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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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"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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"slug": "san-francisco-launches-on-demand-shuttle-service-in-bayview-hunters-point",
"title": "San Francisco Launches On-Demand Shuttle Service in Bayview-Hunters Point",
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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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"excerpt": "The Bayview Community Shuttle, a grant-funded initiative aiming to expand affordable transit options in the long-underserved neighborhood, includes a fleet of electric vans that can be hailed through an app. The service, which is free until Dec. 11, will cost the same as a Muni fare.",
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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",
"title": "SF Muni Could Face 'Devastating' Cuts",
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"headTitle": "SF Muni Could Face ‘Devastating’ Cuts | KQED",
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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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"title": "SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’ | KQED",
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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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"slug": "bart-riders-free-discounted-transfers-bay-area-transit-systems",
"title": "BART Riders Are Set for Free or Discounted Transfers Between Bay Area Transit Systems",
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"headTitle": "BART Riders Are Set for Free or Discounted Transfers Between Bay Area Transit Systems | KQED",
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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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"excerpt": "BART directors voted to join a pilot program that will provide $2.50 off transfers for riders using Clipper Card starting next spring.",
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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>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>\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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"excerpt": "The driver in the West Portal crash will be arraigned on vehicular manslaughter charges after prosecutors said a lengthy investigation ruled out mechanical or medical issues.",
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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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"slug": "a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now",
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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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"title": "SF Mayor Breed Advances Citywide Traffic Safety Improvements in Wake of Deadly West Portal Collision",
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"content": "\u003cp>Amid lasting grief and shock after a \u003ca href=\"https://www.sfchronicle.com/crime/article/san-francisco-west-portal-crash-investigation-19256389.php\">March 16 vehicle crash\u003c/a> in which a driver killed a mother, father and their two young children outside Muni’s West Portal station, San Francisco Mayor London Breed announced a series of initiatives meant to prevent a recurrence of such a tragedy and to spur progress in the city’s 10-year-old \u003ca href=\"https://www.visionzerosf.org/\">Vision Zero campaign\u003c/a> to end traffic fatalities.\u003c/p>\n\u003cp>The measures the mayor outlined Thursday at a midday conference outside City Hall include reducing the number of intersections where right turns are permitted on red lights, beefing up police enforcement of the most dangerous traffic infractions, and expediting the San Francisco Municipal Transportation Agency’s completion of urgent “Quick Build” safety projects.\u003c/p>\n\u003cp>Beyond those immediate actions and others, Breed also noted that the city’s street infrastructure is badly outdated and needs “a complete overhaul, period” to make it safe for all users.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"San Francisco Mayor London Breed\"]‘Our systems are long overdue for a physical modernization. And this is going to take a lot of time, a lot of resources, and a lot of understanding.’[/pullquote]The mayor addressed the March 16 accident at the very beginning of her remarks. The family of four was waiting at the West Portal station when a 78-year-old driver who was going the wrong way sped through a sidewalk bus stop, crashing directly into them. Police are still investigating the incident.\u003c/p>\n\u003cp>“Today is a moment for us to come together as a community in light of the tragedy that struck our city,” Breed said. “I don’t need to repeat the details of the moments to all of you — what happened, the pain, the terror, the hopelessness, the frustration.”\u003c/p>\n\u003cp>She thanked pedestrian and traffic safety advocates who responded by demanding the city treat the tragedy as an emergency requiring immediate action.\u003c/p>\n\u003cp>“This is a moment that we never want to live through again. Not just a family loss, but two lives of young people. Unimaginable,” Breed said.\u003c/p>\n\u003cp>The mayor also said she believes that the city needs to reimagine the role that streets play in the life of communities.\u003c/p>\n\u003cp>“These streets were built for another time, a smaller population and designed for a world we no longer want to live in, where cars are prioritized and the only option,” she said. “Our systems are long overdue for a physical modernization. And this is going to take a lot of time, a lot of resources, and a lot of understanding.”\u003c/p>\n\u003cp>The mayor also acknowledged that the city has done much to become safer despite the reality that dozens of people still die each year in traffic crashes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those accomplishments include instituting the SFMTA’s “Quick Build” program, which fast-tracks safety improvements in areas where there have been serious safety incidents. The city said it had completed 33 Quick Build projects since 2019 and added more than 50 miles of safety enhancements on high-injury corridors. The SFMTA has also reset most of the city’s traffic signals to give pedestrians more time to cross streets.\u003c/p>\n\u003cp>After Breed’s event on Thursday, SFMTA chief Jeffrey Tumlin said the city is facing two major challenges in working to reduce traffic deaths and serious injuries: funding and local politics.\u003c/p>\n\u003cp>“Over the last four years, we lost $40 million a year from our capital budget, and we lost $240 million a year from our operating budget,” Tumlin said. He said he was “amazed” that agency staffers have managed to continue installing safe street infrastructure despite the scarcity of funds. But he added that the city urgently needs help from the state and federal governments, as well as city voters, to be able to achieve its safety goals.\u003c/p>\n\u003cp>Tumlin also pointed to the difficulty of dealing with local resistance to street infrastructure changes.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11956244,news_11929172,news_11958918\"]“In order to advance traffic safety, particularly for pedestrians, it means reordering the right of way, it means taking space away from someone else in order to advance safety,” Tumlin said. “And here in San Francisco, political trade-offs are challenging, and that is why we are so grateful to the mayor’s strong commitment for us to keep doing this work and to accelerate it, even when we run into people who complain about a loss of a few parking spaces or a loss of a lane of traffic to advance safety.\u003c/p>\n\u003cp>Many of the initiatives Breed mentioned Thursday are programs the city has already embarked on and also include projects previously launched under state law or are steps officials promised long ago.\u003c/p>\n\u003cp>For instance, the Board of Supervisors \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-traffic-ban-right-turn-on-red-rules-18405065.php\">unanimously approved a resolution\u003c/a> last October asking the SFMTA to develop a plan for banning vehicles from making right turns on red lights at most city intersections.\u003c/p>\n\u003cp>San Francisco police vowed a decade ago to increase enforcement against speeding and other dangerous traffic offenses as part of the city’s Vision Zero campaign, though Police Department statistics show the overall number of citations officers have written has declined by more than 95% in the last 10 years.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of Walk San Francisco, thanked Breed during the event for observing the 10-year anniversary of Vision Zero “when it’s not yet a success story.” She added that there are many hopeful signs of change in the city, including the permanent conversion of John F. Kennedy Drive in Golden Gate Park to a parkway for pedestrians and cyclists.\u003c/p>\n\u003cp>“We’re ready to work together to fight together like we did for JFK Promenade,” Medeiros said. “So we are also here asking Mayor Breed, we need your bold action during this very dark time.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The initiatives — announced on the 10th anniversary of Vision Zero — include fewer intersections with right turns on red lights, beefed up police enforcement of the most dangerous infractions, and expedited completion of Muni projects.",
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"title": "SF Mayor Breed Advances Citywide Traffic Safety Improvements in Wake of Deadly West Portal Collision | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Amid lasting grief and shock after a \u003ca href=\"https://www.sfchronicle.com/crime/article/san-francisco-west-portal-crash-investigation-19256389.php\">March 16 vehicle crash\u003c/a> in which a driver killed a mother, father and their two young children outside Muni’s West Portal station, San Francisco Mayor London Breed announced a series of initiatives meant to prevent a recurrence of such a tragedy and to spur progress in the city’s 10-year-old \u003ca href=\"https://www.visionzerosf.org/\">Vision Zero campaign\u003c/a> to end traffic fatalities.\u003c/p>\n\u003cp>The measures the mayor outlined Thursday at a midday conference outside City Hall include reducing the number of intersections where right turns are permitted on red lights, beefing up police enforcement of the most dangerous traffic infractions, and expediting the San Francisco Municipal Transportation Agency’s completion of urgent “Quick Build” safety projects.\u003c/p>\n\u003cp>Beyond those immediate actions and others, Breed also noted that the city’s street infrastructure is badly outdated and needs “a complete overhaul, period” to make it safe for all users.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The mayor addressed the March 16 accident at the very beginning of her remarks. The family of four was waiting at the West Portal station when a 78-year-old driver who was going the wrong way sped through a sidewalk bus stop, crashing directly into them. Police are still investigating the incident.\u003c/p>\n\u003cp>“Today is a moment for us to come together as a community in light of the tragedy that struck our city,” Breed said. “I don’t need to repeat the details of the moments to all of you — what happened, the pain, the terror, the hopelessness, the frustration.”\u003c/p>\n\u003cp>She thanked pedestrian and traffic safety advocates who responded by demanding the city treat the tragedy as an emergency requiring immediate action.\u003c/p>\n\u003cp>“This is a moment that we never want to live through again. Not just a family loss, but two lives of young people. Unimaginable,” Breed said.\u003c/p>\n\u003cp>The mayor also said she believes that the city needs to reimagine the role that streets play in the life of communities.\u003c/p>\n\u003cp>“These streets were built for another time, a smaller population and designed for a world we no longer want to live in, where cars are prioritized and the only option,” she said. “Our systems are long overdue for a physical modernization. And this is going to take a lot of time, a lot of resources, and a lot of understanding.”\u003c/p>\n\u003cp>The mayor also acknowledged that the city has done much to become safer despite the reality that dozens of people still die each year in traffic crashes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those accomplishments include instituting the SFMTA’s “Quick Build” program, which fast-tracks safety improvements in areas where there have been serious safety incidents. The city said it had completed 33 Quick Build projects since 2019 and added more than 50 miles of safety enhancements on high-injury corridors. The SFMTA has also reset most of the city’s traffic signals to give pedestrians more time to cross streets.\u003c/p>\n\u003cp>After Breed’s event on Thursday, SFMTA chief Jeffrey Tumlin said the city is facing two major challenges in working to reduce traffic deaths and serious injuries: funding and local politics.\u003c/p>\n\u003cp>“Over the last four years, we lost $40 million a year from our capital budget, and we lost $240 million a year from our operating budget,” Tumlin said. He said he was “amazed” that agency staffers have managed to continue installing safe street infrastructure despite the scarcity of funds. But he added that the city urgently needs help from the state and federal governments, as well as city voters, to be able to achieve its safety goals.\u003c/p>\n\u003cp>Tumlin also pointed to the difficulty of dealing with local resistance to street infrastructure changes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“In order to advance traffic safety, particularly for pedestrians, it means reordering the right of way, it means taking space away from someone else in order to advance safety,” Tumlin said. “And here in San Francisco, political trade-offs are challenging, and that is why we are so grateful to the mayor’s strong commitment for us to keep doing this work and to accelerate it, even when we run into people who complain about a loss of a few parking spaces or a loss of a lane of traffic to advance safety.\u003c/p>\n\u003cp>Many of the initiatives Breed mentioned Thursday are programs the city has already embarked on and also include projects previously launched under state law or are steps officials promised long ago.\u003c/p>\n\u003cp>For instance, the Board of Supervisors \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-traffic-ban-right-turn-on-red-rules-18405065.php\">unanimously approved a resolution\u003c/a> last October asking the SFMTA to develop a plan for banning vehicles from making right turns on red lights at most city intersections.\u003c/p>\n\u003cp>San Francisco police vowed a decade ago to increase enforcement against speeding and other dangerous traffic offenses as part of the city’s Vision Zero campaign, though Police Department statistics show the overall number of citations officers have written has declined by more than 95% in the last 10 years.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of Walk San Francisco, thanked Breed during the event for observing the 10-year anniversary of Vision Zero “when it’s not yet a success story.” She added that there are many hopeful signs of change in the city, including the permanent conversion of John F. Kennedy Drive in Golden Gate Park to a parkway for pedestrians and cyclists.\u003c/p>\n\u003cp>“We’re ready to work together to fight together like we did for JFK Promenade,” Medeiros said. “So we are also here asking Mayor Breed, we need your bold action during this very dark time.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Bill to Raise Bay Area Bridge Tolls to Help Transit Put on Hold Amid Local Opposition",
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"content": "\u003cp>\u003cstrong>Update, Monday, Aug. 21: \u003c/strong>State Sen. Scott Wiener (D-San Francisco) announced early Monday he’s “pausing” \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a proposal to impose a $1.50 bridge toll increase to support Bay Area transit agencies facing a fiscal crisis because of pandemic-related ridership losses.\u003c/p>\n\u003cp>The bill, which would have required a two-thirds majority to pass both houses of the state Legislature, caused a split in the Bay Area’s Assembly and Senate delegations. Seven members joined Wiener as co-authors while half a dozen lawmakers from the region said they opposed the toll increase.\u003c/p>\n\u003cp>“We’ve been trying to build more consensus within our Bay Area legislative delegation, and it became apparent last week that we did not have enough time to do the consensus building that we needed to do for this bill to be able to pass before the end of session,” Wiener told KQED in an interview Monday.\u003c/p>\n\u003cp>Wiener said he’ll work with Assemblymember Lori Wilson (D-Suisun City), one of the bill’s opponents, to consider new transit-funding proposals to help Bay Area transit agencies avoid service cuts.\u003c/p>\n\u003cp>“Assemblymember Wilson and I have committed to each other that we will co-facilitate a process over the fall recess to try to come up with a solution,” Wiener said. “And the fact that I’m the author of this bill and she was a skeptic of the bill, that’s a powerful combination and she’s a very constructive partner. And I’m optimistic we’ll be able to get something done.”\u003c/p>\n\u003cp>Wilson said in a Monday interview that she recognizes the magnitude of the fiscal crisis facing transit agencies. But she said she opposed the toll increase because of its impact on drivers in her district — which includes Solano County and far eastern Contra Costa County — and because it would deliver little direct benefit to transit agencies there.\u003c/p>\n\u003cp>Typically, she said, a portion of tolls collected from drivers in a given county is reinvested in that county to support its public transit and other transportation needs. But that wouldn’t have been the case with SB 532.\u003c/p>\n\u003cp>“With this particular toll, it is need-based, and so it is going to those [transit agencies] that have the highest need currently,” Wilson said. “That’s BART, Muni and AC Transit.”\u003c/p>\n\u003cp>She said that would mean that residents who currently drive because there are few robust public transit options in their communities would be put in the position of subsidizing agencies to which they have little access.\u003c/p>\n\u003cp>“So I struggled with that quite a deal,” Wilson said, especially when tolls are already scheduled to increase from $7 to $8 per crossing in January 2025. The toll to help transit would have raised the fee to $9.50 through the end of 2028.\u003c/p>\n\u003cp>In a statement, Muni spokesperson Erica Kato said the withdrawal of SB 532 was “very disappointing, and it’s a blow to our efforts to maintain Muni service after federal pandemic relief funds run out next year. But we’re going to keep fighting for the hundreds of thousands of people who rely on Muni every single day.”\u003c/p>\n\u003cp>BART, whose elected board voted to support SB 532 in June, said it anticipates being involved in further discussions with Sen. Wiener and other legislators on funding ideas. Many who opposed the proposed toll increase were critical of the measure because it did not come along with formal guarantees that BART would improve its performance on public safety, cleanliness and fiscal accountability.\u003c/p>\n\u003cp>“BART will continue to work with legislators on accountability measures in the future,” a BART spokesperson said in an email. “BART staff will continue to offer our assistance to the Senator and other lawmakers as they work to find a consensus solution to this regional issue.”\u003c/p>\n\u003cp>BART board member Debora Allen, who represents central Contra Costa County, had voted against supporting SB 532. She said the agency and the Legislature need to focus on long-term measures that address not only revenue needs but also deficits that will exceed $300 million a year after 2025.\u003c/p>\n\u003cp>“I think SB 532 was the wrong approach for funding BART, and I am glad to see it being placed on hold because I think the Legislature and BART need to come together with a comprehensive plan for both funding and reducing spending,” she said.\u003c/p>\n\u003cp>The Bay Area Council, which has called on BART to make urgent improvements to passenger safety and overall customer experience, also applauded Wiener’s suspension of SB 532.\u003c/p>\n\u003cp>“We need our transit operators to make the necessary structural changes to bring their operations and budgets in line with both today’s fiscal realities and the tectonic changes that decimated ridership and have kept riders away from our transit systems, including addressing crime, safety and cleanliness,” Jim Wunderman, the council’s president and CEO, said in a statement. “We can’t continue to fund unsustainable transit operations that aren’t meeting the needs of riders for a safe, convenient and seamless commute.”\u003c/p>\n\u003cp>\u003cstrong>Original story, Saturday, Aug. 19: \u003c/strong>\u003cstrong>Bridge Toll Increase Would Help Transit. How Much Would It Hurt Drivers?\u003c/strong>\u003c/p>\n\u003cp>A bill that would impose a $1.50 toll increase on Bay Area bridges to provide emergency funding for BART, Muni and other transit operators has sparked a debate over whether the added charge will fall disproportionately on lower-income commuters already struggling with the region’s high cost of living.\u003c/p>\n\u003cp>That issue was at the top of a list of concerns raised in \u003ca href=\"https://s3.documentcloud.org/documents/23919424/congressional-letter-on-sb-532-bridge-toll-increase.pdf\">a letter last month from seven Bay Area members of Congress (PDF)\u003c/a>, led by Rep. Mark De Saulnier (D-Walnut Creek), that urged Gov. Gavin Newsom and state legislative leaders to oppose the bill. The Bay Area Council, a group counting 300 businesses and institutions as members, has also \u003ca href=\"https://www.bayareacouncil.org/transportation/seven-bay-area-congressional-representatives-decry-bridge-toll-increase-as-not-in-best-interests-of-residents/\">expressed similar displeasure \u003c/a>with the toll increase bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, by state Sen. Scott Wiener (D-San Francisco).\u003c/p>\n\u003cp>“Many employees now have the advantage to do their work from home,” the letter concluded. “There are others, the working people of the Bay Area, that don’t share this advantage, and the proposed toll hike comes straight out of their wallets.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But \u003ca href=\"https://www.spur.org/news/2023-08-16/who-will-be-helped-and-harmed-proposed-toll-increase-bay-area-bridges\">a new analysis from SPUR\u003c/a>, a regional planning and public policy think tank, challenges some of the assumptions behind that argument.\u003c/p>\n\u003cp>In \u003ca href=\"https://s3.documentcloud.org/documents/23919428/spur-analysis-who-will-be-helped-and-harmed-by-a-proposed-toll-increase-for-bay-area-bridges.pdf\">a report (PDF)\u003c/a> released this week, SPUR said a study of traffic patterns on the region’s seven state-owned bridges shows that two-thirds of drivers make just one toll crossing a week. That finding would mean those drivers’ weekly exposure to higher tolls would be limited to a single $1.50 charge.\u003c/p>\n\u003cp>The analysis also found just a small fraction of bridge users — 8% — cross more than one bridge per trip.\u003c/p>\n\u003cp>And finally, SPUR said a side-by-side comparison of bridge users and BART passengers shows that, in general, those driving over the bridges have significantly higher incomes than people taking the train. At the same time, BART customers are more likely to be traveling to work than those crossing the toll bridges.\u003c/p>\n\u003cp>Taken as a whole, SPUR says the analysis shows that those who drive across the bridges are more likely to be able to absorb the cost of the higher bridge tolls while lower-income transit users, like those who use BART, would lose out if a lack of funding forces agencies to slash service.\u003c/p>\n\u003cp>The analysis is based on modeling by Replica, a big-data firm with offices in Oakland that used census, toll payment, cell phone, credit card and other public and private information to create a “synthetic representation” of travel patterns.[pullquote align=\"right\" size=\"medium\" citation=\"Sebastian Petty, transportation policy manager, SPUR\"]‘When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute … It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.’[/pullquote]Sebastian Petty, transportation policy manager at SPUR, said in an interview he was surprised at the high number of drivers who make a toll crossing just once a week.\u003c/p>\n\u003cp>“When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute,” he said. “Certainly many of them are, but it’s not as though, you know, 80 out of 100 cars are doing their day-to-day commute trip. It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.”\u003c/p>\n\u003cp>Petty said the data in the report suggest a number of ways SB 532 could be amended to reduce the impact on lower-income drivers who make more frequent trips across the toll bridges. One way to do that, he said, was to cap the number of weekly toll crossings for which individual drivers would be charged the extra $1.50.\u003c/p>\n\u003cp>“If you wanted to make sure that you weren’t over cost-burdening lower-income folks who are working an in-person job and need to show up five days a week, you could still capture a significant majority of the bridge traffic if you were to cap the toll at something like a maximum of three crossings per week,” Petty said.\u003c/p>\n\u003cp>Similarly, drivers who must use two or more bridges could be given a “long-distance discount” and only charged for one toll crossing per trip.\u003c/p>\n\u003cp>SB 532 would hike tolls by $1.50 for five years starting next Jan. 1. Sen. Wiener says the increase would raise as much as $900 million for Bay Area transit operators who face major deficits beginning in 2025.\u003c/p>\n\u003cp>Supporters include BART, AC Transit, public transportation advocacy groups, environmental activists, nine YIMBY chapters and the cities of San Francisco, Oakland and Berkeley. Seven state lawmakers from the region have signed on to the bill as co-authors.\u003c/p>\n\u003cp>Wiener has acknowledged the equity issue posed by the proposed toll increases and has amended his bill to direct the Metropolitan Transportation Commission to devise a program over the next two years to reduce the hike’s impact on lower-income drivers.\u003c/p>\n\u003cp>But that amendment has done little to soften the opposition from some elected officials. In addition to the seven House members who raised objections to the bill, several state lawmakers, mostly from outlying parts of the Bay Area, have also said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bay-area-lawmakers-oppose-raising-bridge-tolls-18176112.php\">they’re against the toll increase\u003c/a>.\u003c/p>\n\u003cp>One of the chief concerns is that the $1.50 toll increase will come on top of a series of other increases \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\">approved by Bay Area voters in 2018\u003c/a>. Regional Measure 3 has raised tolls on the Antioch, Benicia, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges to $7 over the last several years. If SB 532 passes, the rate will go up to $8.50 in January. And the next toll increase under RM3 will add a dollar to that on New Year’s Day 2025.[aside label=\"Related Stories\" postID=\"news_11952821,news_11942359,news_11954314\"]With the bill needing a two-thirds majority in both the state Assembly and Senate to pass, the split in the regional delegation raises questions about prospects for the bill’s success.\u003c/p>\n\u003cp>The Bay Area Council has been the leading voice in opposing the measure. Besides expressing concerns about the higher tolls’ impact on lower-income drivers, the group has insisted that public transit agencies must improve performance on a range of issues — including public safety, cleanliness, reliability and offering more “seamless” service for passengers — before new public funding is approved.\u003c/p>\n\u003cp>Much of the council’s attention has been focused on BART, with the group issuing several calls in recent months for the agency to toughen enforcement of passenger conduct rules and to speed up installation of a new generation of fare gates to deter those who enter the system without paying.\u003c/p>\n\u003cp>BART has responded by approving a 22% pay increase for its police force, a step meant to retain officers and help fill nearly 30 vacant positions in its Police Department.\u003c/p>\n\u003cp>And ahead of a crucial Assembly Appropriations Committee vote on SB 532 this week, BART General Manager Robert Powers will host a ride-along with Sen. Wiener to show off the agency’s recent “safety, cleanliness and reliability improvements.”\u003c/p>\n\u003cp>The ride-along will begin at 4:30 p.m. Tuesday, Aug. 22, at Civic Center station and visit West Oakland station and the BART police “integrated security response center,” a facility that handles police dispatch calls and includes monitors for the system’s 4,000 surveillance cameras.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"title": "Bill to Raise Bay Area Bridge Tolls to Help Transit Put on Hold Amid Local Opposition | KQED",
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"headline": "Bill to Raise Bay Area Bridge Tolls to Help Transit Put on Hold Amid Local Opposition",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Update, Monday, Aug. 21: \u003c/strong>State Sen. Scott Wiener (D-San Francisco) announced early Monday he’s “pausing” \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a proposal to impose a $1.50 bridge toll increase to support Bay Area transit agencies facing a fiscal crisis because of pandemic-related ridership losses.\u003c/p>\n\u003cp>The bill, which would have required a two-thirds majority to pass both houses of the state Legislature, caused a split in the Bay Area’s Assembly and Senate delegations. Seven members joined Wiener as co-authors while half a dozen lawmakers from the region said they opposed the toll increase.\u003c/p>\n\u003cp>“We’ve been trying to build more consensus within our Bay Area legislative delegation, and it became apparent last week that we did not have enough time to do the consensus building that we needed to do for this bill to be able to pass before the end of session,” Wiener told KQED in an interview Monday.\u003c/p>\n\u003cp>Wiener said he’ll work with Assemblymember Lori Wilson (D-Suisun City), one of the bill’s opponents, to consider new transit-funding proposals to help Bay Area transit agencies avoid service cuts.\u003c/p>\n\u003cp>“Assemblymember Wilson and I have committed to each other that we will co-facilitate a process over the fall recess to try to come up with a solution,” Wiener said. “And the fact that I’m the author of this bill and she was a skeptic of the bill, that’s a powerful combination and she’s a very constructive partner. And I’m optimistic we’ll be able to get something done.”\u003c/p>\n\u003cp>Wilson said in a Monday interview that she recognizes the magnitude of the fiscal crisis facing transit agencies. But she said she opposed the toll increase because of its impact on drivers in her district — which includes Solano County and far eastern Contra Costa County — and because it would deliver little direct benefit to transit agencies there.\u003c/p>\n\u003cp>Typically, she said, a portion of tolls collected from drivers in a given county is reinvested in that county to support its public transit and other transportation needs. But that wouldn’t have been the case with SB 532.\u003c/p>\n\u003cp>“With this particular toll, it is need-based, and so it is going to those [transit agencies] that have the highest need currently,” Wilson said. “That’s BART, Muni and AC Transit.”\u003c/p>\n\u003cp>She said that would mean that residents who currently drive because there are few robust public transit options in their communities would be put in the position of subsidizing agencies to which they have little access.\u003c/p>\n\u003cp>“So I struggled with that quite a deal,” Wilson said, especially when tolls are already scheduled to increase from $7 to $8 per crossing in January 2025. The toll to help transit would have raised the fee to $9.50 through the end of 2028.\u003c/p>\n\u003cp>In a statement, Muni spokesperson Erica Kato said the withdrawal of SB 532 was “very disappointing, and it’s a blow to our efforts to maintain Muni service after federal pandemic relief funds run out next year. But we’re going to keep fighting for the hundreds of thousands of people who rely on Muni every single day.”\u003c/p>\n\u003cp>BART, whose elected board voted to support SB 532 in June, said it anticipates being involved in further discussions with Sen. Wiener and other legislators on funding ideas. Many who opposed the proposed toll increase were critical of the measure because it did not come along with formal guarantees that BART would improve its performance on public safety, cleanliness and fiscal accountability.\u003c/p>\n\u003cp>“BART will continue to work with legislators on accountability measures in the future,” a BART spokesperson said in an email. “BART staff will continue to offer our assistance to the Senator and other lawmakers as they work to find a consensus solution to this regional issue.”\u003c/p>\n\u003cp>BART board member Debora Allen, who represents central Contra Costa County, had voted against supporting SB 532. She said the agency and the Legislature need to focus on long-term measures that address not only revenue needs but also deficits that will exceed $300 million a year after 2025.\u003c/p>\n\u003cp>“I think SB 532 was the wrong approach for funding BART, and I am glad to see it being placed on hold because I think the Legislature and BART need to come together with a comprehensive plan for both funding and reducing spending,” she said.\u003c/p>\n\u003cp>The Bay Area Council, which has called on BART to make urgent improvements to passenger safety and overall customer experience, also applauded Wiener’s suspension of SB 532.\u003c/p>\n\u003cp>“We need our transit operators to make the necessary structural changes to bring their operations and budgets in line with both today’s fiscal realities and the tectonic changes that decimated ridership and have kept riders away from our transit systems, including addressing crime, safety and cleanliness,” Jim Wunderman, the council’s president and CEO, said in a statement. “We can’t continue to fund unsustainable transit operations that aren’t meeting the needs of riders for a safe, convenient and seamless commute.”\u003c/p>\n\u003cp>\u003cstrong>Original story, Saturday, Aug. 19: \u003c/strong>\u003cstrong>Bridge Toll Increase Would Help Transit. How Much Would It Hurt Drivers?\u003c/strong>\u003c/p>\n\u003cp>A bill that would impose a $1.50 toll increase on Bay Area bridges to provide emergency funding for BART, Muni and other transit operators has sparked a debate over whether the added charge will fall disproportionately on lower-income commuters already struggling with the region’s high cost of living.\u003c/p>\n\u003cp>That issue was at the top of a list of concerns raised in \u003ca href=\"https://s3.documentcloud.org/documents/23919424/congressional-letter-on-sb-532-bridge-toll-increase.pdf\">a letter last month from seven Bay Area members of Congress (PDF)\u003c/a>, led by Rep. Mark De Saulnier (D-Walnut Creek), that urged Gov. Gavin Newsom and state legislative leaders to oppose the bill. The Bay Area Council, a group counting 300 businesses and institutions as members, has also \u003ca href=\"https://www.bayareacouncil.org/transportation/seven-bay-area-congressional-representatives-decry-bridge-toll-increase-as-not-in-best-interests-of-residents/\">expressed similar displeasure \u003c/a>with the toll increase bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, by state Sen. Scott Wiener (D-San Francisco).\u003c/p>\n\u003cp>“Many employees now have the advantage to do their work from home,” the letter concluded. “There are others, the working people of the Bay Area, that don’t share this advantage, and the proposed toll hike comes straight out of their wallets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But \u003ca href=\"https://www.spur.org/news/2023-08-16/who-will-be-helped-and-harmed-proposed-toll-increase-bay-area-bridges\">a new analysis from SPUR\u003c/a>, a regional planning and public policy think tank, challenges some of the assumptions behind that argument.\u003c/p>\n\u003cp>In \u003ca href=\"https://s3.documentcloud.org/documents/23919428/spur-analysis-who-will-be-helped-and-harmed-by-a-proposed-toll-increase-for-bay-area-bridges.pdf\">a report (PDF)\u003c/a> released this week, SPUR said a study of traffic patterns on the region’s seven state-owned bridges shows that two-thirds of drivers make just one toll crossing a week. That finding would mean those drivers’ weekly exposure to higher tolls would be limited to a single $1.50 charge.\u003c/p>\n\u003cp>The analysis also found just a small fraction of bridge users — 8% — cross more than one bridge per trip.\u003c/p>\n\u003cp>And finally, SPUR said a side-by-side comparison of bridge users and BART passengers shows that, in general, those driving over the bridges have significantly higher incomes than people taking the train. At the same time, BART customers are more likely to be traveling to work than those crossing the toll bridges.\u003c/p>\n\u003cp>Taken as a whole, SPUR says the analysis shows that those who drive across the bridges are more likely to be able to absorb the cost of the higher bridge tolls while lower-income transit users, like those who use BART, would lose out if a lack of funding forces agencies to slash service.\u003c/p>\n\u003cp>The analysis is based on modeling by Replica, a big-data firm with offices in Oakland that used census, toll payment, cell phone, credit card and other public and private information to create a “synthetic representation” of travel patterns.\u003c/p>\u003c/div>",
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"content": "‘When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute … It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sebastian Petty, transportation policy manager at SPUR, said in an interview he was surprised at the high number of drivers who make a toll crossing just once a week.\u003c/p>\n\u003cp>“When you’re looking at the bridge and the people driving across it, a lot of those folks are not engaged in their day-to-day commute,” he said. “Certainly many of them are, but it’s not as though, you know, 80 out of 100 cars are doing their day-to-day commute trip. It’s people making regional trips, people making occasional work trips, people going to the airport, people visiting, shopping.”\u003c/p>\n\u003cp>Petty said the data in the report suggest a number of ways SB 532 could be amended to reduce the impact on lower-income drivers who make more frequent trips across the toll bridges. One way to do that, he said, was to cap the number of weekly toll crossings for which individual drivers would be charged the extra $1.50.\u003c/p>\n\u003cp>“If you wanted to make sure that you weren’t over cost-burdening lower-income folks who are working an in-person job and need to show up five days a week, you could still capture a significant majority of the bridge traffic if you were to cap the toll at something like a maximum of three crossings per week,” Petty said.\u003c/p>\n\u003cp>Similarly, drivers who must use two or more bridges could be given a “long-distance discount” and only charged for one toll crossing per trip.\u003c/p>\n\u003cp>SB 532 would hike tolls by $1.50 for five years starting next Jan. 1. Sen. Wiener says the increase would raise as much as $900 million for Bay Area transit operators who face major deficits beginning in 2025.\u003c/p>\n\u003cp>Supporters include BART, AC Transit, public transportation advocacy groups, environmental activists, nine YIMBY chapters and the cities of San Francisco, Oakland and Berkeley. Seven state lawmakers from the region have signed on to the bill as co-authors.\u003c/p>\n\u003cp>Wiener has acknowledged the equity issue posed by the proposed toll increases and has amended his bill to direct the Metropolitan Transportation Commission to devise a program over the next two years to reduce the hike’s impact on lower-income drivers.\u003c/p>\n\u003cp>But that amendment has done little to soften the opposition from some elected officials. In addition to the seven House members who raised objections to the bill, several state lawmakers, mostly from outlying parts of the Bay Area, have also said \u003ca href=\"https://www.sfchronicle.com/bayarea/article/bay-area-lawmakers-oppose-raising-bridge-tolls-18176112.php\">they’re against the toll increase\u003c/a>.\u003c/p>\n\u003cp>One of the chief concerns is that the $1.50 toll increase will come on top of a series of other increases \u003ca href=\"https://www.kqed.org/news/11672904/bay-area-bridge-toll-increase-appears-headed-for-passage\">approved by Bay Area voters in 2018\u003c/a>. Regional Measure 3 has raised tolls on the Antioch, Benicia, Carquinez, Richmond-San Rafael, Bay, San Mateo and Dumbarton bridges to $7 over the last several years. If SB 532 passes, the rate will go up to $8.50 in January. And the next toll increase under RM3 will add a dollar to that on New Year’s Day 2025.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>With the bill needing a two-thirds majority in both the state Assembly and Senate to pass, the split in the regional delegation raises questions about prospects for the bill’s success.\u003c/p>\n\u003cp>The Bay Area Council has been the leading voice in opposing the measure. Besides expressing concerns about the higher tolls’ impact on lower-income drivers, the group has insisted that public transit agencies must improve performance on a range of issues — including public safety, cleanliness, reliability and offering more “seamless” service for passengers — before new public funding is approved.\u003c/p>\n\u003cp>Much of the council’s attention has been focused on BART, with the group issuing several calls in recent months for the agency to toughen enforcement of passenger conduct rules and to speed up installation of a new generation of fare gates to deter those who enter the system without paying.\u003c/p>\n\u003cp>BART has responded by approving a 22% pay increase for its police force, a step meant to retain officers and help fill nearly 30 vacant positions in its Police Department.\u003c/p>\n\u003cp>And ahead of a crucial Assembly Appropriations Committee vote on SB 532 this week, BART General Manager Robert Powers will host a ride-along with Sen. Wiener to show off the agency’s recent “safety, cleanliness and reliability improvements.”\u003c/p>\n\u003cp>The ride-along will begin at 4:30 p.m. Tuesday, Aug. 22, at Civic Center station and visit West Oakland station and the BART police “integrated security response center,” a facility that handles police dispatch calls and includes monitors for the system’s 4,000 surveillance cameras.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"headTitle": "3 Big Takeaways from California’s $311 Billion Budget Deal | KQED",
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"content": "\u003cp>Gov. Gavin Newsom and the Democrats who control the California Legislature agreed late Monday on how to spend $310.8 billion over the next year, endorsing a plan that covers a nearly $32 billion budget deficit without raiding the state’s savings account.\u003c/p>\n\u003cp>The state has had combined \u003ca href=\"https://www.kqed.org/news/11874125/californias-historic-budget-surplus-is-it-76-billion-or-38-billion\">budget surpluses\u003c/a> of well over $100 billion in the past few years, using that money to greatly expand government programs. But this year, \u003ca href=\"https://apnews.com/article/california-gavin-newsom-business-1035e53f9f5c0ebad2565a34192e2e13\">revenues slowed\u003c/a> as inflation soared and the stock market struggled. California gets most of its revenue from taxes paid by the wealthy, making it more vulnerable to changes in the economy than other states. Last month, \u003ca href=\"https://www.kqed.org/news/11949333/gov-newsom-says-california-budget-deficit-has-grown-to-nearly-32-billion\">the Newsom administration estimated the state’s spending would exceed revenues by over $30 billion\u003c/a>.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Chris Hoene, California Budget and Policy Center\"]‘They took one-time investments that they had made commitments to in earlier budget years … and they basically took some of that money back.’[/pullquote]The final budget, which lawmakers are scheduled to vote on later this week, covers that deficit by cutting some spending — about $8 billion — while delaying other spending and shifting certain expenses to other funds. The plan would borrow $6.1 billion and set aside $37.8 billion in reserves, the most ever.\u003c/p>\n\u003cp>“In the face of continued global economic uncertainty, this budget increases our fiscal discipline by growing our budget reserves to a record $38 billion, while preserving historic investments in public education, health care, climate and public safety,” Newsom said.\u003c/p>\n\u003cp>However, Republicans criticized the budget plan as unsustainable, noting it would leave the state with projected multibillion-dollar deficits over the next few years.\u003c/p>\n\u003cp>Here are some big takeaways from the deal:\u003c/p>\n\u003ch2>Closing the deficit\u003c/h2>\n\u003cp>Chris Hoene, executive director of \u003ca href=\"https://calbudgetcenter.org/\">the California Budget and Policy Center\u003c/a>, said lawmakers were able to balance the budget without tapping reserves or increasing taxes, by canceling some future spending plans.\u003c/p>\n\u003cp>“They took one-time investments that they had made commitments to in earlier budget years, big pots of funding that they had set aside for climate change investments and infrastructure investments — and they basically took some of that money back,” Hoene said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The trims include over $5 billion targeted toward infrastructure to reduce climate change, such as electric vehicle chargers. However, Hoene said, there’s still $40 billion in earlier years’ surplus committed to investments in climate change.\u003c/p>\n\u003cp>“Given that the state is confronting a deficit of $30-plus billion, state leaders did an adequate job of protecting the investments that they’ve made over the past decade,” he said.\u003c/p>\n\u003cp>While the budget does not raise income taxes to cover the deficit, it does impose a new tax on managed-care organizations — private companies that contract with the state to administer Medicaid benefits. The tax would generate an estimated $32 billion over the next four years, some of which would go toward increasing how much money doctors get for treating Medicaid patients. It would also offer $150 million in loans to hospitals that are at risk of failing.\u003c/p>\n\u003ch2>No fast track for Delta tunnel\u003c/h2>\n\u003cp>More contentious than any single spending issue was Newsom’s proposal to reform state environmental laws in order to expedite the construction of major infrastructure projects.\u003c/p>\n\u003cp>The governor argued that new clean energy developments and upgrades to water infrastructure were being derailed by the California Environmental Quality Act, and would lead to the state missing out on future federal funding. His plan would have required all CEQA court challenges to be resolved within 270 days, among other changes.[aside postID=science_1983092]Lawmakers, however, were wary of grappling with such major reforms against the rapidly-approaching budget deadline. And those representing the Sacramento Delta region feared the plan would fast-track approval of a giant tunnel to move Delta water to Southern California.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB149\">The final agreement\u003c/a> threads the needle with a single line, which specifies that a project qualifying for streamlined approval “does not include the design or construction of through-Delta conveyance facilities of the Sacramento-San Joaquin Delta.”\u003c/p>\n\u003cp>State Sen. Bill Dodd, a Napa Democrat whose district includes Delta communities in Solano and Yolo counties, said although he largely agreed with the governor’s reforms, “I really worked hard to make sure [the tunnel plan] wasn’t included in the package.”\u003c/p>\n\u003cp>“It’s a highly problematic proposal that has incredible environmental implications and impact on the Delta communities that I serve,” Dodd said.\u003c/p>\n\u003ch2>Survival funds for transit agencies\u003c/h2>\n\u003cp>The budget agreement incorporates \u003ca href=\"https://www.kqed.org/news/11950403/some-bay-area-public-transit-lines-could-be-cut-this-summer-as-california-budget-deficit-looms\">a long-debated emergency relief package for transit agencies across the state\u003c/a>, including BART and Muni, that the Legislature passed earlier this month.\u003c/p>\n\u003cp>The funding is designed to help those agencies maintain current operating levels as they develop strategies to deal with a deepening pandemic-related financial crisis — a situation that’s come to be known as the “\u003ca href=\"https://www.kqed.org/news/11952821/1-1-billion-state-bailout-proposed-for-transit-agencies-facing-fiscal-cliff\">transit fiscal cliff\u003c/a>.”\u003c/p>\n\u003cp>The deal includes $1.1 billion, from the state’s cap-and-trade program, that transit agencies can use over the next four years for day-to-day operating expenses like salaries, maintenance and supplies.[aside postID=news_11952821,news_11950403,forum_2010101891806 label='Transit Funding']The pact also scraps Newsom’s proposed $2 billion cut to the state’s Transit and Intercity Rail Capital Program. Those funds are typically used for long-term system improvements and infrastructure projects.\u003c/p>\n\u003cp>The TIRCP deal restores $400 million to Bay Area projects, including the VTA-BART extension through downtown San José. The agreement allows transit operators to use their TIRCP funds for operating expenses under certain circumstances. But spending those capital dollars to keep systems running would carry a high cost in the loss of matching federal funds.\u003c/p>\n\u003cp>“We pulled a rabbit out of the hat by getting the transit money back,” said Assemblymember Phil Ting (D-San Francisco), chair of the Budget Committee. “We should hopefully help the transit operators from not falling over the ‘fiscal cliff.’ So that was a major win.”\u003c/p>\n\u003cp>State Sen. Scott Wiener (D-San Francisco) led the campaign to secure those transit survival funds, which he called “a critical lifeline that will help transit agencies maintain service while making critical improvements to cleanliness and safety.”\u003c/p>\n\u003cp>Those improvements are spelled out in \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB125\">an accompanying trailer bill\u003c/a> listing “accountability” requirements for the Bay Area’s Metropolitan Transportation Commission and for transit operators who want a share of the state funding. The transit agencies must also detail plans to improve public safety and system cleanliness and simplify fare structures and payment systems.\u003c/p>\n\u003cp>Bay Area bus, rail and ferry operators still face a five-year deficit of $2.5 billion, according to MTC estimates, so the budget agreement is far from the last word the region will hear on transit funding.\u003c/p>\n\u003cp>On Monday, Wiener introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a bill that would tack on $1.50 to tolls on the region’s seven state-owned bridges and earmark the proceeds for transit operations. Under the proposal, which requires a two-thirds vote in the Legislature to pass, the toll increase would take effect next Jan. 1, and continue through the end of 2028.\u003c/p>\n\u003cp>Wiener said that the toll hike, along with the emergency state cash and other funding the MTC has identified, would still leave the region about $900 million short of closing its five-year transit deficit. That means a broad range of public transportation advocates will likely join in a push for a 2026 ballot measure aimed at providing stable long-term funding.\u003c/p>\n\u003cp>\u003cem>For a more detailed breakdown of the budget proposals — including how it will affect childcare subsidies, education spending, and programs for homebuyers: \u003ca href=\"https://calmatters.org/politics/2023/06/california-budget-deal-what-you-need-to-know/\">What You Need to Know in the California Budget Deal\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>This article includes reporting from Adam Beam of The Associated Press.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gov. Gavin Newsom and the Democrats who control the California Legislature agreed late Monday on how to spend $310.8 billion over the next year, endorsing a plan that covers a nearly $32 billion budget deficit without raiding the state’s savings account.\u003c/p>\n\u003cp>The state has had combined \u003ca href=\"https://www.kqed.org/news/11874125/californias-historic-budget-surplus-is-it-76-billion-or-38-billion\">budget surpluses\u003c/a> of well over $100 billion in the past few years, using that money to greatly expand government programs. But this year, \u003ca href=\"https://apnews.com/article/california-gavin-newsom-business-1035e53f9f5c0ebad2565a34192e2e13\">revenues slowed\u003c/a> as inflation soared and the stock market struggled. California gets most of its revenue from taxes paid by the wealthy, making it more vulnerable to changes in the economy than other states. Last month, \u003ca href=\"https://www.kqed.org/news/11949333/gov-newsom-says-california-budget-deficit-has-grown-to-nearly-32-billion\">the Newsom administration estimated the state’s spending would exceed revenues by over $30 billion\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘They took one-time investments that they had made commitments to in earlier budget years … and they basically took some of that money back.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The final budget, which lawmakers are scheduled to vote on later this week, covers that deficit by cutting some spending — about $8 billion — while delaying other spending and shifting certain expenses to other funds. The plan would borrow $6.1 billion and set aside $37.8 billion in reserves, the most ever.\u003c/p>\n\u003cp>“In the face of continued global economic uncertainty, this budget increases our fiscal discipline by growing our budget reserves to a record $38 billion, while preserving historic investments in public education, health care, climate and public safety,” Newsom said.\u003c/p>\n\u003cp>However, Republicans criticized the budget plan as unsustainable, noting it would leave the state with projected multibillion-dollar deficits over the next few years.\u003c/p>\n\u003cp>Here are some big takeaways from the deal:\u003c/p>\n\u003ch2>Closing the deficit\u003c/h2>\n\u003cp>Chris Hoene, executive director of \u003ca href=\"https://calbudgetcenter.org/\">the California Budget and Policy Center\u003c/a>, said lawmakers were able to balance the budget without tapping reserves or increasing taxes, by canceling some future spending plans.\u003c/p>\n\u003cp>“They took one-time investments that they had made commitments to in earlier budget years, big pots of funding that they had set aside for climate change investments and infrastructure investments — and they basically took some of that money back,” Hoene said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The trims include over $5 billion targeted toward infrastructure to reduce climate change, such as electric vehicle chargers. However, Hoene said, there’s still $40 billion in earlier years’ surplus committed to investments in climate change.\u003c/p>\n\u003cp>“Given that the state is confronting a deficit of $30-plus billion, state leaders did an adequate job of protecting the investments that they’ve made over the past decade,” he said.\u003c/p>\n\u003cp>While the budget does not raise income taxes to cover the deficit, it does impose a new tax on managed-care organizations — private companies that contract with the state to administer Medicaid benefits. The tax would generate an estimated $32 billion over the next four years, some of which would go toward increasing how much money doctors get for treating Medicaid patients. It would also offer $150 million in loans to hospitals that are at risk of failing.\u003c/p>\n\u003ch2>No fast track for Delta tunnel\u003c/h2>\n\u003cp>More contentious than any single spending issue was Newsom’s proposal to reform state environmental laws in order to expedite the construction of major infrastructure projects.\u003c/p>\n\u003cp>The governor argued that new clean energy developments and upgrades to water infrastructure were being derailed by the California Environmental Quality Act, and would lead to the state missing out on future federal funding. His plan would have required all CEQA court challenges to be resolved within 270 days, among other changes.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Lawmakers, however, were wary of grappling with such major reforms against the rapidly-approaching budget deadline. And those representing the Sacramento Delta region feared the plan would fast-track approval of a giant tunnel to move Delta water to Southern California.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB149\">The final agreement\u003c/a> threads the needle with a single line, which specifies that a project qualifying for streamlined approval “does not include the design or construction of through-Delta conveyance facilities of the Sacramento-San Joaquin Delta.”\u003c/p>\n\u003cp>State Sen. Bill Dodd, a Napa Democrat whose district includes Delta communities in Solano and Yolo counties, said although he largely agreed with the governor’s reforms, “I really worked hard to make sure [the tunnel plan] wasn’t included in the package.”\u003c/p>\n\u003cp>“It’s a highly problematic proposal that has incredible environmental implications and impact on the Delta communities that I serve,” Dodd said.\u003c/p>\n\u003ch2>Survival funds for transit agencies\u003c/h2>\n\u003cp>The budget agreement incorporates \u003ca href=\"https://www.kqed.org/news/11950403/some-bay-area-public-transit-lines-could-be-cut-this-summer-as-california-budget-deficit-looms\">a long-debated emergency relief package for transit agencies across the state\u003c/a>, including BART and Muni, that the Legislature passed earlier this month.\u003c/p>\n\u003cp>The funding is designed to help those agencies maintain current operating levels as they develop strategies to deal with a deepening pandemic-related financial crisis — a situation that’s come to be known as the “\u003ca href=\"https://www.kqed.org/news/11952821/1-1-billion-state-bailout-proposed-for-transit-agencies-facing-fiscal-cliff\">transit fiscal cliff\u003c/a>.”\u003c/p>\n\u003cp>The deal includes $1.1 billion, from the state’s cap-and-trade program, that transit agencies can use over the next four years for day-to-day operating expenses like salaries, maintenance and supplies.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The pact also scraps Newsom’s proposed $2 billion cut to the state’s Transit and Intercity Rail Capital Program. Those funds are typically used for long-term system improvements and infrastructure projects.\u003c/p>\n\u003cp>The TIRCP deal restores $400 million to Bay Area projects, including the VTA-BART extension through downtown San José. The agreement allows transit operators to use their TIRCP funds for operating expenses under certain circumstances. But spending those capital dollars to keep systems running would carry a high cost in the loss of matching federal funds.\u003c/p>\n\u003cp>“We pulled a rabbit out of the hat by getting the transit money back,” said Assemblymember Phil Ting (D-San Francisco), chair of the Budget Committee. “We should hopefully help the transit operators from not falling over the ‘fiscal cliff.’ So that was a major win.”\u003c/p>\n\u003cp>State Sen. Scott Wiener (D-San Francisco) led the campaign to secure those transit survival funds, which he called “a critical lifeline that will help transit agencies maintain service while making critical improvements to cleanliness and safety.”\u003c/p>\n\u003cp>Those improvements are spelled out in \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB125\">an accompanying trailer bill\u003c/a> listing “accountability” requirements for the Bay Area’s Metropolitan Transportation Commission and for transit operators who want a share of the state funding. The transit agencies must also detail plans to improve public safety and system cleanliness and simplify fare structures and payment systems.\u003c/p>\n\u003cp>Bay Area bus, rail and ferry operators still face a five-year deficit of $2.5 billion, according to MTC estimates, so the budget agreement is far from the last word the region will hear on transit funding.\u003c/p>\n\u003cp>On Monday, Wiener introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240SB532\">SB 532\u003c/a>, a bill that would tack on $1.50 to tolls on the region’s seven state-owned bridges and earmark the proceeds for transit operations. Under the proposal, which requires a two-thirds vote in the Legislature to pass, the toll increase would take effect next Jan. 1, and continue through the end of 2028.\u003c/p>\n\u003cp>Wiener said that the toll hike, along with the emergency state cash and other funding the MTC has identified, would still leave the region about $900 million short of closing its five-year transit deficit. That means a broad range of public transportation advocates will likely join in a push for a 2026 ballot measure aimed at providing stable long-term funding.\u003c/p>\n\u003cp>\u003cem>For a more detailed breakdown of the budget proposals — including how it will affect childcare subsidies, education spending, and programs for homebuyers: \u003ca href=\"https://calmatters.org/politics/2023/06/california-budget-deal-what-you-need-to-know/\">What You Need to Know in the California Budget Deal\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cem>This article includes reporting from Adam Beam of The Associated Press.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After months of pleas from transit agencies and public transportation advocates, California lawmakers have released an emergency funding plan to help commuter rail and bus operators deal with their deepening financial crisis.\u003c/p>\n\u003cp>The proposal released late Sunday would allocate $1.1 billion from the state’s cap-and-trade funds over the next three years to help agencies facing major deficits because of the continuing effects of post-pandemic ridership and revenue losses.\u003c/p>\n\u003cp>That amount represents just a fraction of the more than \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/04/california-public-transit-budget/\">$5 billion that local transit agencies have been seeking\u003c/a> over the next five years to avoid what’s come to be known as their fiscal cliff. That would be enough funding over a long enough period of time to allow operators to develop new sources of revenue to finance their day-to-day operations, agencies say.\u003c/p>\n\u003cp>It’s also unclear exactly how the new funding will be shared among operators, whose deficit projections vary dramatically. The Los Angeles County Metropolitan Transportation Authority, the state’s biggest transit district, for instance, is facing \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/02/california-budget-public-transit/\">even bigger deficits\u003c/a> than its Bay Area peers in coming years.\u003c/p>\n\u003cp>Even so, Democratic state Sen. Scott Wiener of San Francisco, who has led the campaign to find new state support to help pay for day-to-day transit operations, called the plan a big win.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"public-transportation\"]“This is a very, very positive step,” Wiener told KQED Monday morning. “We anticipate that this will address about half the Bay Area’s fiscal cliff over the next three years. So, of course, it would have been great to solve the entire problem in one fell swoop, but solving probably half of it is still extremely positive.”\u003c/p>\n\u003cp>Wiener added that he will keep pushing the state to increase support for public transportation during ongoing budget negotiations with the governor’s office. The state Constitution requires the Legislature to pass a balanced budget by midnight June 15. But lawmakers and the governor will negotiate final details — including the possibility of finding more transit funding — for the state’s 2023–24 budget, which takes effect July 1.\u003c/p>\n\u003cp>One potential source for more transit dollars is an approximately $1 billion surplus in federal highway funding.\u003c/p>\n\u003cp>Both Muni and BART, the Bay Area’s biggest transit operators, face deficits ranging into the hundreds of millions of dollars over the next several years. Like other agencies statewide, both have relied on federal COVID relief funding to restore service close to 2019 levels. Also similar to other operators, they will exhaust those federal funds sometime in 2025.\u003c/p>\n\u003cp>In a tweet, Muni chief Jeffrey Tumlin said the plan will buy time for transit operators to work on “other solutions.” Those other solutions could well involve tax measures — either region-wide or floated by BART and/or San Francisco alone.\u003c/p>\n\u003cp>https://twitter.com/jeffreytumlin/status/1668269777691852802\u003c/p>\n\u003cp>BART Board President Janice Li told KQED the proposal “is the first good news we’ve had around the transit fiscal cliff in months. It gives me a lot more hope.”\u003c/p>\n\u003cp>But with uncertainty about how funds will be allocated, she said, “We’re still all really untangling what this means and what the continued need is.”\u003c/p>\n\u003cp>The Legislature’s proposal also restores $2 billion in capital funding — money used for long-term needs like buying new vehicles or improving and maintaining infrastructure — that was cut in Gov. Gavin Newsom’s budget blueprint.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The plan would allow flexibility for transit agencies to use that capital funding for immediate operating needs — an idea adopted by budget committees in both the state Assembly and Senate. But Wiener and others have warned that flexibility would carry a heavy price.\u003c/p>\n\u003cp>“It’s really bad policy to cannibalize transit capital funds for operations for two reasons,” Wiener said. “First, obviously, it prevents us from making all the capital improvements we need to have better and better transit. But even more important, if we use these capital funds for operations, we will forfeit billions of dollars of federal matching funds. And so it’s really important to keep the infrastructure funds for infrastructure.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The plan would give the funds to bus and rail operators over the next three years to keep services running. Still unknown: exactly how much agencies like BART and Muni would get.\r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After months of pleas from transit agencies and public transportation advocates, California lawmakers have released an emergency funding plan to help commuter rail and bus operators deal with their deepening financial crisis.\u003c/p>\n\u003cp>The proposal released late Sunday would allocate $1.1 billion from the state’s cap-and-trade funds over the next three years to help agencies facing major deficits because of the continuing effects of post-pandemic ridership and revenue losses.\u003c/p>\n\u003cp>That amount represents just a fraction of the more than \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/04/california-public-transit-budget/\">$5 billion that local transit agencies have been seeking\u003c/a> over the next five years to avoid what’s come to be known as their fiscal cliff. That would be enough funding over a long enough period of time to allow operators to develop new sources of revenue to finance their day-to-day operations, agencies say.\u003c/p>\n\u003cp>It’s also unclear exactly how the new funding will be shared among operators, whose deficit projections vary dramatically. The Los Angeles County Metropolitan Transportation Authority, the state’s biggest transit district, for instance, is facing \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2023/02/california-budget-public-transit/\">even bigger deficits\u003c/a> than its Bay Area peers in coming years.\u003c/p>\n\u003cp>Even so, Democratic state Sen. Scott Wiener of San Francisco, who has led the campaign to find new state support to help pay for day-to-day transit operations, called the plan a big win.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This is a very, very positive step,” Wiener told KQED Monday morning. “We anticipate that this will address about half the Bay Area’s fiscal cliff over the next three years. So, of course, it would have been great to solve the entire problem in one fell swoop, but solving probably half of it is still extremely positive.”\u003c/p>\n\u003cp>Wiener added that he will keep pushing the state to increase support for public transportation during ongoing budget negotiations with the governor’s office. The state Constitution requires the Legislature to pass a balanced budget by midnight June 15. But lawmakers and the governor will negotiate final details — including the possibility of finding more transit funding — for the state’s 2023–24 budget, which takes effect July 1.\u003c/p>\n\u003cp>One potential source for more transit dollars is an approximately $1 billion surplus in federal highway funding.\u003c/p>\n\u003cp>Both Muni and BART, the Bay Area’s biggest transit operators, face deficits ranging into the hundreds of millions of dollars over the next several years. Like other agencies statewide, both have relied on federal COVID relief funding to restore service close to 2019 levels. Also similar to other operators, they will exhaust those federal funds sometime in 2025.\u003c/p>\n\u003cp>In a tweet, Muni chief Jeffrey Tumlin said the plan will buy time for transit operators to work on “other solutions.” Those other solutions could well involve tax measures — either region-wide or floated by BART and/or San Francisco alone.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>BART Board President Janice Li told KQED the proposal “is the first good news we’ve had around the transit fiscal cliff in months. It gives me a lot more hope.”\u003c/p>\n\u003cp>But with uncertainty about how funds will be allocated, she said, “We’re still all really untangling what this means and what the continued need is.”\u003c/p>\n\u003cp>The Legislature’s proposal also restores $2 billion in capital funding — money used for long-term needs like buying new vehicles or improving and maintaining infrastructure — that was cut in Gov. Gavin Newsom’s budget blueprint.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The plan would allow flexibility for transit agencies to use that capital funding for immediate operating needs — an idea adopted by budget committees in both the state Assembly and Senate. But Wiener and others have warned that flexibility would carry a heavy price.\u003c/p>\n\u003cp>“It’s really bad policy to cannibalize transit capital funds for operations for two reasons,” Wiener said. “First, obviously, it prevents us from making all the capital improvements we need to have better and better transit. But even more important, if we use these capital funds for operations, we will forfeit billions of dollars of federal matching funds. And so it’s really important to keep the infrastructure funds for infrastructure.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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"order": 8
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},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
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"source": "Commonwealth Club of California"
},
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
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"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"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",
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