tumlin told the \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a> on Wednesday that his goal in outlining the draconian service-reduction scenarios is to show the importance of coming up with a politically viable revenue solution that can get on the ballot in 2026.\u003c/p>\n\u003cp>His ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>Muni’s money-saving saving scenarios include:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Suspending service on lower-utilized routes:\u003c/strong> This would eliminate 20 routes serving about 50,000 riders. Net savings: $63 million.\u003c/li>\n\u003cli>\u003cstrong>Reducing service frequency by as much as 50%:\u003c/strong> Would affect the system’s busiest routes, including the 14/14R-Mission and 38/38R-Geary, and all six Muni Metro lines. Net savings: $71 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending regular bus and train service at 9 p.m.\u003c/strong> each night and replace with less frequent Owl Service. It would affect as many as 28 routes. Net savings: $14 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending cable car and historic streetcar service:\u003c/strong> Net savings: $33 million.\u003c/li>\n\u003c/ul>\n\u003cp>The agency said it could save millions more by reducing fare subsidies for youth, seniors, lower-income residents and people with disabilities.\u003c/p>\n\u003cp>Those steps, which would likely gut Muni’s service and lead to significant ridership losses, would save about $200 million a year, which is not nearly enough to close the agency’s future funding gap fully. The reductions would also compromise Muni’s efforts to equitably serve a ridership that’s 38% low-income and 70% people of color.\u003c/p>\n\u003cfigure id=\"attachment_11748204\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11748204\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/05/GettyImages-180418381-e1731715381902.jpg\" alt=\"Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride.\" width=\"2000\" height=\"1425\">\u003cfigcaption class=\"wp-caption-text\">Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride. \u003ccite>(Jamie Squire/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Julie Kirschbaum, SFMTA’s director of transit, said service cuts of the magnitude the agency presented would have deep, long-lasting effects beyond the loss of daily service.\u003c/p>\n\u003cp>“This would dramatically slow down the actual and perceived recovery of San Francisco” from its pandemic-era economic troubles, she said. “Customer satisfaction will take a devastating hit, and regaining that public trust will take decades.”\u003c/p>\n\u003cp>This week, the SFMTA also announced it has slowed down hiring of bus and train operators because of its tight budget. That hiring slowdown, in turn, has prompted Muni to plan what it’s calling “incremental” service reductions beginning in February.\u003c/p>\n\u003cp>However, service suspension on the scale needed to save $200 million a year, Kirschbaum said, would be “very difficult to reverse.”\u003c/p>\n\u003cp>[aside postID=news_12014130 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240412-OAKAIRPORT-027-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>“There’s nothing to say that if we temporarily suspended a route, we couldn’t add it back,” she said. “But even just a six-month slowdown in operator hiring takes 18 months to recover. … Stopping something like the cable car, there’s no telling what the cost would be to restart it.”\u003c/p>\n\u003cp>The prospect of devastating service cuts was the big motivator for a grass-roots group of transit activists to put together Proposition L, which proposed a gross-receipts tax on ride-hailing services like Uber and Lyft. The object, communicated in the campaign’s “Fund the Bus!” title, was simple: to raise money to help Muni avoid service reductions.\u003c/p>\n\u003cp>The campaign needed 50% plus one vote to win, but it faced a much steeper challenge: Proposition M, a suite of tax reforms that included a provision requiring any “conflicting” proposal to get more votes to take effect. Proposition L was deemed a conflicting measure. Though it easily won citywide and ran up huge majorities in transit-dependent neighborhoods like the Mission, it fell far short of Proposition M’s level of approval. Thus, it won, and it lost.\u003c/p>\n\u003cp>Proposition L organizer Cyrus Hall said in an interview that Proposition M’s “poison pill” provision was all but impossible to overcome. An opposition campaign in which Uber spent more than $1 million to shoot down the measure made things even tougher, Hall said.\u003c/p>\n\u003cp>“I think 58% or 57%, whatever we end up, that is a really great result,” he said. “It shows that a simple pro-transit, positive message is resilient to that sort of huge money spending from corporations.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Franciscans got a shocking look this week at what their city’s much-celebrated but \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">financially fragile transit system\u003c/a> might be reduced to if city leaders fail to come up with a workable plan to raise more funding.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a> leaders unveiled a short but sobering list of possible cuts during a Wednesday meeting of a special panel set up this year to come up with a Muni rescue plan.\u003c/p>\n\u003cp>The service reductions that the SFMTA said could be needed to help reduce future annual deficits topping $300 million include reducing the frequency of many busy bus and train lines, ending service on bus routes with the lowest ridership and mothballing the city’s historic cable cars and trolleys.\u003c/p>\n\u003cp>That presentation came just days after what should have been good news for the Bay Area’s busiest transit system: \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-l\">Proposition L\u003c/a>, a community-led ballot measure that would have raised about $25 million a year through a new tax on ride-hailing services, won 57% approval. However, to take effect, the measure would have had to outpoll another successful tax measure, \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-m\">Proposition M\u003c/a>, which won a 70% “yes” vote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although revenue from Proposition L would not have been enough to make or break Muni’s $1.4 billion annual budget, funds would have been earmarked for transit operations — the day-to-day work of getting service on the street for its half-million weekday passengers.\u003c/p>\n\u003cp>In Muni’s current precarious state, that $25 million would make a difference.\u003c/p>\n\u003cfigure id=\"attachment_11868497\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11868497\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg\" alt=\"San Francisco MUNI buses sit parked at an SF Municipal Railway yard during the coronavirus (COVID-19) pandemic on April 06, 2020 in San Francisco, California. The San Francisco Municipal Transportation Agency (SFMTA) announced that they are cutting service to a majority of their 89 bus lines in the City of San Francisco as ridership plummets due to the coronavirus shelter in place.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco MUNI buses sit parked at an SF Municipal Railway yard. \u003ccite>(Justin Sullivan/Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA Executive Director Jeff Tumlin told the \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a> on Wednesday that his goal in outlining the draconian service-reduction scenarios is to show the importance of coming up with a politically viable revenue solution that can get on the ballot in 2026.\u003c/p>\n\u003cp>His ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>Muni’s money-saving saving scenarios include:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Suspending service on lower-utilized routes:\u003c/strong> This would eliminate 20 routes serving about 50,000 riders. Net savings: $63 million.\u003c/li>\n\u003cli>\u003cstrong>Reducing service frequency by as much as 50%:\u003c/strong> Would affect the system’s busiest routes, including the 14/14R-Mission and 38/38R-Geary, and all six Muni Metro lines. Net savings: $71 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending regular bus and train service at 9 p.m.\u003c/strong> each night and replace with less frequent Owl Service. It would affect as many as 28 routes. Net savings: $14 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending cable car and historic streetcar service:\u003c/strong> Net savings: $33 million.\u003c/li>\n\u003c/ul>\n\u003cp>The agency said it could save millions more by reducing fare subsidies for youth, seniors, lower-income residents and people with disabilities.\u003c/p>\n\u003cp>Those steps, which would likely gut Muni’s service and lead to significant ridership losses, would save about $200 million a year, which is not nearly enough to close the agency’s future funding gap fully. The reductions would also compromise Muni’s efforts to equitably serve a ridership that’s 38% low-income and 70% people of color.\u003c/p>\n\u003cfigure id=\"attachment_11748204\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11748204\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/05/GettyImages-180418381-e1731715381902.jpg\" alt=\"Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride.\" width=\"2000\" height=\"1425\">\u003cfigcaption class=\"wp-caption-text\">Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride. \u003ccite>(Jamie Squire/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Julie Kirschbaum, SFMTA’s director of transit, said service cuts of the magnitude the agency presented would have deep, long-lasting effects beyond the loss of daily service.\u003c/p>\n\u003cp>“This would dramatically slow down the actual and perceived recovery of San Francisco” from its pandemic-era economic troubles, she said. “Customer satisfaction will take a devastating hit, and regaining that public trust will take decades.”\u003c/p>\n\u003cp>This week, the SFMTA also announced it has slowed down hiring of bus and train operators because of its tight budget. That hiring slowdown, in turn, has prompted Muni to plan what it’s calling “incremental” service reductions beginning in February.\u003c/p>\n\u003cp>However, service suspension on the scale needed to save $200 million a year, Kirschbaum said, would be “very difficult to reverse.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s nothing to say that if we temporarily suspended a route, we couldn’t add it back,” she said. “But even just a six-month slowdown in operator hiring takes 18 months to recover. … Stopping something like the cable car, there’s no telling what the cost would be to restart it.”\u003c/p>\n\u003cp>The prospect of devastating service cuts was the big motivator for a grass-roots group of transit activists to put together Proposition L, which proposed a gross-receipts tax on ride-hailing services like Uber and Lyft. The object, communicated in the campaign’s “Fund the Bus!” title, was simple: to raise money to help Muni avoid service reductions.\u003c/p>\n\u003cp>The campaign needed 50% plus one vote to win, but it faced a much steeper challenge: Proposition M, a suite of tax reforms that included a provision requiring any “conflicting” proposal to get more votes to take effect. Proposition L was deemed a conflicting measure. Though it easily won citywide and ran up huge majorities in transit-dependent neighborhoods like the Mission, it fell far short of Proposition M’s level of approval. Thus, it won, and it lost.\u003c/p>\n\u003cp>Proposition L organizer Cyrus Hall said in an interview that Proposition M’s “poison pill” provision was all but impossible to overcome. An opposition campaign in which Uber spent more than $1 million to shoot down the measure made things even tougher, Hall said.\u003c/p>\n\u003cp>“I think 58% or 57%, whatever we end up, that is a really great result,” he said. “It shows that a simple pro-transit, positive message is resilient to that sort of huge money spending from corporations.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders transferring to and from nearly two dozen other Bay Area transit systems will get free or discounted fares next spring under a new pilot program.\u003c/p>\n\u003cp>Riders who pay with a Clipper Card will receive $2.50 off each transfer between BART and 21 other transit agencies during a two-hour window. If the fare is lower than that, it will be free.\u003c/p>\n\u003cp>BART directors approved a motion to join the pilot program during their Thursday morning board meeting\u003c/p>\n\u003cp>“This is an important opportunity to improve the rider experience and a great example of coordination across 22 agencies to increase ridership and to deliver real benefits to riders at a low cost,” Pamela Herhold, assistant general manager of performance and budget at BART, said during the meeting.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The program is one of four key strategies introduced by a task force created by BART and the regional Metropolitan Transportation Commission with the goal of improving transit fare integration in the Bay Area. The others include a Clipper BayPass pilot program to offer free rides for some students and residents of affordable housing communities, an all-agency transit pass and a vision for a shared zone or distance-based fare for regional transit.\u003c/p>\n\u003cp>“The idea behind the pilot is that a customer should not have to pay extra just for switching agencies,” said Lisa Raffetto, principal financial analyst at BART. “We want customers to be able to make use of the whole network as one transit system.”\u003c/p>\n\u003cp>[aside postID=news_12005173 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-05-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>According to BART spokesperson Alicia Trost, the program is set to begin next spring after the new generation of Clipper Cards are released. It will last 18 to 24 months and is estimated to cost the agency $3 million to $4 million.\u003c/p>\n\u003cp>As part of the program, BART will contribute $0.50 per transfer discount. The MTC and other participating transit agencies will cover the remainder of the cost. MTC will grant BART $22 million in Transit Transformation Action Plan implementation funds, according to a presentation from the board meeting.\u003c/p>\n\u003cp>For Bay Area transit users, the new program is projected to both increase ridership and improve rider experience. The program is estimated to save some regular transfer riders over $1,000 a year and will especially benefit those with lower incomes.\u003c/p>\n\u003cp>“I really think people are going to acknowledge less and less when they’re moving between agencies as there’s no longer a fare penalty,” BART director Rebecca Saltzman said during the meeting. “The impact on riders who are struggling right now and [for whom] this is such a big portion of their income to spend on transit, this is going to have a huge impact.”\u003c/p>\n\u003cp>According to the board meeting presentation, transit costs are the third-largest expense for lower-income households in California.\u003c/p>\n\u003cfigure id=\"attachment_11992927\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992927\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The L Bus arrives at West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Saltzman said the pilot program will make using the system more feasible and affordable for the people who rely on it.\u003c/p>\n\u003cp>“It reflects the larger idea that BART is the people’s system,” said frequent BART rider Aleta Dupree during public comment.\u003c/p>\n\u003cp>In addition to BART, the other participating transit agencies are:\u003c/p>\n\u003cul>\n\u003cli>Alameda-Contra Costa Transit District (AC Transit)\u003c/li>\n\u003cli>Golden Gate Bridge Highway and Transportation District\u003c/li>\n\u003cli>The City and County of San Francisco, acting by and through its Municipal Transportation Agency (SFMTA or Muni)\u003c/li>\n\u003cli>The San Mateo County Transit District (SamTrans)\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority (VTA)\u003c/li>\n\u003cli>The Peninsula Corridor Joint Powers Board (Caltrain)\u003c/li>\n\u003cli>Central Contra Costa Transit Authority\u003c/li>\n\u003cli>The City of Fairfield, as the operator of FAST\u003c/li>\n\u003cli>The City of Petaluma\u003c/li>\n\u003cli>Eastern Contra Costa Transit Authority\u003c/li>\n\u003cli>Livermore/Amador Valley Transit Authority\u003c/li>\n\u003cli>Marin County Transit District\u003c/li>\n\u003cli>Napa Valley Transportation Authority\u003c/li>\n\u003cli>Solano County Transit\u003c/li>\n\u003cli>Sonoma County Transit\u003c/li>\n\u003cli>Sonoma-Marin Area Rail Transit (SMART)\u003c/li>\n\u003cli>Vacaville City Coach\u003c/li>\n\u003cli>Western Contra Costa Transit Authority\u003c/li>\n\u003cli>San Francisco Bay Area Water Emergency Transportation Authority\u003c/li>\n\u003cli>The City of Santa Rosa\u003c/li>\n\u003cli>The City of Union City\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders transferring to and from nearly two dozen other Bay Area transit systems will get free or discounted fares next spring under a new pilot program.\u003c/p>\n\u003cp>Riders who pay with a Clipper Card will receive $2.50 off each transfer between BART and 21 other transit agencies during a two-hour window. If the fare is lower than that, it will be free.\u003c/p>\n\u003cp>BART directors approved a motion to join the pilot program during their Thursday morning board meeting\u003c/p>\n\u003cp>“This is an important opportunity to improve the rider experience and a great example of coordination across 22 agencies to increase ridership and to deliver real benefits to riders at a low cost,” Pamela Herhold, assistant general manager of performance and budget at BART, said during the meeting.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to BART spokesperson Alicia Trost, the program is set to begin next spring after the new generation of Clipper Cards are released. It will last 18 to 24 months and is estimated to cost the agency $3 million to $4 million.\u003c/p>\n\u003cp>As part of the program, BART will contribute $0.50 per transfer discount. The MTC and other participating transit agencies will cover the remainder of the cost. MTC will grant BART $22 million in Transit Transformation Action Plan implementation funds, according to a presentation from the board meeting.\u003c/p>\n\u003cp>For Bay Area transit users, the new program is projected to both increase ridership and improve rider experience. The program is estimated to save some regular transfer riders over $1,000 a year and will especially benefit those with lower incomes.\u003c/p>\n\u003cp>“I really think people are going to acknowledge less and less when they’re moving between agencies as there’s no longer a fare penalty,” BART director Rebecca Saltzman said during the meeting. “The impact on riders who are struggling right now and [for whom] this is such a big portion of their income to spend on transit, this is going to have a huge impact.”\u003c/p>\n\u003cp>According to the board meeting presentation, transit costs are the third-largest expense for lower-income households in California.\u003c/p>\n\u003cfigure id=\"attachment_11992927\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992927\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The L Bus arrives at West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Saltzman said the pilot program will make using the system more feasible and affordable for the people who rely on it.\u003c/p>\n\u003cp>“It reflects the larger idea that BART is the people’s system,” said frequent BART rider Aleta Dupree during public comment.\u003c/p>\n\u003cp>In addition to BART, the other participating transit agencies are:\u003c/p>\n\u003cul>\n\u003cli>Alameda-Contra Costa Transit District (AC Transit)\u003c/li>\n\u003cli>Golden Gate Bridge Highway and Transportation District\u003c/li>\n\u003cli>The City and County of San Francisco, acting by and through its Municipal Transportation Agency (SFMTA or Muni)\u003c/li>\n\u003cli>The San Mateo County Transit District (SamTrans)\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority (VTA)\u003c/li>\n\u003cli>The Peninsula Corridor Joint Powers Board (Caltrain)\u003c/li>\n\u003cli>Central Contra Costa Transit Authority\u003c/li>\n\u003cli>The City of Fairfield, as the operator of FAST\u003c/li>\n\u003cli>The City of Petaluma\u003c/li>\n\u003cli>Eastern Contra Costa Transit Authority\u003c/li>\n\u003cli>Livermore/Amador Valley Transit Authority\u003c/li>\n\u003cli>Marin County Transit District\u003c/li>\n\u003cli>Napa Valley Transportation Authority\u003c/li>\n\u003cli>Solano County Transit\u003c/li>\n\u003cli>Sonoma County Transit\u003c/li>\n\u003cli>Sonoma-Marin Area Rail Transit (SMART)\u003c/li>\n\u003cli>Vacaville City Coach\u003c/li>\n\u003cli>Western Contra Costa Transit Authority\u003c/li>\n\u003cli>San Francisco Bay Area Water Emergency Transportation Authority\u003c/li>\n\u003cli>The City of Santa Rosa\u003c/li>\n\u003cli>The City of Union City\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The driver accused of striking and killing a family of four in the West Portal neighborhood in March has been arrested and will be arraigned Wednesday on felony charges, the San Francisco district attorney’s office said.\u003c/p>\n\u003cp>Mary Fong Lau, 78, is charged with four counts of felony vehicular manslaughter related to the crash that killed a father, mother and two young children waiting for a bus \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">near the West Portal Muni station\u003c/a>.\u003c/p>\n\u003cp>Lau is accused of crashing into the Oliveira-Pinto family after speeding through a sidewalk bus stop near Lenox Way and Ulloa Street. She was believed to be driving eastbound at a speed between 65–72 mph, \u003cem>The San Francisco Chronicle \u003c/em>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reported\u003c/a>. The speed limit is 25 mph.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After a lengthy investigation by the district attorney’s office, prosecutors announced during a news conference on Tuesday that they do not believe mechanical failures or medical issues contributed to the crash, and toxicology reports indicated that drugs and alcohol were not involved, according to \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reporting\u003c/a> from the \u003cem>San Francisco Chronicle\u003c/em>.\u003c/p>\n\u003cp>Lau was arrested Tuesday night after prosecutors announced the charges against her at a news conference that afternoon. Her arraignment is scheduled for 1:30 p.m. Wednesday.\u003c/p>\n\u003cp>“I would like to once again extend my deepest condolences to the friends and family of the victims and the West Portal community,” District Attorney Brooke Jenkins said in a statement. “I would also like to thank the San Francisco Police Department for their thorough investigation. My office will now do everything we can to ensure that justice is done.”\u003c/p>\n\u003cp>Sam Geller, Lau’s attorney, said in a statement that Lau appreciated the district attorney’s office and SFPD’s thorough investigation.\u003c/p>\n\u003cp>“This tragedy is something that Ms. Lau continues to mourn while she learns to live with this unspeakable reality. She extends her condolences to the entire family, friends and community of the Oliveira-Pinto family,” Geller said.\u003c/p>\n\u003cp>Since the crash, advocates have demanded the city respond to the incident by improving pedestrian safety. On March 28, Mayor London Breed announced a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">series of initiatives\u003c/a>, including reducing the number of intersections where drivers can turn right on a red light and speeding up work on “Quick Build” San Francisco Municipal Transportation Agency projects, among other safety enhancements.\u003c/p>\n\u003cp>Major redesign plans for the intersection of Ulloa Street and West Portal Avenue outside the Muni station were halted in April after Supervisor Myrna Melgar, who represents the area, agreed to create a committee to evaluate options. Some residents and businesses had opposed the plans, which would have restricted vehicle traffic.\u003c/p>\n\u003cp>A revised \u003ca href=\"https://www.sfmta.com/reports/west-portal-station-safety-and-community-space-improvements-final-proposal\">version\u003c/a> of the plan that expands the scope of traffic calming improvements and makes SFMTA will consider other changes based on community feedback on July 16.\u003c/p>\n\u003cp>Jodie Medeiros, the executive director of the nonprofit advocacy group Walk San Francisco, said that it is important for advocates to continue putting pressure on local leaders to make the city safer for pedestrians.\u003c/p>\n\u003cp>“Losing an entire family to a reckless crash is devastating,” Medeiros said via email. “Walk SF supports the victims and puts pressure on the city to make the necessary changes to keep us all safe so no one loses a loved one again.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The driver accused of striking and killing a family of four in the West Portal neighborhood in March has been arrested and will be arraigned Wednesday on felony charges, the San Francisco district attorney’s office said.\u003c/p>\n\u003cp>Mary Fong Lau, 78, is charged with four counts of felony vehicular manslaughter related to the crash that killed a father, mother and two young children waiting for a bus \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">near the West Portal Muni station\u003c/a>.\u003c/p>\n\u003cp>Lau is accused of crashing into the Oliveira-Pinto family after speeding through a sidewalk bus stop near Lenox Way and Ulloa Street. She was believed to be driving eastbound at a speed between 65–72 mph, \u003cem>The San Francisco Chronicle \u003c/em>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reported\u003c/a>. The speed limit is 25 mph.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After a lengthy investigation by the district attorney’s office, prosecutors announced during a news conference on Tuesday that they do not believe mechanical failures or medical issues contributed to the crash, and toxicology reports indicated that drugs and alcohol were not involved, according to \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reporting\u003c/a> from the \u003cem>San Francisco Chronicle\u003c/em>.\u003c/p>\n\u003cp>Lau was arrested Tuesday night after prosecutors announced the charges against her at a news conference that afternoon. Her arraignment is scheduled for 1:30 p.m. Wednesday.\u003c/p>\n\u003cp>“I would like to once again extend my deepest condolences to the friends and family of the victims and the West Portal community,” District Attorney Brooke Jenkins said in a statement. “I would also like to thank the San Francisco Police Department for their thorough investigation. My office will now do everything we can to ensure that justice is done.”\u003c/p>\n\u003cp>Sam Geller, Lau’s attorney, said in a statement that Lau appreciated the district attorney’s office and SFPD’s thorough investigation.\u003c/p>\n\u003cp>“This tragedy is something that Ms. Lau continues to mourn while she learns to live with this unspeakable reality. She extends her condolences to the entire family, friends and community of the Oliveira-Pinto family,” Geller said.\u003c/p>\n\u003cp>Since the crash, advocates have demanded the city respond to the incident by improving pedestrian safety. On March 28, Mayor London Breed announced a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">series of initiatives\u003c/a>, including reducing the number of intersections where drivers can turn right on a red light and speeding up work on “Quick Build” San Francisco Municipal Transportation Agency projects, among other safety enhancements.\u003c/p>\n\u003cp>Major redesign plans for the intersection of Ulloa Street and West Portal Avenue outside the Muni station were halted in April after Supervisor Myrna Melgar, who represents the area, agreed to create a committee to evaluate options. Some residents and businesses had opposed the plans, which would have restricted vehicle traffic.\u003c/p>\n\u003cp>A revised \u003ca href=\"https://www.sfmta.com/reports/west-portal-station-safety-and-community-space-improvements-final-proposal\">version\u003c/a> of the plan that expands the scope of traffic calming improvements and makes SFMTA will consider other changes based on community feedback on July 16.\u003c/p>\n\u003cp>Jodie Medeiros, the executive director of the nonprofit advocacy group Walk San Francisco, said that it is important for advocates to continue putting pressure on local leaders to make the city safer for pedestrians.\u003c/p>\n\u003cp>“Losing an entire family to a reckless crash is devastating,” Medeiros said via email. “Walk SF supports the victims and puts pressure on the city to make the necessary changes to keep us all safe so no one loses a loved one again.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 11:55 a.m. Friday\u003c/em>\u003c/p>\n\u003cp>An ambitious proposal for a regional tax seen as crucial to the long-term survival of Bay Area public transit agencies is dead, the casualty of a dispute over the scope of the measure and who would control the billions of dollars it would raise.\u003c/p>\n\u003cp>State Sens. Scott Wiener of San Francisco and Aisha Wahab of Hayward, the Democratic co-authors of \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, announced late Thursday they were pulling the bill from further consideration this year in the face of growing opposition across the region.\u003c/p>\n\u003cp>“We worked very hard over the course of this year to try to build consensus within the region around this measure,” Wiener said in an interview. “It became clear that we didn’t have enough time to get that done this year. There are times when you have to take a deep breath, hit the reset button and start over again.”\u003c/p>\n\u003cp>Wahab issued a statement saying the needs the bill addressed, including efficiency, agency consolidation and improved governance, are still urgent. “Riders deserve that, and stakeholders need to prioritize these efforts to save public transit,” she said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The legislation, dubbed the Connect Bay Area Act, would authorize a November 2026 vote on a multicounty tax measure to raise as much as $1.5 billion a year to help pay for train, bus and ferry operations and for initiatives to help better integrate the 27 agencies that deliver those services. The bill would also pay for some street and highway work.\u003c/p>\n\u003cp>Wiener said he remains committed to crafting a plan that will allow transit agencies to head off major deficits and deep service cuts and promised to bring a new measure to the Legislature early next year. Work on a new proposal will begin immediately, he said.\u003c/p>\n\u003cp>“My hope — I can’t guarantee it — but my hope is that by late 2024 we’ll at least have a structure in place so we can be optimistic about 2025 and give the (transit) operators that same optimism” that financial help is on the way, Wiener said.\u003c/p>\n\u003cp>The bill has been seen as crucial to ensuring that BART, Muni, AC Transit, Caltrain and other agencies aren’t forced to slash service because of catastrophic deficits they’re facing in the next few years. The shortfalls are due mostly to the loss of ridership and fare revenue thanks to the pandemic and continuing shifts in work and commute patterns.\u003c/p>\n\u003cp>The legislation was also seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies and requiring large employers to subsidize all-you-can-ride transit passes for their workers.[aside postID=\"news_11985190,news_11985965\" label=\"Related Stories\"]\u003c/p>\n\u003cp>But the bill, which is just as complex as its 10,000-word length implies, drew resistance from many quarters. Progressive transportation advocates said they’d oppose the measure if it allowed funding for highway expansion projects. Officials with some transit operators, like Caltrain, didn’t like a provision that would require a study of how to consolidate at least some of the region’s 27 agencies.\u003c/p>\n\u003cp>There was also a falling out about what kind of taxes or fees the bill should allow. The proposal offered several alternatives: a half-cent sales tax, a parcel tax on property owners, a payroll tax to be paid by employers, or a future vehicle registration surcharge.\u003c/p>\n\u003cp>But business groups, including the Bay Area Council, said they’d oppose a payroll tax. Some bill supporters were cool to the idea of a sales tax, a levy that would fall most heavily on lower-income residents in an already heavily taxed region. Bill sponsors rejected a proposal from progressive transit advocates to consider a regional income tax on higher-income residents.\u003c/p>\n\u003cp>But the most significant disagreements centered on the issue of “return to source,” or how much money raised in each Bay Area county would be available to use there.\u003c/p>\n\u003cp>The bill provided that tax proceeds would be funneled through the Metropolitan Transportation Commission. It guaranteed that during the proposed tax measure’s first five years, at least 70% of revenue generated in a county would be invested in projects and programs that benefited that county. That percentage would rise to 90% after the initial five years.\u003c/p>\n\u003cp>Santa Clara County officials came out against the measure, saying that the initial 70% allocation was too low and that funds should come back directly to the county without the MTC’s involvement. Officials in the South Bay said they were also concerned that a new sales tax would interfere with several existing sales taxes that support transit operations in the county and are being used to help pay for the $12.7 billion BART extension through downtown San José.\u003c/p>\n\u003cp>That dispute came to a head last Friday when the bill made it to the State Senate floor. Sen. Dave Cortese, a San José Democrat, called the SB 1031 tax proposal “an existential threat” to Santa Clara County and complained that his proposal to send revenue from the tax directly to the counties had been “flat out rejected.”\u003c/p>\n\u003cp>“That told me that we need to organize people in my area and we need to make sure we do everything we can to put a stop to this,” Cortese said.\u003c/p>\n\u003cp>With Wiener and Wahab promising further work on the bill, the Senate approved it 26–10 and sent it to the Assembly.\u003c/p>\n\u003cp>Wiener on Thursday acknowledged Santa Clara County’s influence in the decision to pull the bill, but he said it’s crucial to find a way to put public transportation on a healthy financial footing for the long term.\u003c/p>\n\u003cp>“The challenge that we have is how do we fund these priorities in a way that all the different counties around the region feel like they’re being treated fairly and feel like they are getting a strong benefit from the measure?” he said. “If we’re asking people to pay in, we want people to be confident that they are getting a benefit.”\u003c/p>\n\u003cp>Ian Griffiths, the policy director for Seamless Bay Area, a grassroots group that was one of the bill’s chief advocates, said he was disappointed the measure has been withdrawn. But he says that creates an opportunity to better communicate the benefits a transit tax measure could deliver.\u003c/p>\n\u003cp>He said advocates could do that “by spending time over the next six months developing a clear service vision of the transit network that we’re trying to create. We’ve talked about policies like integrated fares and integrated service, but actually having a … map of service improvements across the region, really I think can help make it more real” for voters.\u003c/p>\n\u003cp>BART’s deficit in the fiscal year starting July 1, 2026, is currently projected at $385 million, with annual shortfalls of $350 million or more continuing into the foreseeable future. San Francisco’s Municipal Transportation Agency, which runs Muni transit service, expects its deficit to top $200 million during the same year.\u003c/p>\n\u003cp>Both agencies, like most other transit operators across the country, have survived on massive infusions of federal cash to replace lost fare revenue. They have warned of drastic service cuts if new operating support isn’t forthcoming.\u003c/p>\n\u003cp>SFMTA chief Jeffrey Tumlin said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-transit-death-spiral-19472978.php\">earlier this week\u003c/a> that major service cuts could begin next year. BART, which has said it may have to shut down two of its five lines, shutter some stations and run trains as much as 60 minutes apart, has not talked about when such steps might be taken.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Neither agency responded immediately to requests for comment on the latest legislative developments.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 11:55 a.m. Friday\u003c/em>\u003c/p>\n\u003cp>An ambitious proposal for a regional tax seen as crucial to the long-term survival of Bay Area public transit agencies is dead, the casualty of a dispute over the scope of the measure and who would control the billions of dollars it would raise.\u003c/p>\n\u003cp>State Sens. Scott Wiener of San Francisco and Aisha Wahab of Hayward, the Democratic co-authors of \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB1031\">SB 1031\u003c/a>, announced late Thursday they were pulling the bill from further consideration this year in the face of growing opposition across the region.\u003c/p>\n\u003cp>“We worked very hard over the course of this year to try to build consensus within the region around this measure,” Wiener said in an interview. “It became clear that we didn’t have enough time to get that done this year. There are times when you have to take a deep breath, hit the reset button and start over again.”\u003c/p>\n\u003cp>Wahab issued a statement saying the needs the bill addressed, including efficiency, agency consolidation and improved governance, are still urgent. “Riders deserve that, and stakeholders need to prioritize these efforts to save public transit,” she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The legislation, dubbed the Connect Bay Area Act, would authorize a November 2026 vote on a multicounty tax measure to raise as much as $1.5 billion a year to help pay for train, bus and ferry operations and for initiatives to help better integrate the 27 agencies that deliver those services. The bill would also pay for some street and highway work.\u003c/p>\n\u003cp>Wiener said he remains committed to crafting a plan that will allow transit agencies to head off major deficits and deep service cuts and promised to bring a new measure to the Legislature early next year. Work on a new proposal will begin immediately, he said.\u003c/p>\n\u003cp>“My hope — I can’t guarantee it — but my hope is that by late 2024 we’ll at least have a structure in place so we can be optimistic about 2025 and give the (transit) operators that same optimism” that financial help is on the way, Wiener said.\u003c/p>\n\u003cp>The bill has been seen as crucial to ensuring that BART, Muni, AC Transit, Caltrain and other agencies aren’t forced to slash service because of catastrophic deficits they’re facing in the next few years. The shortfalls are due mostly to the loss of ridership and fare revenue thanks to the pandemic and continuing shifts in work and commute patterns.\u003c/p>\n\u003cp>The legislation was also seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies and requiring large employers to subsidize all-you-can-ride transit passes for their workers.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the bill, which is just as complex as its 10,000-word length implies, drew resistance from many quarters. Progressive transportation advocates said they’d oppose the measure if it allowed funding for highway expansion projects. Officials with some transit operators, like Caltrain, didn’t like a provision that would require a study of how to consolidate at least some of the region’s 27 agencies.\u003c/p>\n\u003cp>There was also a falling out about what kind of taxes or fees the bill should allow. The proposal offered several alternatives: a half-cent sales tax, a parcel tax on property owners, a payroll tax to be paid by employers, or a future vehicle registration surcharge.\u003c/p>\n\u003cp>But business groups, including the Bay Area Council, said they’d oppose a payroll tax. Some bill supporters were cool to the idea of a sales tax, a levy that would fall most heavily on lower-income residents in an already heavily taxed region. Bill sponsors rejected a proposal from progressive transit advocates to consider a regional income tax on higher-income residents.\u003c/p>\n\u003cp>But the most significant disagreements centered on the issue of “return to source,” or how much money raised in each Bay Area county would be available to use there.\u003c/p>\n\u003cp>The bill provided that tax proceeds would be funneled through the Metropolitan Transportation Commission. It guaranteed that during the proposed tax measure’s first five years, at least 70% of revenue generated in a county would be invested in projects and programs that benefited that county. That percentage would rise to 90% after the initial five years.\u003c/p>\n\u003cp>Santa Clara County officials came out against the measure, saying that the initial 70% allocation was too low and that funds should come back directly to the county without the MTC’s involvement. Officials in the South Bay said they were also concerned that a new sales tax would interfere with several existing sales taxes that support transit operations in the county and are being used to help pay for the $12.7 billion BART extension through downtown San José.\u003c/p>\n\u003cp>That dispute came to a head last Friday when the bill made it to the State Senate floor. Sen. Dave Cortese, a San José Democrat, called the SB 1031 tax proposal “an existential threat” to Santa Clara County and complained that his proposal to send revenue from the tax directly to the counties had been “flat out rejected.”\u003c/p>\n\u003cp>“That told me that we need to organize people in my area and we need to make sure we do everything we can to put a stop to this,” Cortese said.\u003c/p>\n\u003cp>With Wiener and Wahab promising further work on the bill, the Senate approved it 26–10 and sent it to the Assembly.\u003c/p>\n\u003cp>Wiener on Thursday acknowledged Santa Clara County’s influence in the decision to pull the bill, but he said it’s crucial to find a way to put public transportation on a healthy financial footing for the long term.\u003c/p>\n\u003cp>“The challenge that we have is how do we fund these priorities in a way that all the different counties around the region feel like they’re being treated fairly and feel like they are getting a strong benefit from the measure?” he said. “If we’re asking people to pay in, we want people to be confident that they are getting a benefit.”\u003c/p>\n\u003cp>Ian Griffiths, the policy director for Seamless Bay Area, a grassroots group that was one of the bill’s chief advocates, said he was disappointed the measure has been withdrawn. But he says that creates an opportunity to better communicate the benefits a transit tax measure could deliver.\u003c/p>\n\u003cp>He said advocates could do that “by spending time over the next six months developing a clear service vision of the transit network that we’re trying to create. We’ve talked about policies like integrated fares and integrated service, but actually having a … map of service improvements across the region, really I think can help make it more real” for voters.\u003c/p>\n\u003cp>BART’s deficit in the fiscal year starting July 1, 2026, is currently projected at $385 million, with annual shortfalls of $350 million or more continuing into the foreseeable future. San Francisco’s Municipal Transportation Agency, which runs Muni transit service, expects its deficit to top $200 million during the same year.\u003c/p>\n\u003cp>Both agencies, like most other transit operators across the country, have survived on massive infusions of federal cash to replace lost fare revenue. They have warned of drastic service cuts if new operating support isn’t forthcoming.\u003c/p>\n\u003cp>SFMTA chief Jeffrey Tumlin said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bart-transit-death-spiral-19472978.php\">earlier this week\u003c/a> that major service cuts could begin next year. BART, which has said it may have to shut down two of its five lines, shutter some stations and run trains as much as 60 minutes apart, has not talked about when such steps might be taken.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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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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},
"link": "/radio/program/bbc-world-service",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"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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"source": "kqed",
"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.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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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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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"order": 1
},
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"title": "Code Switch / Life Kit",
"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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"meta": {
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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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"meta": {
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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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"id": "forum",
"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",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"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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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"here-and-now": {
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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": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"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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},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"order": 15
},
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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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"officialWebsiteLink": "/podcasts/jerrybrown",
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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": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"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",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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