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"content": "\u003cp>If you’ve been hoping for a new speed bump on your street, don’t hold your breath.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco transportation officials \u003c/a>are suspending a popular, long-running program that allows residents to request street safety improvements in their neighborhoods.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency this week said it would be “temporarily pausing” its Residential Traffic Calming Program, citing “rising construction costs, record demand, and a challenging fiscal landscape.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The move comes as the agency faces an \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">anticipated $322 million budget deficit\u003c/a> next year when federal and state one-time relief funds run out.\u003c/p>\n\u003cp>Since the launch of the traffic calming program in 2013, residents have been able to ask the city to install new speed-reducing devices, such as concrete islands, speed bumps (and humps), road markings and rubber road cushions, in their neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_12015012\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">SFMTA is talking about huge cuts to service to help close a $300 million budget deficit by next year. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A surge in applications during the pandemic — when the SFMTA made the process more accessible — has left a significant backlog of projects, many of which are now ready for construction,” the agency said in a statement, noting it would stop taking applications on July 1.\u003c/p>\n\u003cp>SFMTA has installed over 1,200 traffic-calming devices throughout the city since 2018, including more than 500 directly requested by residents, according to the agency.\u003c/p>\n\u003cp>“This work has helped advance\u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\"> San Francisco’s Vision Zero goals \u003c/a>— and that effort continues, even as new residential applications are temporarily paused,” it added, referring to \u003ca href=\"https://www.sfmta.com/vision-zero-sf\">an initiative\u003c/a> the city launched in 2014 to end traffic fatalities within a decade.[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']The policy \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">officially expired\u003c/a> in 2024, the city’s deadliest \u003ca href=\"https://www.sfchronicle.com/bayarea/article/more-people-died-sf-crashes-homicides-19998860.php\">year\u003c/a> in at least two decades, when \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">42 people, \u003c/a>including 24 pedestrians, were killed in crashes.\u003c/p>\n\u003cp>The city’s Civil Grand Jury, a government watchdog group, last week released a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision.pdf\">scathing report\u003c/a> — dubbed “Failed Vision”— that attributed the rise in fatalities in part to “critical failures” in traffic enforcement by the city’s police department, which in recent years has issued significantly fewer traffic tickets amid staffing shortages and new regulations.\u003c/p>\n\u003cp>The number of traffic citations issued by police in the city declined by nearly 90% from 2014 to 2024, \u003ca href=\"https://www.sanfranciscopolice.org/stay-safe/crime-data/traffic-violation-reports\">according to department data\u003c/a>.\u003c/p>\n\u003cp>“There’s a sense of lawlessness on the city streets, due to the almost complete lack of \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">enforcement in recent years\u003c/a>,” Jury Foreperson Michael Carboy said in a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision_Press_Release.pdf\">statement\u003c/a>.\u003c/p>\n\u003cp>With eight \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">pedestrian deaths\u003c/a> in San Francisco so far this year, safety advocates urged the city not to give up on Vision Zero.[aside postID=news_12041243 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1020x680.jpg']Marta Lindsey, a spokesperson for Walk San Francisco, a pedestrian advocacy group, said that while the city’s crowd-sourced traffic calming program was well-intentioned, the piecemeal approach was inefficient.\u003c/p>\n\u003cp>“I hope SFMTA catches up on this backlog, but then comes 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It’s outside our windows every day,” she said. \u003cstrong>“\u003c/strong>People are really seeing and feeling how out of control speeding is on our streets. And they want something to be done that’s concrete. Literally concrete.”\u003c/p>\n\u003cp>\u003cem>This report includes reporting from KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jasminegarnett\">\u003cem>Jasmine Garnett\u003c/em>\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you’ve been hoping for a new speed bump on your street, don’t hold your breath.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco transportation officials \u003c/a>are suspending a popular, long-running program that allows residents to request street safety improvements in their neighborhoods.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency this week said it would be “temporarily pausing” its Residential Traffic Calming Program, citing “rising construction costs, record demand, and a challenging fiscal landscape.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The move comes as the agency faces an \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">anticipated $322 million budget deficit\u003c/a> next year when federal and state one-time relief funds run out.\u003c/p>\n\u003cp>Since the launch of the traffic calming program in 2013, residents have been able to ask the city to install new speed-reducing devices, such as concrete islands, speed bumps (and humps), road markings and rubber road cushions, in their neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_12015012\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">SFMTA is talking about huge cuts to service to help close a $300 million budget deficit by next year. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A surge in applications during the pandemic — when the SFMTA made the process more accessible — has left a significant backlog of projects, many of which are now ready for construction,” the agency said in a statement, noting it would stop taking applications on July 1.\u003c/p>\n\u003cp>SFMTA has installed over 1,200 traffic-calming devices throughout the city since 2018, including more than 500 directly requested by residents, according to the agency.\u003c/p>\n\u003cp>“This work has helped advance\u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\"> San Francisco’s Vision Zero goals \u003c/a>— and that effort continues, even as new residential applications are temporarily paused,” it added, referring to \u003ca href=\"https://www.sfmta.com/vision-zero-sf\">an initiative\u003c/a> the city launched in 2014 to end traffic fatalities within a decade.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The policy \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">officially expired\u003c/a> in 2024, the city’s deadliest \u003ca href=\"https://www.sfchronicle.com/bayarea/article/more-people-died-sf-crashes-homicides-19998860.php\">year\u003c/a> in at least two decades, when \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">42 people, \u003c/a>including 24 pedestrians, were killed in crashes.\u003c/p>\n\u003cp>The city’s Civil Grand Jury, a government watchdog group, last week released a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision.pdf\">scathing report\u003c/a> — dubbed “Failed Vision”— that attributed the rise in fatalities in part to “critical failures” in traffic enforcement by the city’s police department, which in recent years has issued significantly fewer traffic tickets amid staffing shortages and new regulations.\u003c/p>\n\u003cp>The number of traffic citations issued by police in the city declined by nearly 90% from 2014 to 2024, \u003ca href=\"https://www.sanfranciscopolice.org/stay-safe/crime-data/traffic-violation-reports\">according to department data\u003c/a>.\u003c/p>\n\u003cp>“There’s a sense of lawlessness on the city streets, due to the almost complete lack of \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">enforcement in recent years\u003c/a>,” Jury Foreperson Michael Carboy said in a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision_Press_Release.pdf\">statement\u003c/a>.\u003c/p>\n\u003cp>With eight \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">pedestrian deaths\u003c/a> in San Francisco so far this year, safety advocates urged the city not to give up on Vision Zero.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Marta Lindsey, a spokesperson for Walk San Francisco, a pedestrian advocacy group, said that while the city’s crowd-sourced traffic calming program was well-intentioned, the piecemeal approach was inefficient.\u003c/p>\n\u003cp>“I hope SFMTA catches up on this backlog, but then comes back with a better program that can be proactive and bring speed humps to entire neighborhoods where they’re needed instead of this ‘speed hump by speed-hump’ approach.”\u003c/p>\n\u003cp>Speed, she said, continues to be the number one cause of severe and fatal crashes in San Francisco.\u003c/p>\n\u003cp>“This threat is real. It’s outside our windows every day,” she said. \u003cstrong>“\u003c/strong>People are really seeing and feeling how out of control speeding is on our streets. And they want something to be done that’s concrete. Literally concrete.”\u003c/p>\n\u003cp>\u003cem>This report includes reporting from KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jasminegarnett\">\u003cem>Jasmine Garnett\u003c/em>\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/california-highway-patrol\">California Highway Patrol\u003c/a> has released video footage showing the high-speed police chase that caused the \u003ca href=\"https://www.kqed.org/news/12042539/after-fatal-chp-pursuit-crash-oakland-police-watchdog-says-systemic-changes-are-needed\">death of an Oakland teacher \u003c/a>and reinvigorated debates surrounding pursuits and the state agency’s presence in the city last month.\u003c/p>\n\u003cp>The newly-released aerial footage shows suspect Eric Scott Hernandez-Garcia, 18, driving at dangerous speeds while fleeing CHP through the city’s streets during a chase that activists from the Anti Police Terror Project called “reckless.”\u003c/p>\n\u003cp>The organization, which said it works to eradicate police fear in communities of color, will rally Thursday to demand that highway patrol follow Oakland’s police pursuit policy, and that the city’s police commission reject a recent proposal by the city’s police chief to repeal it.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Every year, police high-speed chases kill more people than hurricanes, tornadoes and floods combined. They don’t solve crime and they don’t prevent crime,” said Cat Brooks, the executive director of APTP. “It’s exhausting, we keep doing the same thing over and over, and now we have a police chief … that wants to roll back the very loose regulations that we have.”\u003c/p>\n\u003cp>During the pursuit, Hernandez-Garcia crashed twice, first ramming into the front of a minivan and, seconds later, skidding onto an East Oakland sidewalk, hitting a fire hydrant, a parked car and two pedestrians, including Castlemont High School teacher Marvin Boomer, who died on the scene.\u003c/p>\n\u003cp>The footage showed his car travelling about 80 miles per hour when he crashed.\u003c/p>\n\u003cfigure id=\"attachment_12043976\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043976\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A memorial for Marvin Boomer in Oakland on June 3, 2025. Boomer was killed when a suspect fleeing from the California Highway Patrol struck a fire hydrant, which struck the Castlemont High School teacher, who was out walking with his partner. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The four-minute video compilation showed CHP officers first attempting to pull over Hernandez-Garcia, whose vehicle was wanted in association with a felony evading incident by the Alameda County Sheriff’s office, in a parking lot near 102nd Avenue and International Avenue around 7:30 p.m.\u003c/p>\n\u003cp>He fled, and the two-man police team pursued him. After about 30 seconds, they halted their chase after losing sight of Hernandez-Garcia due to the “reckless manner” of his driving, according to Shawna Pacheco, an assistant chief with CHP’s Golden Gate division.\u003c/p>\n\u003cp>An aerial team continued to follow Hernandez-Garcia as he weaved through residential streets and on and off Highway 880 at speeds topping 90 miles per hour for the next 13 minutes.\u003c/p>\n\u003cp>Eventually, the video showed him parking on the 1800 block of Fifth Street. Officers once again tried to apprehend him, but Hernandez-Garcia drove away in the vehicle.[aside postID=news_12042539 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-01-KQED-1020x680.jpg']The two CHP officers resumed their vehicle pursuit, following him through more residential roads in East Oakland.\u003c/p>\n\u003cp>About 22 seconds later, the video showed Hernandez-Garcia crashing into a minivan while turning onto 21st Street, which caused minor injuries to its passengers.\u003c/p>\n\u003cp>The CHP vehicle stopped its pursuit at the site of that incident, the video shows, while Hernandez-Garcia continued, picking up speed for another 20 seconds before he appeared to lose control of the car while barrelling between two parked vehicles just before the intersection of 12th and 21st streets. The car skidded onto the sidewalk and hit Boomer and his partner, Oakland resident Nina Woodruff.\u003c/p>\n\u003cp>Boomer was pronounced dead at the scene, and Woodruff was transported to a local hospital with multiple injuries.\u003c/p>\n\u003cp>The incident came just as Oakland’s police commission has been tasked with reviewing the city’s pursuit policy, which restricts chases when a suspect is not putting themselves or others in imminent danger and limits police vehicles in pursuits on residential streets to traveling under 50 miles per hour.\u003c/p>\n\u003cp>In May, OPD Chief Floyd Mitchell requested that the commission further relax the policy, which he said “deviates from national best practice,” by eliminating the requirement that chasing officers gain approval to travel above 50 miles per hour. Brooks said the policy, even as it stands, is “loose,” and still allows officers to engage in chases, including at high speeds.\u003c/p>\n\u003cp>She believes restrictions should be placed on the risky missions, which some policing experts have said do little to lower crime.\u003c/p>\n\u003cfigure id=\"attachment_12042562\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042562\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial for Marvin Boomer in Oakland on June 3, 2025. Boomer was killed when a suspect fleeing from the California Highway Patrol struck a fire hydrant, which struck the Castlemont High School teacher, who was out walking with his partner. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If a chase on residential streets is going above 50 miles an hour, the logical thing to do is stop,” Brooks said. “You have the driver’s license plate, right? … Stop. Unless somebody has seriously hurt themselves or somebody else, [the car is] a piece of property,” she said, referring to the allegedly stolen car driven by Hernandez-Garcia.\u003c/p>\n\u003cp>“It’s an inanimate object and your pursuit of that inanimate objective is costing people their lives.”\u003c/p>\n\u003cp>APTP and other advocacy groups, including Communities United for Restoring Justice, Urban Peace Movement and the Ella Baker Center, are also calling for the removal of the 120 CHP officers Gov. Gavin Newsom dispatched to Oakland last February.\u003c/p>\n\u003cp>As long as the officers — who were sent to assist with traffic enforcement, sideshows prevention and recovering stolen cars — remain, the groups are requesting that they follow the city’s pursuit policy, which does not apply to their agency.\u003c/p>\n\u003cp>“We want Gavin Newsom to immediately withdraw the 120 CHP officers that he flooded the city of Oakland with that have done nothing to lessen violent crime or carjackings but have done much harm to the community, including racial profiling,” Brooks said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/california-highway-patrol\">California Highway Patrol\u003c/a> has released video footage showing the high-speed police chase that caused the \u003ca href=\"https://www.kqed.org/news/12042539/after-fatal-chp-pursuit-crash-oakland-police-watchdog-says-systemic-changes-are-needed\">death of an Oakland teacher \u003c/a>and reinvigorated debates surrounding pursuits and the state agency’s presence in the city last month.\u003c/p>\n\u003cp>The newly-released aerial footage shows suspect Eric Scott Hernandez-Garcia, 18, driving at dangerous speeds while fleeing CHP through the city’s streets during a chase that activists from the Anti Police Terror Project called “reckless.”\u003c/p>\n\u003cp>The organization, which said it works to eradicate police fear in communities of color, will rally Thursday to demand that highway patrol follow Oakland’s police pursuit policy, and that the city’s police commission reject a recent proposal by the city’s police chief to repeal it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Every year, police high-speed chases kill more people than hurricanes, tornadoes and floods combined. They don’t solve crime and they don’t prevent crime,” said Cat Brooks, the executive director of APTP. “It’s exhausting, we keep doing the same thing over and over, and now we have a police chief … that wants to roll back the very loose regulations that we have.”\u003c/p>\n\u003cp>During the pursuit, Hernandez-Garcia crashed twice, first ramming into the front of a minivan and, seconds later, skidding onto an East Oakland sidewalk, hitting a fire hydrant, a parked car and two pedestrians, including Castlemont High School teacher Marvin Boomer, who died on the scene.\u003c/p>\n\u003cp>The footage showed his car travelling about 80 miles per hour when he crashed.\u003c/p>\n\u003cfigure id=\"attachment_12043976\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043976\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/A79A6150-KQED_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A memorial for Marvin Boomer in Oakland on June 3, 2025. Boomer was killed when a suspect fleeing from the California Highway Patrol struck a fire hydrant, which struck the Castlemont High School teacher, who was out walking with his partner. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The four-minute video compilation showed CHP officers first attempting to pull over Hernandez-Garcia, whose vehicle was wanted in association with a felony evading incident by the Alameda County Sheriff’s office, in a parking lot near 102nd Avenue and International Avenue around 7:30 p.m.\u003c/p>\n\u003cp>He fled, and the two-man police team pursued him. After about 30 seconds, they halted their chase after losing sight of Hernandez-Garcia due to the “reckless manner” of his driving, according to Shawna Pacheco, an assistant chief with CHP’s Golden Gate division.\u003c/p>\n\u003cp>An aerial team continued to follow Hernandez-Garcia as he weaved through residential streets and on and off Highway 880 at speeds topping 90 miles per hour for the next 13 minutes.\u003c/p>\n\u003cp>Eventually, the video showed him parking on the 1800 block of Fifth Street. Officers once again tried to apprehend him, but Hernandez-Garcia drove away in the vehicle.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The two CHP officers resumed their vehicle pursuit, following him through more residential roads in East Oakland.\u003c/p>\n\u003cp>About 22 seconds later, the video showed Hernandez-Garcia crashing into a minivan while turning onto 21st Street, which caused minor injuries to its passengers.\u003c/p>\n\u003cp>The CHP vehicle stopped its pursuit at the site of that incident, the video shows, while Hernandez-Garcia continued, picking up speed for another 20 seconds before he appeared to lose control of the car while barrelling between two parked vehicles just before the intersection of 12th and 21st streets. The car skidded onto the sidewalk and hit Boomer and his partner, Oakland resident Nina Woodruff.\u003c/p>\n\u003cp>Boomer was pronounced dead at the scene, and Woodruff was transported to a local hospital with multiple injuries.\u003c/p>\n\u003cp>The incident came just as Oakland’s police commission has been tasked with reviewing the city’s pursuit policy, which restricts chases when a suspect is not putting themselves or others in imminent danger and limits police vehicles in pursuits on residential streets to traveling under 50 miles per hour.\u003c/p>\n\u003cp>In May, OPD Chief Floyd Mitchell requested that the commission further relax the policy, which he said “deviates from national best practice,” by eliminating the requirement that chasing officers gain approval to travel above 50 miles per hour. Brooks said the policy, even as it stands, is “loose,” and still allows officers to engage in chases, including at high speeds.\u003c/p>\n\u003cp>She believes restrictions should be placed on the risky missions, which some policing experts have said do little to lower crime.\u003c/p>\n\u003cfigure id=\"attachment_12042562\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042562\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250603-OAKLAND-PURSUIT-POLICY-MD-03-KQED-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial for Marvin Boomer in Oakland on June 3, 2025. Boomer was killed when a suspect fleeing from the California Highway Patrol struck a fire hydrant, which struck the Castlemont High School teacher, who was out walking with his partner. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If a chase on residential streets is going above 50 miles an hour, the logical thing to do is stop,” Brooks said. “You have the driver’s license plate, right? … Stop. Unless somebody has seriously hurt themselves or somebody else, [the car is] a piece of property,” she said, referring to the allegedly stolen car driven by Hernandez-Garcia.\u003c/p>\n\u003cp>“It’s an inanimate object and your pursuit of that inanimate objective is costing people their lives.”\u003c/p>\n\u003cp>APTP and other advocacy groups, including Communities United for Restoring Justice, Urban Peace Movement and the Ella Baker Center, are also calling for the removal of the 120 CHP officers Gov. Gavin Newsom dispatched to Oakland last February.\u003c/p>\n\u003cp>As long as the officers — who were sent to assist with traffic enforcement, sideshows prevention and recovering stolen cars — remain, the groups are requesting that they follow the city’s pursuit policy, which does not apply to their agency.\u003c/p>\n\u003cp>“We want Gavin Newsom to immediately withdraw the 120 CHP officers that he flooded the city of Oakland with that have done nothing to lessen violent crime or carjackings but have done much harm to the community, including racial profiling,” Brooks said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Oakland CHP Pursuit Crash Kills a Beloved Teacher, Renewing Debate Over Police Chases",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">The death of a high school teacher who was struck in Oakland this week by the driver of a vehicle fleeing California Highway Patrol officers has intensified an already heated \u003c/span>\u003ca href=\"https://www.kqed.org/news/12001829/oakland-residents-divided-over-gov-newsoms-involvement-in-local-crime-solutions\">\u003cspan style=\"font-weight: 400\">debate over police pursuit policies\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> in the city.\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003ca href=\"https://oaklandside.org/2025/05/29/oakland-chp-chase-beloved-castlemont-teacher-marvin-boomer/\">\u003cspan style=\"font-weight: 400\">Marvin Boomer\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, a veteran Castlemont High School math teacher who also worked as an academic coach, was pronounced dead at the scene on Wednesday after the vehicle slammed into him and another pedestrian around 7:45 p.m. at the intersection of East 21st Street and 12th Avenue. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The second victim, a woman in her 40s who has not been identified, was rushed to the hospital and is stable, according to Oakland police, who were not involved in the pursuit.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">CHP and the Oakland Police Department said they have each launched separate investigations. The driver, 18-year-old Eric Scott Hernandez-Garcia of Oakland, was arrested and booked into Santa Rita Jail on multiple felony charges, CHP said.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The pursuit started when CHP officers tried to stop Hernandez-Garcia as he drove a vehicle that was “wanted in association with a felony evading incident,” the agency said. CHP officers pursued Hernandez-Garcia on the ground for just over 30 seconds before pulling back as he drove west from 102nd Avenue, with aircraft monitoring him overhead. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Seconds after CHP reinitiated its ground pursuit at a second location, the driver hit a minivan near Park Boulevard, causing minor injuries to its passengers, before continuing east to where the fatal crash occurred, CHP said.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“While CHP terminated pursuit within mere seconds and CHP fixed-wing aircraft continued to monitor overhead, Hernandez-Garcia’s reckless and dangerous driving caused him to crash twice, within seconds of each other,” the agency said in a statement. \u003c/span>\u003c/p>\n\u003cp>[aside postID=news_12040592 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20250105_OakFireClose_DMB_00044-1020x680.jpg']\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But Cat Brooks, the co-founder and executive director of the Anti-Police Terror Project, directed much of the blame toward the officers who started the chase.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“No one was in danger until CHP decided to engage in a high-speed chase over a vehicle. What a waste of life,” said Brooks, whose group is holding a vigil on Friday evening at the site of the crash and demanding that CHP end what it called “reckless” chases. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Police high-speed chases kill more people every year than tornadoes, hurricanes, floods, and lightning combined,” she said. “They do not prevent crime. They do not solve crime.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The crash happened just hours before the final day of the school year, leaving the Castlemont community in a state of shock and mourning as it prepared for Friday’s graduation ceremonies. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Everyone was devastated, not just because someone had died, but because it was Boomer,” said George Arterberry, a fellow Castlemont teacher who started working at the school the same year as Boomer.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Arterberry said he and Boomer both graduated from historically Black universities in the South and came to Oakland with a deep sense of mission and purpose around empowering the next generation of Black and brown students. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“He was the genuine article. Authentic, likable, charismatic, relatable,” Arterberry said. “And so instantly, when you would meet him — whether you were one of the kids, teachers, adults — you liked him. You couldn’t help it. There just didn’t seem to be an agenda with him. He wasn’t trying to prove something.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">After teaching math for four years at Castlemont, Boomer headed its career education department. While working at the school, he also completed a doctorate in philosophy from North Carolina State University, with a focus on educational research and policy analysis.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">In a statement, the \u003c/span>\u003ca href=\"https://www.kqed.org/news/tag/oakland-unified-school-district\">\u003cspan style=\"font-weight: 400\">Oakland Unified School District\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> said Boomer was a “beloved and vital member of the Castlemont family,” where he served for eight years. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“His warmth, wisdom, and joyful spirit left a lasting impact on students and fellow educators,” the district said. “We extend our deepest condolences to everyone impacted by this loss. Dr. Boomer was more than a teacher — he was a mentor, a friend, and a source of strength and inspiration in the halls of Castlemont.” \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The deadly crash comes a week after the Oakland Police Commission suggested it was leaning toward \u003c/span>\u003ca href=\"https://oaklandside.org/2025/05/23/oakland-police-pursuit-policy-proposed-revisions/\">\u003cspan style=\"font-weight: 400\">revising OPD’s pursuit policy\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, which many residents argue is too restrictive and allows suspects to easily escape authorities. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Those rules, issued under former Police Chief LeRonne Armstrong in late 2022, following a spike in police pursuits and deadly crashes, require officers who don’t have additional command approval to end a chase if any vehicles involved exceed 50 mph on city streets.\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"https://drive.google.com/file/d/1p1PM8a3qLj2zhKqO2y02wRQ3Wbpm4WPr/view\">\u003cspan style=\"font-weight: 400\">A new proposal\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, submitted to the commission last week by current Chief Floyd Mitchell, would rescind the pre-authorization requirement, a rule that he argued “deviates from national best practice.” Mitchell noted that police pursuits in Oakland have plummeted since the 2022 rule was put in place — from 130 that year to 68 in 2024 — even as \u003c/span>\u003ca href=\"https://cityofoakland2.app.box.com/s/sjiq7usfy27gy9dfe51hp8arz5l1ixad/file/1743494392012\">\u003cspan style=\"font-weight: 400\">violent crime in the city increased\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">However, CHP officers are not bound by the city’s pursuit rules. Gov. Gavin Newsom, who \u003c/span>\u003ca href=\"https://www.kqed.org/news/11993611/newsom-to-quadruple-chp-deployment-in-oakland-ramping-up-states-policing-role\">\u003cspan style=\"font-weight: 400\">deployed the CHP\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> to Oakland last year to patrol high-crime areas and target vehicle theft, sideshows and organized retail crime, has been openly critical of Oakland’s chase rules. Last year, he even threatened to \u003c/span>\u003ca href=\"https://oaklandside.org/2024/07/26/governor-newsom-oakland-police-chase-policy/\">\u003cspan style=\"font-weight: 400\">withdraw CHP support\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> unless the restrictions were loosened.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The governor’s office declined to comment on this week’s pursuit crash, instead referring KQED to CHP. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Brooks, of APTP, criticized the Oakland police chief for seeking to loosen restrictions on chases in the city, suggesting he was bowing to outside pressure. Even with the existing restrictions, she argued, the department has repeatedly violated its own policies. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“This is another knee-jerk policy reaction. It’s not going to do anything to make us safe, but it’s going to actually make us much less safe,” she said. “We have the tangible data that shows what happens when OPD gets to go fast and play cops and robbers in our neighborhoods: People die.”\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">KQED’s \u003c/span>\u003c/i>\u003ca href=\"https://www.kqed.org/author/emanoukian\">\u003ci>\u003cspan style=\"font-weight: 400\">Elize Manoukian\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\"> contributed to this report.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">The death of a high school teacher who was struck in Oakland this week by the driver of a vehicle fleeing California Highway Patrol officers has intensified an already heated \u003c/span>\u003ca href=\"https://www.kqed.org/news/12001829/oakland-residents-divided-over-gov-newsoms-involvement-in-local-crime-solutions\">\u003cspan style=\"font-weight: 400\">debate over police pursuit policies\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> in the city.\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003cspan style=\"font-weight: 400\">\u003cbr>\n\u003c/span>\u003ca href=\"https://oaklandside.org/2025/05/29/oakland-chp-chase-beloved-castlemont-teacher-marvin-boomer/\">\u003cspan style=\"font-weight: 400\">Marvin Boomer\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, a veteran Castlemont High School math teacher who also worked as an academic coach, was pronounced dead at the scene on Wednesday after the vehicle slammed into him and another pedestrian around 7:45 p.m. at the intersection of East 21st Street and 12th Avenue. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The second victim, a woman in her 40s who has not been identified, was rushed to the hospital and is stable, according to Oakland police, who were not involved in the pursuit.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">CHP and the Oakland Police Department said they have each launched separate investigations. The driver, 18-year-old Eric Scott Hernandez-Garcia of Oakland, was arrested and booked into Santa Rita Jail on multiple felony charges, CHP said.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The pursuit started when CHP officers tried to stop Hernandez-Garcia as he drove a vehicle that was “wanted in association with a felony evading incident,” the agency said. CHP officers pursued Hernandez-Garcia on the ground for just over 30 seconds before pulling back as he drove west from 102nd Avenue, with aircraft monitoring him overhead. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Seconds after CHP reinitiated its ground pursuit at a second location, the driver hit a minivan near Park Boulevard, causing minor injuries to its passengers, before continuing east to where the fatal crash occurred, CHP said.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“While CHP terminated pursuit within mere seconds and CHP fixed-wing aircraft continued to monitor overhead, Hernandez-Garcia’s reckless and dangerous driving caused him to crash twice, within seconds of each other,” the agency said in a statement. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But Cat Brooks, the co-founder and executive director of the Anti-Police Terror Project, directed much of the blame toward the officers who started the chase.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“No one was in danger until CHP decided to engage in a high-speed chase over a vehicle. What a waste of life,” said Brooks, whose group is holding a vigil on Friday evening at the site of the crash and demanding that CHP end what it called “reckless” chases. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Police high-speed chases kill more people every year than tornadoes, hurricanes, floods, and lightning combined,” she said. “They do not prevent crime. They do not solve crime.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The crash happened just hours before the final day of the school year, leaving the Castlemont community in a state of shock and mourning as it prepared for Friday’s graduation ceremonies. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“Everyone was devastated, not just because someone had died, but because it was Boomer,” said George Arterberry, a fellow Castlemont teacher who started working at the school the same year as Boomer.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Arterberry said he and Boomer both graduated from historically Black universities in the South and came to Oakland with a deep sense of mission and purpose around empowering the next generation of Black and brown students. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“He was the genuine article. Authentic, likable, charismatic, relatable,” Arterberry said. “And so instantly, when you would meet him — whether you were one of the kids, teachers, adults — you liked him. You couldn’t help it. There just didn’t seem to be an agenda with him. He wasn’t trying to prove something.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">After teaching math for four years at Castlemont, Boomer headed its career education department. While working at the school, he also completed a doctorate in philosophy from North Carolina State University, with a focus on educational research and policy analysis.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">In a statement, the \u003c/span>\u003ca href=\"https://www.kqed.org/news/tag/oakland-unified-school-district\">\u003cspan style=\"font-weight: 400\">Oakland Unified School District\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> said Boomer was a “beloved and vital member of the Castlemont family,” where he served for eight years. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“His warmth, wisdom, and joyful spirit left a lasting impact on students and fellow educators,” the district said. “We extend our deepest condolences to everyone impacted by this loss. Dr. Boomer was more than a teacher — he was a mentor, a friend, and a source of strength and inspiration in the halls of Castlemont.” \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The deadly crash comes a week after the Oakland Police Commission suggested it was leaning toward \u003c/span>\u003ca href=\"https://oaklandside.org/2025/05/23/oakland-police-pursuit-policy-proposed-revisions/\">\u003cspan style=\"font-weight: 400\">revising OPD’s pursuit policy\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, which many residents argue is too restrictive and allows suspects to easily escape authorities. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Those rules, issued under former Police Chief LeRonne Armstrong in late 2022, following a spike in police pursuits and deadly crashes, require officers who don’t have additional command approval to end a chase if any vehicles involved exceed 50 mph on city streets.\u003c/span>\u003c/p>\n\u003cp>\u003ca href=\"https://drive.google.com/file/d/1p1PM8a3qLj2zhKqO2y02wRQ3Wbpm4WPr/view\">\u003cspan style=\"font-weight: 400\">A new proposal\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, submitted to the commission last week by current Chief Floyd Mitchell, would rescind the pre-authorization requirement, a rule that he argued “deviates from national best practice.” Mitchell noted that police pursuits in Oakland have plummeted since the 2022 rule was put in place — from 130 that year to 68 in 2024 — even as \u003c/span>\u003ca href=\"https://cityofoakland2.app.box.com/s/sjiq7usfy27gy9dfe51hp8arz5l1ixad/file/1743494392012\">\u003cspan style=\"font-weight: 400\">violent crime in the city increased\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">However, CHP officers are not bound by the city’s pursuit rules. Gov. Gavin Newsom, who \u003c/span>\u003ca href=\"https://www.kqed.org/news/11993611/newsom-to-quadruple-chp-deployment-in-oakland-ramping-up-states-policing-role\">\u003cspan style=\"font-weight: 400\">deployed the CHP\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> to Oakland last year to patrol high-crime areas and target vehicle theft, sideshows and organized retail crime, has been openly critical of Oakland’s chase rules. Last year, he even threatened to \u003c/span>\u003ca href=\"https://oaklandside.org/2024/07/26/governor-newsom-oakland-police-chase-policy/\">\u003cspan style=\"font-weight: 400\">withdraw CHP support\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> unless the restrictions were loosened.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The governor’s office declined to comment on this week’s pursuit crash, instead referring KQED to CHP. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Brooks, of APTP, criticized the Oakland police chief for seeking to loosen restrictions on chases in the city, suggesting he was bowing to outside pressure. Even with the existing restrictions, she argued, the department has repeatedly violated its own policies. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“This is another knee-jerk policy reaction. It’s not going to do anything to make us safe, but it’s going to actually make us much less safe,” she said. “We have the tangible data that shows what happens when OPD gets to go fast and play cops and robbers in our neighborhoods: People die.”\u003c/span>\u003c/p>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">KQED’s \u003c/span>\u003c/i>\u003ca href=\"https://www.kqed.org/author/emanoukian\">\u003ci>\u003cspan style=\"font-weight: 400\">Elize Manoukian\u003c/span>\u003c/i>\u003c/a>\u003ci>\u003cspan style=\"font-weight: 400\"> contributed to this report.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more",
"title": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It",
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"headTitle": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It | KQED",
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"content": "\u003cp>More than seven years ago, Christian Rose was \u003ca href=\"https://www.kqed.org/news/tag/cycling\">cycling\u003c/a> down his usual route in San Francisco’s Richmond District on his way to a tune-up when the day he had long feared became a reality.\u003c/p>\n\u003cp>A car was barreling toward the bike lane on Arguello Boulevard. He yelled out, but the car hit him and sent him flying over its hood. His bike crushed and helmet scraped from the gravelly street, he landed on his right hip.\u003c/p>\n\u003cp>Rose was freshly through his emergency medicine residency at UCSF, and he said he had an immediate and sinking feeling that the hip that took the brunt of the impact was broken.\u003c/p>\n\u003cp>“Being an emergency physician training at San Francisco General, seeing tons of bike crashes, pedestrian crashes, car crashes, I used to leave those shifts sometimes joking … ‘Hopefully, today is not the day that I’ll come back to work before I’m supposed to,’” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So, just at the time I remember the sort of collapsing world of being like, ‘I expected this, I knew this would come at some point, and I just can’t believe it’s today,’” he continued.\u003c/p>\n\u003cp>The intersection where Rose was hit is on San Francisco’s high-injury network, which indicates streets that have the highest percentage of severe and fatal injuries from vehicle crashes, and where the San Francisco Municipal Transportation Agency said it should invest the majority of its resources to prevent future crashes.\u003c/p>\n\u003cp>Rose’s crash occurred three years into the city’s \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero campaign\u003c/a>, a 10-year effort to end traffic fatalities by making changes to infrastructure and driver behavior. That campaign officially ended in December, far from its goal. Now, transportation safety advocates are pushing Mayor Daniel Lurie and city officials to do more.\u003c/p>\n\u003cfigure id=\"attachment_12040818\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040818\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Eight years into Vision Zero, another cyclist was struck and killed less than half a mile north of where Rose was on Arguello Boulevard, at another intersection marked high risk.\u003c/p>\n\u003cp>Despite both crashes, the intersection at Cornwall and Arguello, Rose said, looked exactly the same when he rode past it Friday.\u003c/p>\n\u003cp>“Nothing has changed on the entire section,” he told KQED. “There’s only construction going on right now on the upper section, and the lower section hasn’t had any adjustments made either. There are no new traffic signs or anything in that intersection.”\u003c/p>\n\u003ch2>A commitment to ending traffic deaths\u003c/h2>\n\u003cp>In 2014, then-Supervisor Norman Yee, who had survived a crash himself in 2006, shepherded Vision Zero into San Francisco, promising to coordinate city agencies around creating safer intersections for pedestrians and cyclists, and redesigning city streets to curb crash deaths.[aside postID=news_12039914 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1020x680.jpg']The policy’s first action plan the following year had lofty goals: implement safety treatments along at least 13 miles of roadways on the high-injury network each year; assess which speed humps or signage slowed traffic and prevented accidents most effectively; and slow road speeds.\u003c/p>\n\u003cp>When Vision Zero was introduced in San Francisco, the city struggled with an average of about 20 pedestrian deaths and hundreds of critical injuries due to vehicle crashes each year.\u003c/p>\n\u003cp>“The result of this collaborative, citywide effort will be safer, more livable streets as we work to eliminate traffic fatalities by 2024,” the plan reads.\u003c/p>\n\u003cp>Despite high hopes, when the policy sunsetted in December, it came at the end of one of the \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">deadliest years yet\u003c/a> on San Francisco streets.\u003c/p>\n\u003ch2>Vision Zero expires with little to celebrate\u003c/h2>\n\u003cp>“The biggest tragedy is that 2024 was the worst year for traffic violence, and particularly for pedestrians, it was the worst year for traffic deaths for pedestrians since 2007,” said Jodie Medeiros, the executive director of pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>According to the nonprofit, 24 people were killed in crashes while walking last year, including a family of four who were waiting at a bus stop when they were \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">hit by a vehicle\u003c/a> that veered off the road in West Portal and onto the sidewalk.\u003c/p>\n\u003cp>Collectively, 42 people died in vehicle crashes while walking, biking and driving in 2024, and hundreds were injured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Medeiros said that since 2014, the city has made progress redesigning streets and adding traffic-slowing measures, including \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">speed cameras\u003c/a> that began to go online last month. But one of the reasons she believes San Francisco is continuing to have a high number of injuries and deaths is because policy change has moved at a glacial pace, and agencies aren’t collaborating the way they should.\u003c/p>\n\u003cp>“It’s important to know that the city is not organized. The agencies haven’t been well coordinated,” Medeiros told KQED.\u003c/p>\n\u003cp>At a street safety hearing in the city’s Land Use and Transportation Committee this month, the Department of Public Health presented traffic death and injury data from 2023 — the most recent the agency had completed, representatives told supervisors. Its most recent high-injury network map is from 2021.\u003c/p>\n\u003cp>SFMTA also revealed that it is lagging on safety improvements that were supposed to be complete along those streets last December, Medeiros said.\u003c/p>\n\u003ch2>The next 10 years of Vision Zero\u003c/h2>\n\u003cp>On the morning of the hearing, Medeiros and other traffic safety advocates gathered on the steps of City Hall to place white sneakers, flats and boots in rows in a somber protest. The 10 pairs of “ghost shoes” represented 10 people who have already died in vehicle crashes in 2025, since Vision Zero expired.\u003c/p>\n\u003cp>The group held signs calling out the lapse in street safety policy and urging Lurie to take up the task of reviving it.\u003c/p>\n\u003cp>In a letter Walk SF sent to Lurie the same day, advocates demanded that he finalize a new policy by July 30, and have an interagency traffic safety plan codified by the end of September for the five agencies responsible for carrying it out: SFMTA, the departments of public health and public works, and the police and fire departments.\u003c/p>\n\u003cfigure id=\"attachment_12040816\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, Executive Director of Walk San Francisco, places flowers on a memorial of white shoes during a rally with traffic safety advocates from Walk SF, Families for Safe Streets, and the Vision Zero Coalition on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The white shoes symbolize the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We feel like this is a fair amount of time for him to be in office, to understand the agencies, to understand the challenges, what’s worked, what’s not worked, and to really create and have a robust, thoughtful new Vision Zero,” Medeiros said.\u003c/p>\n\u003cp>The letter also lays out what Walk SF and Bay Area Families for Safer Streets, another advocacy group made up of crash survivors, want to see prioritized in the new policy.\u003c/p>\n\u003cp>One of their main focuses is speeding.\u003c/p>\n\u003cp>“Dangerous speeding is a risk factor,” said advocate Jenny Yu, whose mother was in a severe crash in 2011.\u003c/p>\n\u003cp>“She was crossing the street on Park Presidio and Anza in Golden Gate Park, and a driver was turning left, speeding,” she recalled. “The SUV struck her body and swung her body across the street.”\u003c/p>\n\u003cp>City data shows that 1 in 5 crashes are related to excessive speed, and as speed increases, so does the risk of severe injury and death. If a car traveling 20 mph hits a pedestrian, the risk of a fatality is 10%. If that car is going 40 mph, the risk surges to 80%.[aside postID=news_12028444 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2015/04/RS13995_5682289311_963280efff_o-1440x961.jpg']“Now, there’s people going more than 20 miles an hour over the speed limit,” Yu said. “So speeding is definitely a factor that [the new] traffic safety plan has to have elements to address.”\u003c/p>\n\u003cp>Just this week, San Francisco released the data from its first month operating speed-monitoring cameras that are meant to ticket drivers traveling more than 10 mph above the speed limit on certain roads. About 20 cameras sent out a collective 31,000 warnings to drivers on high-injury network streets in April, SFMTA reported.\u003c/p>\n\u003cp>Once all 33 of the city’s cameras have been active for 60 days, the cameras will start administering tickets, which Medeiros said she believed can have a real effect on driver behavior.\u003c/p>\n\u003cp>She pointed to the success of similar technology in New York: “The cameras have reduced crashes, reduced speeds, and have been part of their program for Vision Zero,” she said.\u003c/p>\n\u003cp>Walk SF’s letter to Lurie also requests that the new Vision Zero policy lower the speed limits on all high-injury network and commercial streets by 5 mph by 2027 and pursue state legislation to reduce speed limits on residential streets across the city to 20 mph the following year.\u003c/p>\n\u003cp>It also reiterates the importance of redesigning high-injury network streets.\u003c/p>\n\u003cp>“A great example is to look at the Tenderloin,” Medeiros said. “In the current high-injury network map, every single street on the Tenderloin is considered a dangerous street.”\u003c/p>\n\u003cfigure id=\"attachment_11982336\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982336\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg\" alt=\"A bicyclist rides in the street by parked cars and stores.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides by the Tilted Brim in the Tenderloin neighborhood, a part of the 5th Supervisorial District, in San Francisco on April 5, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last five years, she said, the Tenderloin saw speed limits reduced to 20 mph; added pedestrian safety zones and daylighting, which makes it illegal to park a car within 20 feet of a pedestrian crosswalk; and removed lanes from the widest streets with the worst speeding problems.\u003c/p>\n\u003cp>“These things were applied universally in the neighborhood. They were applied at scale. And what we’ve really seen is crash rates and close calls have dropped, and speeds have come down,” she told KQED.\u003c/p>\n\u003cp>For those results to be more widespread throughout the city, Medeiros said, there needs to be better collaboration and accountability between city agencies.\u003c/p>\n\u003cp>What has been missing so far, she said, is a mayoral administration that makes Vision Zero a priority.\u003c/p>\n\u003cp>“Vision Zero cities are where the mayors have embraced it and held agencies accountable for citywide change,” she said. “We are really looking at Mayor Lurie for taking a stand, embracing Vision Zero and holding these agencies accountable to make citywide changes to intersections and bringing down dangerous speeds and designing our streets for the most vulnerable people that are using them.”\u003c/p>\n\u003ch2>‘In leading Vision Zero cities, it’s the mayors’\u003c/h2>\n\u003cp>Vision Zero has plenty of promises that remain unrealized.\u003c/p>\n\u003cp>Miles of the high-injury network remain dangerous. Only \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">21 of the city’s 33 speed cameras have been set up\u003c/a>, despite the original March launch date. And while safety advocates had championed taking cars off Market Street in 2020, earlier this year, Lurie announced that autonomous vehicle company Waymo would \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">begin operating\u003c/a> on the downtown thoroughfare.\u003c/p>\n\u003cfigure id=\"attachment_12032139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city also scrapped plans to begin enforcing daylighting in March, after California passed legislation requiring the buffer zones at all intersections in 2023. SFMTA said it would hold off issuing citations until it was able to paint red all of the curbs the daylighting law applies to, which it estimated will take 18 months.\u003c/p>\n\u003cp>“Who has been held accountable? I have no evidence that anyone has been held accountable for any of the safe street issues,” Rose said. “Someone has to ultimately be responsible for enacting the changes and making sure that they happen, otherwise it just falls on deaf ears.”\u003c/p>\n\u003cp>Advocates hope that person will be Lurie, who assured them at the unveiling of the first speed cameras in April that pedestrian safety is part of his public safety agenda.\u003c/p>\n\u003cp>“It’s been a leadership void on this, to be frank,” Medeiros said. “We really did advocate for this with Mayor Breed, and we’re back advocating this for Mayor Lurie … the ingredient that is currently missing is Mayor Lurie holding these agencies accountable in getting the work done.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The city’s Vision Zero campaign to end traffic fatalities came to a close at the end of 2024 with arguably little progress on its lofty goals. Advocates have a list of requests for its next phase.",
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"title": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It | KQED",
"description": "The city’s Vision Zero campaign to end traffic fatalities came to a close at the end of 2024 with arguably little progress on its lofty goals. Advocates have a list of requests for its next phase.",
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"headline": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It",
"datePublished": "2025-05-24T07:30:22-07:00",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than seven years ago, Christian Rose was \u003ca href=\"https://www.kqed.org/news/tag/cycling\">cycling\u003c/a> down his usual route in San Francisco’s Richmond District on his way to a tune-up when the day he had long feared became a reality.\u003c/p>\n\u003cp>A car was barreling toward the bike lane on Arguello Boulevard. He yelled out, but the car hit him and sent him flying over its hood. His bike crushed and helmet scraped from the gravelly street, he landed on his right hip.\u003c/p>\n\u003cp>Rose was freshly through his emergency medicine residency at UCSF, and he said he had an immediate and sinking feeling that the hip that took the brunt of the impact was broken.\u003c/p>\n\u003cp>“Being an emergency physician training at San Francisco General, seeing tons of bike crashes, pedestrian crashes, car crashes, I used to leave those shifts sometimes joking … ‘Hopefully, today is not the day that I’ll come back to work before I’m supposed to,’” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So, just at the time I remember the sort of collapsing world of being like, ‘I expected this, I knew this would come at some point, and I just can’t believe it’s today,’” he continued.\u003c/p>\n\u003cp>The intersection where Rose was hit is on San Francisco’s high-injury network, which indicates streets that have the highest percentage of severe and fatal injuries from vehicle crashes, and where the San Francisco Municipal Transportation Agency said it should invest the majority of its resources to prevent future crashes.\u003c/p>\n\u003cp>Rose’s crash occurred three years into the city’s \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero campaign\u003c/a>, a 10-year effort to end traffic fatalities by making changes to infrastructure and driver behavior. That campaign officially ended in December, far from its goal. Now, transportation safety advocates are pushing Mayor Daniel Lurie and city officials to do more.\u003c/p>\n\u003cfigure id=\"attachment_12040818\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040818\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Eight years into Vision Zero, another cyclist was struck and killed less than half a mile north of where Rose was on Arguello Boulevard, at another intersection marked high risk.\u003c/p>\n\u003cp>Despite both crashes, the intersection at Cornwall and Arguello, Rose said, looked exactly the same when he rode past it Friday.\u003c/p>\n\u003cp>“Nothing has changed on the entire section,” he told KQED. “There’s only construction going on right now on the upper section, and the lower section hasn’t had any adjustments made either. There are no new traffic signs or anything in that intersection.”\u003c/p>\n\u003ch2>A commitment to ending traffic deaths\u003c/h2>\n\u003cp>In 2014, then-Supervisor Norman Yee, who had survived a crash himself in 2006, shepherded Vision Zero into San Francisco, promising to coordinate city agencies around creating safer intersections for pedestrians and cyclists, and redesigning city streets to curb crash deaths.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The policy’s first action plan the following year had lofty goals: implement safety treatments along at least 13 miles of roadways on the high-injury network each year; assess which speed humps or signage slowed traffic and prevented accidents most effectively; and slow road speeds.\u003c/p>\n\u003cp>When Vision Zero was introduced in San Francisco, the city struggled with an average of about 20 pedestrian deaths and hundreds of critical injuries due to vehicle crashes each year.\u003c/p>\n\u003cp>“The result of this collaborative, citywide effort will be safer, more livable streets as we work to eliminate traffic fatalities by 2024,” the plan reads.\u003c/p>\n\u003cp>Despite high hopes, when the policy sunsetted in December, it came at the end of one of the \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">deadliest years yet\u003c/a> on San Francisco streets.\u003c/p>\n\u003ch2>Vision Zero expires with little to celebrate\u003c/h2>\n\u003cp>“The biggest tragedy is that 2024 was the worst year for traffic violence, and particularly for pedestrians, it was the worst year for traffic deaths for pedestrians since 2007,” said Jodie Medeiros, the executive director of pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>According to the nonprofit, 24 people were killed in crashes while walking last year, including a family of four who were waiting at a bus stop when they were \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">hit by a vehicle\u003c/a> that veered off the road in West Portal and onto the sidewalk.\u003c/p>\n\u003cp>Collectively, 42 people died in vehicle crashes while walking, biking and driving in 2024, and hundreds were injured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Medeiros said that since 2014, the city has made progress redesigning streets and adding traffic-slowing measures, including \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">speed cameras\u003c/a> that began to go online last month. But one of the reasons she believes San Francisco is continuing to have a high number of injuries and deaths is because policy change has moved at a glacial pace, and agencies aren’t collaborating the way they should.\u003c/p>\n\u003cp>“It’s important to know that the city is not organized. The agencies haven’t been well coordinated,” Medeiros told KQED.\u003c/p>\n\u003cp>At a street safety hearing in the city’s Land Use and Transportation Committee this month, the Department of Public Health presented traffic death and injury data from 2023 — the most recent the agency had completed, representatives told supervisors. Its most recent high-injury network map is from 2021.\u003c/p>\n\u003cp>SFMTA also revealed that it is lagging on safety improvements that were supposed to be complete along those streets last December, Medeiros said.\u003c/p>\n\u003ch2>The next 10 years of Vision Zero\u003c/h2>\n\u003cp>On the morning of the hearing, Medeiros and other traffic safety advocates gathered on the steps of City Hall to place white sneakers, flats and boots in rows in a somber protest. The 10 pairs of “ghost shoes” represented 10 people who have already died in vehicle crashes in 2025, since Vision Zero expired.\u003c/p>\n\u003cp>The group held signs calling out the lapse in street safety policy and urging Lurie to take up the task of reviving it.\u003c/p>\n\u003cp>In a letter Walk SF sent to Lurie the same day, advocates demanded that he finalize a new policy by July 30, and have an interagency traffic safety plan codified by the end of September for the five agencies responsible for carrying it out: SFMTA, the departments of public health and public works, and the police and fire departments.\u003c/p>\n\u003cfigure id=\"attachment_12040816\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, Executive Director of Walk San Francisco, places flowers on a memorial of white shoes during a rally with traffic safety advocates from Walk SF, Families for Safe Streets, and the Vision Zero Coalition on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The white shoes symbolize the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We feel like this is a fair amount of time for him to be in office, to understand the agencies, to understand the challenges, what’s worked, what’s not worked, and to really create and have a robust, thoughtful new Vision Zero,” Medeiros said.\u003c/p>\n\u003cp>The letter also lays out what Walk SF and Bay Area Families for Safer Streets, another advocacy group made up of crash survivors, want to see prioritized in the new policy.\u003c/p>\n\u003cp>One of their main focuses is speeding.\u003c/p>\n\u003cp>“Dangerous speeding is a risk factor,” said advocate Jenny Yu, whose mother was in a severe crash in 2011.\u003c/p>\n\u003cp>“She was crossing the street on Park Presidio and Anza in Golden Gate Park, and a driver was turning left, speeding,” she recalled. “The SUV struck her body and swung her body across the street.”\u003c/p>\n\u003cp>City data shows that 1 in 5 crashes are related to excessive speed, and as speed increases, so does the risk of severe injury and death. If a car traveling 20 mph hits a pedestrian, the risk of a fatality is 10%. If that car is going 40 mph, the risk surges to 80%.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Now, there’s people going more than 20 miles an hour over the speed limit,” Yu said. “So speeding is definitely a factor that [the new] traffic safety plan has to have elements to address.”\u003c/p>\n\u003cp>Just this week, San Francisco released the data from its first month operating speed-monitoring cameras that are meant to ticket drivers traveling more than 10 mph above the speed limit on certain roads. About 20 cameras sent out a collective 31,000 warnings to drivers on high-injury network streets in April, SFMTA reported.\u003c/p>\n\u003cp>Once all 33 of the city’s cameras have been active for 60 days, the cameras will start administering tickets, which Medeiros said she believed can have a real effect on driver behavior.\u003c/p>\n\u003cp>She pointed to the success of similar technology in New York: “The cameras have reduced crashes, reduced speeds, and have been part of their program for Vision Zero,” she said.\u003c/p>\n\u003cp>Walk SF’s letter to Lurie also requests that the new Vision Zero policy lower the speed limits on all high-injury network and commercial streets by 5 mph by 2027 and pursue state legislation to reduce speed limits on residential streets across the city to 20 mph the following year.\u003c/p>\n\u003cp>It also reiterates the importance of redesigning high-injury network streets.\u003c/p>\n\u003cp>“A great example is to look at the Tenderloin,” Medeiros said. “In the current high-injury network map, every single street on the Tenderloin is considered a dangerous street.”\u003c/p>\n\u003cfigure id=\"attachment_11982336\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982336\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg\" alt=\"A bicyclist rides in the street by parked cars and stores.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides by the Tilted Brim in the Tenderloin neighborhood, a part of the 5th Supervisorial District, in San Francisco on April 5, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last five years, she said, the Tenderloin saw speed limits reduced to 20 mph; added pedestrian safety zones and daylighting, which makes it illegal to park a car within 20 feet of a pedestrian crosswalk; and removed lanes from the widest streets with the worst speeding problems.\u003c/p>\n\u003cp>“These things were applied universally in the neighborhood. They were applied at scale. And what we’ve really seen is crash rates and close calls have dropped, and speeds have come down,” she told KQED.\u003c/p>\n\u003cp>For those results to be more widespread throughout the city, Medeiros said, there needs to be better collaboration and accountability between city agencies.\u003c/p>\n\u003cp>What has been missing so far, she said, is a mayoral administration that makes Vision Zero a priority.\u003c/p>\n\u003cp>“Vision Zero cities are where the mayors have embraced it and held agencies accountable for citywide change,” she said. “We are really looking at Mayor Lurie for taking a stand, embracing Vision Zero and holding these agencies accountable to make citywide changes to intersections and bringing down dangerous speeds and designing our streets for the most vulnerable people that are using them.”\u003c/p>\n\u003ch2>‘In leading Vision Zero cities, it’s the mayors’\u003c/h2>\n\u003cp>Vision Zero has plenty of promises that remain unrealized.\u003c/p>\n\u003cp>Miles of the high-injury network remain dangerous. Only \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">21 of the city’s 33 speed cameras have been set up\u003c/a>, despite the original March launch date. And while safety advocates had championed taking cars off Market Street in 2020, earlier this year, Lurie announced that autonomous vehicle company Waymo would \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">begin operating\u003c/a> on the downtown thoroughfare.\u003c/p>\n\u003cfigure id=\"attachment_12032139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city also scrapped plans to begin enforcing daylighting in March, after California passed legislation requiring the buffer zones at all intersections in 2023. SFMTA said it would hold off issuing citations until it was able to paint red all of the curbs the daylighting law applies to, which it estimated will take 18 months.\u003c/p>\n\u003cp>“Who has been held accountable? I have no evidence that anyone has been held accountable for any of the safe street issues,” Rose said. “Someone has to ultimately be responsible for enacting the changes and making sure that they happen, otherwise it just falls on deaf ears.”\u003c/p>\n\u003cp>Advocates hope that person will be Lurie, who assured them at the unveiling of the first speed cameras in April that pedestrian safety is part of his public safety agenda.\u003c/p>\n\u003cp>“It’s been a leadership void on this, to be frank,” Medeiros said. “We really did advocate for this with Mayor Breed, and we’re back advocating this for Mayor Lurie … the ingredient that is currently missing is Mayor Lurie holding these agencies accountable in getting the work done.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Just Over Half of SF’s Speed Cameras Are Operational. What’s With the Slowdown?",
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"headTitle": "Just Over Half of SF’s Speed Cameras Are Operational. What’s With the Slowdown? | KQED",
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"content": "\u003cp>Nearly two months after San Francisco \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">installed the first\u003c/a> of 33 speed safety cameras throughout the city, city transit officials told KQED there is no expected date for all the cameras to be made fully operational.\u003c/p>\n\u003cp>That means that the cameras will continue to issue $0 warning citations, instead of fines, for the foreseeable future, according to Shannon Hake, the Speed Safety Camera program manager for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>In a bid to make streets safer, San Francisco is attempting a five-year pilot of \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">speed safety cameras\u003c/a> after a 2023 bill — AB 645 — authorized six cities in the state to install cameras that automatically ticket drivers for speeding. Transit safety advocates have hailed the program as an effective tool to help reduce collisions on city streets. But delays are frustrating those same advocates who say there’s no time to waste in making streets safer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hake said the reason for the project’s uncertain completion date is due to a new permit process the city is undertaking with PG&E to hook up the new cameras.\u003c/p>\n\u003cp>“ This is the first time that any city in California is connecting speed cameras to an overall system. We’re excited, but that also means there’s no clear process for how to do this,” Hake said. “We’ve been working with PG&E very closely for months now to develop a process that makes sure that our cameras won’t overload their system.”\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>PG&E spokesperson Megan McFarland said that the San Francisco Public Utilities Commission is requesting to install the cameras under a “\u003ca href=\"https://www.pge.com/assets/pge/docs/about/doing-business-with-pge/wd-tariff.pdf\">wholesale distribution tariff\u003c/a>,” as opposed to under retail service, and that requires extra steps to “ensure community safety.”\u003c/p>\n\u003cp>“These types of connections are not allowed under the wholesale distribution tariff. PG&E agreed to provide SFPUC with an exception to the wholesale tariff and allow SFPUC to apply for wholesale service for the speed cameras — while PG&E negotiates an agreement to expedite this process in the future,” McFarland said.\u003c/p>\n\u003cp>According to McFarland, PG&E has provided the San Francisco Public Utilities Commission with a list of requirements for the safe installation of cameras, including “submitting requests through their online portal and providing a badge number for which speed cameras will be installed on which assets.”[aside postID=news_12032036 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg']“Once we have this information, PG&E looks forward to proceeding with this project safely and efficiently,” McFarland said.\u003c/p>\n\u003cp>AB 645 mandates that newly installed cameras must give out $0 warning citations for at least 60 days before they begin to issue citations. Currently, just 18 of the system’s total 33 cameras are operational. The system launched on March 20 with 12 cameras.\u003c/p>\n\u003cp>Hake said the agency will wait until all 33 of the cameras pass the 60-day warning period before issuing citations to avoid potential confusion among drivers.\u003c/p>\n\u003cp>“ Our intent from the beginning of the program has always been to have one moment when every camera switches from the warning period to the citation period,” Hake said.\u003c/p>\n\u003cp>SFMTA has said that speed is the\u003ca href=\"https://www.sfmta.com/media/39052/download?inline\"> leading cause of death\u003c/a> and serious injury on San Francisco’s streets, and that speed safety cameras are a “proven tool to address excessive speeding and reduce severe and fatal injury traffic collisions.”\u003c/p>\n\u003cp>Six pedestrians have been killed in San Francisco so far this year. One was fatally struck by a hit-and-run driver in the city’s Bayview neighborhood this week.\u003c/p>\n\u003cfigure id=\"attachment_12022941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022941\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since 2014, San Francisco has had a goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">zero traffic deaths\u003c/a> in the city, but 2024 was \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">the deadliest year on city streets\u003c/a> for nearly 2 decades, with the city recording 42 traffic fatalities that year.\u003c/p>\n\u003cp>“Every day these aren’t fully activated is painful because we know how high the stakes are,” said Jodie Medeiros, the executive director of Walk SF, “Speed kills. We desperately need speed cameras to start doing their job in reducing dangerous driver behavior and saving lives.”\u003c/p>\n\u003cp>Hake said the cameras are currently recording about 1,000 warnings a day.[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']“ The overall goal here is changing behavior. We’re not trying to issue citations,” Hake said. “So we see this warning period as an opportunity to just continue to spread the word,”\u003c/p>\n\u003cp>Once all cameras begin issuing citations, motorists caught driving 11 miles per hour to 15 miles per hour over the posted speed limit will receive a $50 citation.\u003c/p>\n\u003cp>Citations can reach up to $500 if a motorist is caught driving over 100 mph. In October of last year, SFMTA contracted Verra Mobility, a smart transportation company based in Mesa, Arizona, to install and maintain the cameras, as well as process the tickets issued by the cameras.\u003c/p>\n\u003cp>Hake said SFMTA is making progress towards getting all the cameras online. She said over the past week, the agency installed four additional cameras, and that they have preliminary approvals for eight more. Those should be up by the end of May, leaving the remaining cameras left to be installed in the single digits.\u003c/p>\n\u003cp>“ We know that this is life-saving technology and that every time we have a speed camera activated, it’s making the street around it much safer,” Hake said. “So we want all of our cameras to be online as quickly as we can.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Nearly two months after San Francisco \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">installed the first\u003c/a> of 33 speed safety cameras throughout the city, city transit officials told KQED there is no expected date for all the cameras to be made fully operational.\u003c/p>\n\u003cp>That means that the cameras will continue to issue $0 warning citations, instead of fines, for the foreseeable future, according to Shannon Hake, the Speed Safety Camera program manager for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>In a bid to make streets safer, San Francisco is attempting a five-year pilot of \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">speed safety cameras\u003c/a> after a 2023 bill — AB 645 — authorized six cities in the state to install cameras that automatically ticket drivers for speeding. Transit safety advocates have hailed the program as an effective tool to help reduce collisions on city streets. But delays are frustrating those same advocates who say there’s no time to waste in making streets safer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hake said the reason for the project’s uncertain completion date is due to a new permit process the city is undertaking with PG&E to hook up the new cameras.\u003c/p>\n\u003cp>“ This is the first time that any city in California is connecting speed cameras to an overall system. We’re excited, but that also means there’s no clear process for how to do this,” Hake said. “We’ve been working with PG&E very closely for months now to develop a process that makes sure that our cameras won’t overload their system.”\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>PG&E spokesperson Megan McFarland said that the San Francisco Public Utilities Commission is requesting to install the cameras under a “\u003ca href=\"https://www.pge.com/assets/pge/docs/about/doing-business-with-pge/wd-tariff.pdf\">wholesale distribution tariff\u003c/a>,” as opposed to under retail service, and that requires extra steps to “ensure community safety.”\u003c/p>\n\u003cp>“These types of connections are not allowed under the wholesale distribution tariff. PG&E agreed to provide SFPUC with an exception to the wholesale tariff and allow SFPUC to apply for wholesale service for the speed cameras — while PG&E negotiates an agreement to expedite this process in the future,” McFarland said.\u003c/p>\n\u003cp>According to McFarland, PG&E has provided the San Francisco Public Utilities Commission with a list of requirements for the safe installation of cameras, including “submitting requests through their online portal and providing a badge number for which speed cameras will be installed on which assets.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Once we have this information, PG&E looks forward to proceeding with this project safely and efficiently,” McFarland said.\u003c/p>\n\u003cp>AB 645 mandates that newly installed cameras must give out $0 warning citations for at least 60 days before they begin to issue citations. Currently, just 18 of the system’s total 33 cameras are operational. The system launched on March 20 with 12 cameras.\u003c/p>\n\u003cp>Hake said the agency will wait until all 33 of the cameras pass the 60-day warning period before issuing citations to avoid potential confusion among drivers.\u003c/p>\n\u003cp>“ Our intent from the beginning of the program has always been to have one moment when every camera switches from the warning period to the citation period,” Hake said.\u003c/p>\n\u003cp>SFMTA has said that speed is the\u003ca href=\"https://www.sfmta.com/media/39052/download?inline\"> leading cause of death\u003c/a> and serious injury on San Francisco’s streets, and that speed safety cameras are a “proven tool to address excessive speeding and reduce severe and fatal injury traffic collisions.”\u003c/p>\n\u003cp>Six pedestrians have been killed in San Francisco so far this year. One was fatally struck by a hit-and-run driver in the city’s Bayview neighborhood this week.\u003c/p>\n\u003cfigure id=\"attachment_12022941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022941\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since 2014, San Francisco has had a goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">zero traffic deaths\u003c/a> in the city, but 2024 was \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">the deadliest year on city streets\u003c/a> for nearly 2 decades, with the city recording 42 traffic fatalities that year.\u003c/p>\n\u003cp>“Every day these aren’t fully activated is painful because we know how high the stakes are,” said Jodie Medeiros, the executive director of Walk SF, “Speed kills. We desperately need speed cameras to start doing their job in reducing dangerous driver behavior and saving lives.”\u003c/p>\n\u003cp>Hake said the cameras are currently recording about 1,000 warnings a day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“ The overall goal here is changing behavior. We’re not trying to issue citations,” Hake said. “So we see this warning period as an opportunity to just continue to spread the word,”\u003c/p>\n\u003cp>Once all cameras begin issuing citations, motorists caught driving 11 miles per hour to 15 miles per hour over the posted speed limit will receive a $50 citation.\u003c/p>\n\u003cp>Citations can reach up to $500 if a motorist is caught driving over 100 mph. In October of last year, SFMTA contracted Verra Mobility, a smart transportation company based in Mesa, Arizona, to install and maintain the cameras, as well as process the tickets issued by the cameras.\u003c/p>\n\u003cp>Hake said SFMTA is making progress towards getting all the cameras online. She said over the past week, the agency installed four additional cameras, and that they have preliminary approvals for eight more. Those should be up by the end of May, leaving the remaining cameras left to be installed in the single digits.\u003c/p>\n\u003cp>“ We know that this is life-saving technology and that every time we have a speed camera activated, it’s making the street around it much safer,” Hake said. “So we want all of our cameras to be online as quickly as we can.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are",
"title": "SF Speed Cameras, First in the State, Turn on Today. Here’s Where They Are",
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"headTitle": "SF Speed Cameras, First in the State, Turn on Today. Here’s Where They Are | KQED",
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"content": "\u003cp>\u003cem>Updated 4:34 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>If you drive in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>, now might be a good time to slow your roll.\u003c/p>\n\u003cp>Twelve of the city’s 33 new speed cameras began operating at the stroke of midnight on Thursday amid efforts to \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">reduce traffic fatalities\u003c/a> following a particularly deadly year for the city’s pedestrians.\u003c/p>\n\u003cp>Installed in \u003ca href=\"https://www.kqed.org/news/12028444/sf-struggling-reduce-traffic-deaths-slow-streets-could-be-answer\">high-injury corridors \u003c/a>where speeding is common, the cameras will automatically snap photos of the rear license plates of motorists traveling 11 mph or more over the posted speed limit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the next 60 days, speeding drivers in the camera zones will receive no-fee warning notices.\u003c/p>\n\u003cp>“These cameras will immediately begin issuing warnings to educate drivers on the importance of lower speeds,” Michael Roccaforte, a spokesperson for the San Francisco Municipal Transportation Agency, told KQED in an email.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco speed camera locations\" aria-label=\"Map\" id=\"datawrapper-chart-Ri5ud\" src=\"https://datawrapper.dwcdn.net/Ri5ud/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"637\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The city plans to start issuing \u003ca href=\"https://www.sfmta.com/blog/why-were-introducing-speed-safety-cameras-first-california\">real citations\u003c/a> in late May, with penalties ranging from $50 for drivers caught going 11 to 15 mph over the posted speed limit and going as high as $500 for the rare 100 mph instance. Tickets will be processed by \u003ca href=\"https://www.sfmta.com/blog/why-were-introducing-speed-safety-cameras-first-california\">Verra Mobility\u003c/a>, the contractor the city hired to install and maintain the devices.\u003c/p>\n\u003cp>The remaining 21 cameras will be activated on a rolling basis over the coming weeks, according to the SFMTA, which is overseeing the program and intends to update \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">its website\u003c/a> daily to show which camera locations are live.\u003c/p>\n\u003cp>San Francisco is the first city in California to install automated speed-enforcement cameras, long an aspiration of street safety advocates frustrated by the city’s lack of progress in reaching its long-term goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">eliminating traffic deaths\u003c/a> and serious injuries.\u003c/p>\n\u003cp>“It’s a big moment for all of us who’ve been pushing for this technology to be allowed in San Francisco,” said Marta Lindsey, a spokesperson with Walk San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12032140\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032140\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The activation of the cameras comes more than a year and a half after Gov. Gavin Newsom signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a> authorizing the devices in San Francisco, Oakland, San José, Los Angeles, Long Beach and Glendale.\u003c/p>\n\u003cp>Since New York City implemented the country’s first red-light safety camera program in 1992, more than 300 cities across the U.S. have installed traffic safety cameras, according to the \u003ca href=\"https://www.iihs.org/topics/speed/speed-camera-communities\">Insurance Institute for Highway Safety\u003c/a>, a nonprofit research group.\u003c/p>\n\u003cp>“We have been so eager for this solution to come to San Francisco, especially when it’s proven so successful in places like \u003ca href=\"https://www.nyc.gov/html/dot/html/pr2025/nyc-dot-speed-cameras.shtml\">New York City\u003c/a>, where it’s just dramatically shifted behavior and, most importantly, reduced traffic crashes,” Lindsey said.\u003c/p>\n\u003cp>Speeding is consistently the primary cause of severe and fatal traffic crashes, she noted.\u003c/p>\n\u003cp>“If you want to end these tragedies on our streets, you have to go after speed,” Lindsey said. “Drivers slow down, and then the crashes go down.”\u003c/p>\n\u003cp>[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']\u003c/p>\n\u003cp>Last year, San Francisco experienced its \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">highest traffic death toll\u003c/a> in nearly two decades, with 41 people killed in vehicle collisions, 24 of them pedestrians.\u003c/p>\n\u003cp>The spike in fatalities has led to widespread calls for the city to intensify its traffic safety efforts, as activists, the public and some members of the Board of Supervisors increasingly criticize the SFMTA for falling behind on its ambitious program aimed at rapidly improving conditions for people walking and rolling at more than 900 locations across the city by the end of 2024.\u003c/p>\n\u003cp>About three-fourths of those projects, including improving crosswalks and resetting traffic signals to give pedestrians more time to cross, have been finished.\u003c/p>\n\u003cp>At a Dec. 17 meeting of San Francisco County transportation officials, Supervisor Rafael Mandelman asked Shannon Hake, SFMTA’s Vision Zero program manager, why the cameras were being deployed in March, even though the agency had set a target of February.\u003c/p>\n\u003cp>“There is a problem when we articulate a public goal and are very clear about it and respond to people who are concerned about whether we can make that goal and over and over again to reassure them that we can — and then don’t,” Mandelman said. “That’s something that I think drives our public a little nuts.”\u003c/p>\n\u003cfigure id=\"attachment_12032384\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032384\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Supervisor Rafael Mandelman speaks at Manny’s in San Francisco on Jan. 5, 2025, before a trash pickup in the Mission District, part of a weekend of service before the inauguration of Mayor-elect Daniel Lurie. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hake attributed the extended deployment timeline to factors like identifying a contractor to run the system, completing electrical and structural engineering and working out an agreement with the city’s Public Works agency to mount the cameras on light poles.\u003c/p>\n\u003cp>“Speed cameras are a powerful solution. [They] will prevent tragedies, like what happened to my family,” said Jenny Yu, who became a pedestrian safety advocate after her mother was struck and permanently disabled by a speeding motorist in San Francisco 14 years ago.\u003c/p>\n\u003cp>Speaking at a press event on Thursday in the city’s North Beach neighborhood, Yu said her mother had been crossing Anza Street and Park Presidio Boulevard in the Richmond District and had the walk sign when an SUV made a left turn and collided into her. Yu’s mother suffered a ruptured spleen, multiple fractures and a traumatic brain injury and now requires round-the-clock care.\u003c/p>\n\u003cp>“I still sometimes wonder where my mother was going when she was hit by a speeding driver,” said Yu, who co-founded San Francisco Bay Area Families for Safe Streets.\u003c/p>\n\u003cp>“I don’t want this to happen to anyone else,” she continued, holding back tears. “But we’re going to need more solutions for the city to make Vision Zero the success story it can be.”\u003c/p>\n\u003cp>Lindsey similarly acknowledged that more needs to be done. But she emphasized that the new cameras marked a major milestone in the fight for safer streets.\u003c/p>\n\u003cp>“So many of the people who have pushed so hard for this are people who have had their loved ones hurt or killed by speeding drivers,” she said. “And I have been in the room with some of those folks in Sacramento with them, pleading with legislators to support this.\u003c/p>\n\u003cp>“This is their win.”\u003c/p>\n\u003cp>\u003ci>KQED’s Gilare Zada contributed reporting to this story.\u003c/i>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 4:34 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>If you drive in \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>, now might be a good time to slow your roll.\u003c/p>\n\u003cp>Twelve of the city’s 33 new speed cameras began operating at the stroke of midnight on Thursday amid efforts to \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">reduce traffic fatalities\u003c/a> following a particularly deadly year for the city’s pedestrians.\u003c/p>\n\u003cp>Installed in \u003ca href=\"https://www.kqed.org/news/12028444/sf-struggling-reduce-traffic-deaths-slow-streets-could-be-answer\">high-injury corridors \u003c/a>where speeding is common, the cameras will automatically snap photos of the rear license plates of motorists traveling 11 mph or more over the posted speed limit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For the next 60 days, speeding drivers in the camera zones will receive no-fee warning notices.\u003c/p>\n\u003cp>“These cameras will immediately begin issuing warnings to educate drivers on the importance of lower speeds,” Michael Roccaforte, a spokesperson for the San Francisco Municipal Transportation Agency, told KQED in an email.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco speed camera locations\" aria-label=\"Map\" id=\"datawrapper-chart-Ri5ud\" src=\"https://datawrapper.dwcdn.net/Ri5ud/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"637\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The city plans to start issuing \u003ca href=\"https://www.sfmta.com/blog/why-were-introducing-speed-safety-cameras-first-california\">real citations\u003c/a> in late May, with penalties ranging from $50 for drivers caught going 11 to 15 mph over the posted speed limit and going as high as $500 for the rare 100 mph instance. Tickets will be processed by \u003ca href=\"https://www.sfmta.com/blog/why-were-introducing-speed-safety-cameras-first-california\">Verra Mobility\u003c/a>, the contractor the city hired to install and maintain the devices.\u003c/p>\n\u003cp>The remaining 21 cameras will be activated on a rolling basis over the coming weeks, according to the SFMTA, which is overseeing the program and intends to update \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">its website\u003c/a> daily to show which camera locations are live.\u003c/p>\n\u003cp>San Francisco is the first city in California to install automated speed-enforcement cameras, long an aspiration of street safety advocates frustrated by the city’s lack of progress in reaching its long-term goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">eliminating traffic deaths\u003c/a> and serious injuries.\u003c/p>\n\u003cp>“It’s a big moment for all of us who’ve been pushing for this technology to be allowed in San Francisco,” said Marta Lindsey, a spokesperson with Walk San Francisco.\u003c/p>\n\u003cfigure id=\"attachment_12032140\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032140\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The activation of the cameras comes more than a year and a half after Gov. Gavin Newsom signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">AB 645\u003c/a> authorizing the devices in San Francisco, Oakland, San José, Los Angeles, Long Beach and Glendale.\u003c/p>\n\u003cp>Since New York City implemented the country’s first red-light safety camera program in 1992, more than 300 cities across the U.S. have installed traffic safety cameras, according to the \u003ca href=\"https://www.iihs.org/topics/speed/speed-camera-communities\">Insurance Institute for Highway Safety\u003c/a>, a nonprofit research group.\u003c/p>\n\u003cp>“We have been so eager for this solution to come to San Francisco, especially when it’s proven so successful in places like \u003ca href=\"https://www.nyc.gov/html/dot/html/pr2025/nyc-dot-speed-cameras.shtml\">New York City\u003c/a>, where it’s just dramatically shifted behavior and, most importantly, reduced traffic crashes,” Lindsey said.\u003c/p>\n\u003cp>Speeding is consistently the primary cause of severe and fatal traffic crashes, she noted.\u003c/p>\n\u003cp>“If you want to end these tragedies on our streets, you have to go after speed,” Lindsey said. “Drivers slow down, and then the crashes go down.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Last year, San Francisco experienced its \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">highest traffic death toll\u003c/a> in nearly two decades, with 41 people killed in vehicle collisions, 24 of them pedestrians.\u003c/p>\n\u003cp>The spike in fatalities has led to widespread calls for the city to intensify its traffic safety efforts, as activists, the public and some members of the Board of Supervisors increasingly criticize the SFMTA for falling behind on its ambitious program aimed at rapidly improving conditions for people walking and rolling at more than 900 locations across the city by the end of 2024.\u003c/p>\n\u003cp>About three-fourths of those projects, including improving crosswalks and resetting traffic signals to give pedestrians more time to cross, have been finished.\u003c/p>\n\u003cp>At a Dec. 17 meeting of San Francisco County transportation officials, Supervisor Rafael Mandelman asked Shannon Hake, SFMTA’s Vision Zero program manager, why the cameras were being deployed in March, even though the agency had set a target of February.\u003c/p>\n\u003cp>“There is a problem when we articulate a public goal and are very clear about it and respond to people who are concerned about whether we can make that goal and over and over again to reassure them that we can — and then don’t,” Mandelman said. “That’s something that I think drives our public a little nuts.”\u003c/p>\n\u003cfigure id=\"attachment_12032384\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032384\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250105-LurieInaugurationCleanup-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Supervisor Rafael Mandelman speaks at Manny’s in San Francisco on Jan. 5, 2025, before a trash pickup in the Mission District, part of a weekend of service before the inauguration of Mayor-elect Daniel Lurie. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hake attributed the extended deployment timeline to factors like identifying a contractor to run the system, completing electrical and structural engineering and working out an agreement with the city’s Public Works agency to mount the cameras on light poles.\u003c/p>\n\u003cp>“Speed cameras are a powerful solution. [They] will prevent tragedies, like what happened to my family,” said Jenny Yu, who became a pedestrian safety advocate after her mother was struck and permanently disabled by a speeding motorist in San Francisco 14 years ago.\u003c/p>\n\u003cp>Speaking at a press event on Thursday in the city’s North Beach neighborhood, Yu said her mother had been crossing Anza Street and Park Presidio Boulevard in the Richmond District and had the walk sign when an SUV made a left turn and collided into her. Yu’s mother suffered a ruptured spleen, multiple fractures and a traumatic brain injury and now requires round-the-clock care.\u003c/p>\n\u003cp>“I still sometimes wonder where my mother was going when she was hit by a speeding driver,” said Yu, who co-founded San Francisco Bay Area Families for Safe Streets.\u003c/p>\n\u003cp>“I don’t want this to happen to anyone else,” she continued, holding back tears. “But we’re going to need more solutions for the city to make Vision Zero the success story it can be.”\u003c/p>\n\u003cp>Lindsey similarly acknowledged that more needs to be done. But she emphasized that the new cameras marked a major milestone in the fight for safer streets.\u003c/p>\n\u003cp>“So many of the people who have pushed so hard for this are people who have had their loved ones hurt or killed by speeding drivers,” she said. “And I have been in the room with some of those folks in Sacramento with them, pleading with legislators to support this.\u003c/p>\n\u003cp>“This is their win.”\u003c/p>\n\u003cp>\u003ci>KQED’s Gilare Zada contributed reporting to this story.\u003c/i>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>A new analysis of San Francisco’s Slow Streets shows the program meant to \u003ca href=\"https://www.kqed.org/news/11813410/car-free-slow-streets-coming-to-san-francisco-this-week\">reduce and slow down vehicle traffic\u003c/a> on certain residential roadways continues to deliver on one of its major promises — making streets safer for all users.\u003c/p>\n\u003cp>In \u003ca href=\"https://transpomaps.org/projects/san-francisco/slow-streets\">a study\u003c/a> relying on data from the city’s Department of Public Health, traffic safety advocate and data analyst Stephen Braitsch found that injury collisions on the network’s 32 miles of roadway have fallen 61% since it was made permanent in December 2022 compared to the previous 26 months. Citywide, the number of injury crashes rose 6% during the same period.\u003c/p>\n\u003cp>The analysis suggests that Slow Streets could represent what advocates say should be a key tool for the city as it \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">struggles to make progress on its Vision Zero goal\u003c/a> to reduce deaths and injuries in traffic collisions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Braitsch said the numbers show the program, which uses a modest and relatively inexpensive set of interventions such as signs, roadway paint and plastic “soft-hit” posts on 18 different streets, “has been wildly successful at reducing vehicle crashes.”\u003c/p>\n\u003cp>Braitsch’s study on the site \u003ca href=\"https://transpomaps.org/\">Transpo Maps\u003c/a>, which builds on \u003ca href=\"https://www.sfchronicle.com/sf/article/Data-shows-traffic-crashes-have-dropped-on-most-17635433.php\">a 2022 analysis \u003c/a>he undertook just before the city’s Municipal Transportation Agency voted to make Slow Streets permanent, also looks into how reduced access to the network’s roadways has affected the Fire Department’s emergency response times.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The verdict: The overall average response time for the Slow Streets network increased by 28 seconds — from 3 minutes, 46 seconds to 4 minutes, 16 seconds — since December 2022. That’s a 12% increase compared to a 5% rise in average response time citywide in the same time frame.\u003c/p>\n\u003cp>“When you look at emergency response times, it’s also really important to consider the fact that the Fire Department responding station can be up to half a mile or three-quarters of a mile away from an emergency scene on a slow street,” Braitsch said.\u003c/p>\n\u003cp>“So there’s many, many, many other streets that the Fire Department has to navigate before it actually gets to the actual slow street,” he said. “Nonetheless, we wanted to put that data out there so at least there’s a foundation from which a conversation can happen around this information.”\u003c/p>\n\u003cp>The Fire Department did not respond immediately to a request for comment on the study.\u003c/p>\n\u003cp>[aside postID=news_12027759 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/241217-DaylightingLaws-06-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>San Francisco started its \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets experiment\u003c/a> five years ago as a way of creating easily accessible outdoor recreation opportunities after stay-at-home orders were imposed at the outset of the COVID-19 pandemic.\u003c/p>\n\u003cp>The program started with 14 streets in the spring of 2020. The SFMTA expanded it to the current footprint of 18 streets and made the program permanent at the end of 2022. The agency aims to limit traffic to 1,000 vehicles a day or fewer and reduce speeds to 15 mph or lower on each street in the program.\u003c/p>\n\u003cp>Braitsch said the Slow Streets program stands out as an example of what the city can accomplish as it considers how to move ahead with its Vision Zero safety program.\u003c/p>\n\u003cp>San Francisco adopted Vision Zero in 2014 with the goal of eliminating traffic fatalities within a decade. While deaths declined at first, they have surged again in recent years. Forty-two people were killed in collisions last year, the highest total in nearly two decades.\u003c/p>\n\u003cp>“The success of Slow Streets is like a mini-Vision Zero achievement because it really checks so many of the boxes that Vision Zero as a concept is trying to achieve,” Braitsch said. “The more we can expand the program throughout the city, the sooner we’re going to get closer to achieving our Vision Zero goals.”\u003c/p>\n\u003cfigure id=\"attachment_12028845\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12028845\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Cyclists of all ages ride through San Francisco with the San Francisco Bicycle Coalition on Jan. 1, 2014. \u003ccite>(Courtesy San Francisco Bicycle Coalition)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also points to Slow Streets as a cost-effective safety solution that the city has shown it can deliver quickly and efficiently.\u003c/p>\n\u003cp>The current SFMTA capital projects budget — funding dedicated to everything from updating Muni’s fleet to upgrading traffic signals to street safety projects — includes about $8 million for Slow Streets investments through 2029. That’s about one-third of 1% of the total $2.5 billion capital budget.\u003c/p>\n\u003cp>“What I think really comes across is that the program has been extraordinarily successful at an extremely small investment, the cost of the materials and the time to implement them,” Braitsch said. “It’s such an insignificant cost in terms of materials and labor, but yet it has had such a significant impact on public safety.”\u003c/p>\n\u003cp>[aside postID=news_12028135 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-1020x680.jpg']\u003c/p>\n\u003cp>Other street safety advocates agree that the SFMTA should prioritize expanding Slow Streets and investing in other “traffic-calming” projects.\u003c/p>\n\u003cp>Robin Pam, a cofounder of Kid Safe SF, said, “What all of this data shows is that when we decide a street should be safer and intervene to do that, it works. We need a more comprehensive and systematic approach to improving safety on all of our streets, the same way we have on Slow Streets.”\u003c/p>\n\u003cp>Christopher White, executive director of the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>, said in a statement that Slow Streets is a key component to building a citywide network accessible to people of all ages and abilities.\u003c/p>\n\u003cp>“The city should be looking for every opportunity to expand the Slow Streets program to support local transportation within neighborhoods as well as crosstown connectivity,” he said.\u003c/p>\n\u003cp>Walk San Francisco has called on the city to adopt a long list of steps to \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">slow down motor vehicle traffic\u003c/a> on city streets, perhaps the most important factor in reducing serious injuries and deaths in traffic collisions.\u003c/p>\n\u003cp>Those measures include installing equipment like posts or pavement bumpers at high-injury intersections to force drivers to slow down during turns, timing traffic lights to keep traffic flow at or below speed limits and reducing the number of lanes on streets known to be particularly dangerous — such as the network of wide, one-way streets in the city’s South of Market neighborhood.\u003c/p>\n\u003cp>Jodie Medeiros, WalkSF’s executive director, said the new Transpo Map analysis “backs up what we know to be true: When drivers go safe speeds, there are dramatically fewer crashes. If drivers would slow down on all San Francisco streets, we’d immediately see dramatically fewer crashes — just like what’s happened on Slow Streets.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new analysis of San Francisco’s Slow Streets shows the program meant to \u003ca href=\"https://www.kqed.org/news/11813410/car-free-slow-streets-coming-to-san-francisco-this-week\">reduce and slow down vehicle traffic\u003c/a> on certain residential roadways continues to deliver on one of its major promises — making streets safer for all users.\u003c/p>\n\u003cp>In \u003ca href=\"https://transpomaps.org/projects/san-francisco/slow-streets\">a study\u003c/a> relying on data from the city’s Department of Public Health, traffic safety advocate and data analyst Stephen Braitsch found that injury collisions on the network’s 32 miles of roadway have fallen 61% since it was made permanent in December 2022 compared to the previous 26 months. Citywide, the number of injury crashes rose 6% during the same period.\u003c/p>\n\u003cp>The analysis suggests that Slow Streets could represent what advocates say should be a key tool for the city as it \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">struggles to make progress on its Vision Zero goal\u003c/a> to reduce deaths and injuries in traffic collisions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Braitsch said the numbers show the program, which uses a modest and relatively inexpensive set of interventions such as signs, roadway paint and plastic “soft-hit” posts on 18 different streets, “has been wildly successful at reducing vehicle crashes.”\u003c/p>\n\u003cp>Braitsch’s study on the site \u003ca href=\"https://transpomaps.org/\">Transpo Maps\u003c/a>, which builds on \u003ca href=\"https://www.sfchronicle.com/sf/article/Data-shows-traffic-crashes-have-dropped-on-most-17635433.php\">a 2022 analysis \u003c/a>he undertook just before the city’s Municipal Transportation Agency voted to make Slow Streets permanent, also looks into how reduced access to the network’s roadways has affected the Fire Department’s emergency response times.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The verdict: The overall average response time for the Slow Streets network increased by 28 seconds — from 3 minutes, 46 seconds to 4 minutes, 16 seconds — since December 2022. That’s a 12% increase compared to a 5% rise in average response time citywide in the same time frame.\u003c/p>\n\u003cp>“When you look at emergency response times, it’s also really important to consider the fact that the Fire Department responding station can be up to half a mile or three-quarters of a mile away from an emergency scene on a slow street,” Braitsch said.\u003c/p>\n\u003cp>“So there’s many, many, many other streets that the Fire Department has to navigate before it actually gets to the actual slow street,” he said. “Nonetheless, we wanted to put that data out there so at least there’s a foundation from which a conversation can happen around this information.”\u003c/p>\n\u003cp>The Fire Department did not respond immediately to a request for comment on the study.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco started its \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets experiment\u003c/a> five years ago as a way of creating easily accessible outdoor recreation opportunities after stay-at-home orders were imposed at the outset of the COVID-19 pandemic.\u003c/p>\n\u003cp>The program started with 14 streets in the spring of 2020. The SFMTA expanded it to the current footprint of 18 streets and made the program permanent at the end of 2022. The agency aims to limit traffic to 1,000 vehicles a day or fewer and reduce speeds to 15 mph or lower on each street in the program.\u003c/p>\n\u003cp>Braitsch said the Slow Streets program stands out as an example of what the city can accomplish as it considers how to move ahead with its Vision Zero safety program.\u003c/p>\n\u003cp>San Francisco adopted Vision Zero in 2014 with the goal of eliminating traffic fatalities within a decade. While deaths declined at first, they have surged again in recent years. Forty-two people were killed in collisions last year, the highest total in nearly two decades.\u003c/p>\n\u003cp>“The success of Slow Streets is like a mini-Vision Zero achievement because it really checks so many of the boxes that Vision Zero as a concept is trying to achieve,” Braitsch said. “The more we can expand the program throughout the city, the sooner we’re going to get closer to achieving our Vision Zero goals.”\u003c/p>\n\u003cfigure id=\"attachment_12028845\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12028845\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Cyclists of all ages ride through San Francisco with the San Francisco Bicycle Coalition on Jan. 1, 2014. \u003ccite>(Courtesy San Francisco Bicycle Coalition)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also points to Slow Streets as a cost-effective safety solution that the city has shown it can deliver quickly and efficiently.\u003c/p>\n\u003cp>The current SFMTA capital projects budget — funding dedicated to everything from updating Muni’s fleet to upgrading traffic signals to street safety projects — includes about $8 million for Slow Streets investments through 2029. That’s about one-third of 1% of the total $2.5 billion capital budget.\u003c/p>\n\u003cp>“What I think really comes across is that the program has been extraordinarily successful at an extremely small investment, the cost of the materials and the time to implement them,” Braitsch said. “It’s such an insignificant cost in terms of materials and labor, but yet it has had such a significant impact on public safety.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Other street safety advocates agree that the SFMTA should prioritize expanding Slow Streets and investing in other “traffic-calming” projects.\u003c/p>\n\u003cp>Robin Pam, a cofounder of Kid Safe SF, said, “What all of this data shows is that when we decide a street should be safer and intervene to do that, it works. We need a more comprehensive and systematic approach to improving safety on all of our streets, the same way we have on Slow Streets.”\u003c/p>\n\u003cp>Christopher White, executive director of the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>, said in a statement that Slow Streets is a key component to building a citywide network accessible to people of all ages and abilities.\u003c/p>\n\u003cp>“The city should be looking for every opportunity to expand the Slow Streets program to support local transportation within neighborhoods as well as crosstown connectivity,” he said.\u003c/p>\n\u003cp>Walk San Francisco has called on the city to adopt a long list of steps to \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">slow down motor vehicle traffic\u003c/a> on city streets, perhaps the most important factor in reducing serious injuries and deaths in traffic collisions.\u003c/p>\n\u003cp>Those measures include installing equipment like posts or pavement bumpers at high-injury intersections to force drivers to slow down during turns, timing traffic lights to keep traffic flow at or below speed limits and reducing the number of lanes on streets known to be particularly dangerous — such as the network of wide, one-way streets in the city’s South of Market neighborhood.\u003c/p>\n\u003cp>Jodie Medeiros, WalkSF’s executive director, said the new Transpo Map analysis “backs up what we know to be true: When drivers go safe speeds, there are dramatically fewer crashes. If drivers would slow down on all San Francisco streets, we’d immediately see dramatically fewer crashes — just like what’s happened on Slow Streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"guestAuthors": [],
"slug": "can-san-francisco-stop-traffic-violence-so-far-efforts-failing",
"title": "Can San Francisco Stop Traffic Violence? So Far, Efforts Are Failing",
"publishDate": 1737241215,
"format": "standard",
"headTitle": "Can San Francisco Stop Traffic Violence? So Far, Efforts Are Failing | KQED",
"labelTerm": {
"site": "news"
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"content": "\u003cp>The last time Susan Civitts heard her brother’s voice was a phone call on Christmas. He promised Civitts that in the new year, he would come home to Pennsylvania to visit his sister and their family.\u003c/p>\n\u003cp>But around 5:30 p.m. on Jan. 4, Charles Albert Bollinger, 81, was struck by a car on Silver Avenue, just steps away from his home in San Francisco’s residential Portola District. Police said the driver fled immediately after the crash. Shortly after, Bollinger died of his injuries.\u003c/p>\n\u003cp>“He was a very special person,” Civitts told KQED. “He was my best friend.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bollinger’s death marked the city’s first traffic fatality of 2025, coming just days after the end of the deadliest year for San Francisco pedestrians in nearly two decades. The city’s 24th pedestrian was killed on the Great Highway on Dec. 27, only eight days before Bollinger.\u003c/p>\n\u003cp>A total of 41 people, including cyclists and motorists, were killed in traffic crashes in San Francisco in 2024. That’s the most since 2007, which also had 41 overall traffic deaths, 24 of which were pedestrians, according to the city’s \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">publicly available data\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco traffic fatalities since 2014 \" aria-label=\"Stacked Columns\" id=\"datawrapper-chart-C8akl\" src=\"https://datawrapper.dwcdn.net/C8akl/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"525\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The worrying surge came despite Vision Zero, a decadelong initiative to eliminate traffic deaths on the city’s roadways by 2024. It’s clear something needs to change, and some observers hold out hope that new laws and automated enforcement coming this year could do just that — and \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">revitalize the city’s commitment to Vision Zero\u003c/a>.\u003c/p>\n\u003cp>“My hope is that 2025 is a pivot point,” said Marta Lindsey, communications director for Walk SF, a group that tracks pedestrian deaths and agitates for data-based, preventive approaches to reducing traffic violence. “Please, let this be the year we start to see the trajectory shift in a positive direction. It’s possible that we will see that change — if the city gets its act together.”\u003c/p>\n\u003cp>Throughout the Vision Zero initiative, some of the city’s most visible street changes have come in response to tragic deaths. Just last March, a \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">family of four\u003c/a> waiting for a bus in the West Portal neighborhood was killed by a speeding driver, a horrifying loss that \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">briefly galvanized the city\u003c/a> around the issue of traffic violence and spurred expedited safety improvements.\u003c/p>\n\u003cp>But for cities to rein in traffic deaths, advocates say, they will have to be less reactive and more proactive.\u003c/p>\n\u003cp>Lindsey and other proponents are encouraged by two moves in particular, set to roll out in the spring: \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">automated speed cameras\u003c/a> and a new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting\u003c/a> law, which aims to prevent parked cars from obstructing drivers’ views at intersections.\u003c/p>\n\u003cp>These new policies, Vision Zero Network founder Leah Shahum said, are a good example of what happens when cities anticipate crashes instead of reacting to them.\u003c/p>\n\u003cp>“The sooner that a city can transition to incorporating that more proactive approach, the better,” Shahum said. “That’s where you’re going to see the big, big safety gains.”\u003c/p>\n\u003ch2>Speed poses a deadly danger\u003c/h2>\n\u003cp>When Jenny Yu talks about what happened to her mother in 2011, she uses the word “crash” or “collision” — not “accident” — because she and other advocates believe her mother’s life-changing injuries were preventable.\u003c/p>\n\u003cp>Yu’s mother, Judy, was walking to the beach when she was struck by a speeding 94-year-old driver turning left on Park Presidio Boulevard. Judy survived, but she suffered broken bones, a collapsed lung and a traumatic brain injury.\u003c/p>\n\u003cp>“She was a vibrant woman who really enjoyed being a mom and a grandma,” Yu said.\u003c/p>\n\u003cfigure id=\"attachment_12022940\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022940\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the years after the crash, Yu started attending Walk SF community events and met others in the Bay Area affected by traffic violence. She learned about the connection between speed and safety: Speed was the No. 1 cause of all traffic crashes in San Francisco last year, according to the \u003ca href=\"https://www.sfmta.com/media/41214/download?inline\">Municipal Transportation Agency\u003c/a>.\u003c/p>\n\u003cp>In March, San Francisco will become the first city in California to turn on speed cameras, nearly a year and a half after Gov. Gavin Newsom signed a bill authorizing the technology in six cities across the state. San Francisco will install 33 over the coming months, each in areas identified as having a high number of injuries.\u003c/p>\n\u003cp>Yu, a founding member of the Bay Area chapter of Families for Safe Streets, traveled to Sacramento with groups like Walk SF four times to fight for the cameras.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>“This tool has been proven to help in other states and other countries,” Yu told KQED. “There’s a track record of this change that — if we’re willing to adopt it — has shown to save lives.”\u003c/p>\n\u003cp>Slowing down drivers, whether through speed cameras or street changes, would have a substantial effect on street safety. Last year, speed was responsible for a quarter of all fatalities in San Francisco — a figure that has reached as high as 40% in recent years. Statewide, more than a third of all traffic deaths are due to speeding and aggressive driving, according to data collected by \u003ca href=\"https://safetrec.berkeley.edu/tools/california-safe-speeds-toolkit/california-safe-speeds-toolkit-research-speeds-speed-limits-and#:~:text=Speed%20is%20a%20significant%20concern,aggressive%20driving%20(Caltrans%202023%20).\">UC Berkeley’s Safe Transportation Research and Education Center\u003c/a>.\u003c/p>\n\u003cp>Speed can also make a significant difference in a pedestrian’s chances of surviving a crash. A person hit by a car traveling at 35 mph is five times more likely to die than a pedestrian hit by a car at 20 mph, notes a guide by the \u003ca href=\"https://nacto.org/publication/city-limits/the-need/speed-kills/#:~:text=Vehicle%20speed%20at%20the%20time,at%2020%20miles%20per%20hour.\">National Association of City Transportation Officials\u003c/a>.\u003c/p>\n\u003cp>In addition to the cameras, San Francisco is experimenting with \u003ca href=\"https://www.sfmta.com/getting-around/walk/speed-management\">lower speed limits\u003c/a>, which will be proposed on 11 more streets this year. The strategy stems from \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB43\">AB 43\u003c/a>, a law passed in 2021 that gives local governments the ability to lower speed limits that were previously set by the state.\u003c/p>\n\u003cfigure id=\"attachment_12020739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12020739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Blair Czarecki, with the community advocacy group Walk SF, hangs a sign at the site of San Francisco’s first pedestrian fatality of 2025 in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Until AB 43 took effect, California required cities to set speed limits by using the 85th percentile rule. It’s defined as the speed below which 85% of drivers were already going on a road, which, in theory, should be what they consider to be a safe speed. \u003ca href=\"https://dot.ca.gov/programs/safety-programs/setting-speed-limits\">Caltrans\u003c/a> calls this measure “the single most influential indicator” of what is safe and reasonable.\u003c/p>\n\u003cp>“It’s like setting a curfew based on when a teenager comes home,” Lindsey said.\u003c/p>\n\u003cp>The 85th percentile did not take into account pedestrians, cycling traffic, schools or any other conditions that might make the speed limit unsafe. AB 43 allows local governments to consider those factors.\u003c/p>\n\u003cp>Most of San Francisco’s streets have 25 mph speed limits, though some are higher. Lake Merced Boulevard, for example, is 35 mph and 40 in some sections, even near schools. In a 2022 survey, Walk SF documented numerous drivers exceeding 50 mph.\u003c/p>\n\u003cp>While not a silver bullet, lower speed limits are already making an impact in the Tenderloin — the neighborhood with the highest number of \u003ca href=\"https://sfplanning.org/sites/default/files/documents/citywide/tenderloin-community-action-plan/tcap-youth-gap-analysis-report.pdf\">children\u003c/a> in the city. Despite having one of the lowest rates of \u003ca href=\"https://underscoresf.com/remember-theres-a-car-ownership-map-of-san-francisco/#:~:text=Braitsch%20found%20in%20his%20research,those%20zones%20without%20a%20car.\">car ownership\u003c/a>, every street in the neighborhood falls on the\u003ca href=\"https://www.sfmta.com/blog/speed-and-turn-limits-boost-safety-tenderloin-streets-0\"> high-injury network\u003c/a>.\u003c/p>\n\u003cp>Jaime Viloria, a Tenderloin resident and organizer with San Francisco Transit Riders, said neighborhood mobilization around infrastructure has helped reduce crashes and pedestrian deaths.\u003c/p>\n\u003cp>“In a dense neighborhood, we don’t have a lot of open space,” Viloria said. “The streets are open space.”\u003c/p>\n\u003ch2>Making pedestrians more visible to drivers\u003c/h2>\n\u003cp>After California’s new daylighting law took effect this year, making it illegal to park within 20 feet of the vehicle approach side of a crosswalk, San Francisco will begin issuing tickets on March 1, regardless of whether or not the curb is painted.\u003c/p>\n\u003cp>While the new law has drawn some frustration for reducing street parking, experts on urban design and transportation have celebrated it as a way to rethink public space.\u003c/p>\n\u003cfigure id=\"attachment_12022925\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022925\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Street space is really, really precious in a city like San Francisco,” said David Zipper, a senior fellow at the MIT Mobility Initiative. “It’s worth asking: If we care about safety in the city, should we be using that space to store private property — which is what automobiles are — or should we be using it to create safe spaces for those who are walking and biking?\u003cem>”\u003c/em>\u003c/p>\n\u003cp>Proponents frequently point to Hoboken, New Jersey, a city of 60,000 people that hasn’t had a pedestrian death in more than \u003ca href=\"https://apnews.com/article/hoboken-zero-traffic-deaths-daylighting-pedestrian-safety-007dec67706c1c09129da1436a3d9762\">seven years\u003c/a>. After an elderly resident was hit and killed by a van in 2015, the city limited street parking in its daylighting efforts, part of its commitment to Vision Zero.\u003c/p>\n\u003cp>On Silver Avenue in Portola, daylighting might have saved Bollinger’s life. Cars are frequently parked in front of the intersection, neighbors said, making it difficult for drivers to register pedestrians crossing on both sides.\u003c/p>\n\u003cp>Michelle Tsang, whose family lives above the unmarked crosswalk, said she avoids crossing there when she can.\u003c/p>\n\u003cp>“A lot of people assume that the cars will stop for them,” said Tsang, 22. “There’s not many stop signs on this part of the street, so sometimes you see cars going really fast.”\u003c/p>\n\u003cp>Too fast, said Steve and Therese Heller, who live next door to Bollinger and his son. While they were shocked to learn about Bollinger’s death, they weren’t surprised that the fatal collision happened at that corner.\u003c/p>\n\u003cp>“The visibility there is just really poor,” Steve Heller said. “No one thinks it’s an intersection.”\u003c/p>\n\u003ch2>A nationwide struggle with traffic deaths\u003c/h2>\n\u003cp>For all the efforts to make San Francisco’s streets safer for all, there are some factors that lie outside local control.\u003c/p>\n\u003cp>Although traffic fatalities nationwide have declined in recent years, the numbers overall remain at what U.S. Transportation Secretary Pete Buttigieg called “\u003ca href=\"https://www.transportation.gov/briefing-room/nhtsa-estimates-traffic-fatalities-declined-first-half-2024\">crisis levels\u003c/a>” in a National Highway Traffic Safety Administration report from September.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One key reason is that cars are bigger and faster than ever before. SUVs and pickup trucks — which have themselves steadily\u003ca href=\"https://www.usatoday.com/story/money/cars/2019/12/27/suvs-gm-ford-toyota-chevrolet/4408728002/\"> added pounds and inches\u003c/a> — now constitute more than \u003ca href=\"https://jalopnik.com/trucks-and-suvs-are-now-over-80-percent-of-new-car-sale-1848427797\">four out of every five new cars sold\u003c/a> in the U.S., up from just over half in 2013, even as national household size \u003ca href=\"https://www.statista.com/statistics/183648/average-size-of-households-in-the-us/\">steadily declines\u003c/a>.\u003c/p>\n\u003cp>“We reward car manufacturers who make their vehicles more like tanks,” outgoing SFMTA Chief Jeffrey Tumlin told KQED’s Forum this month. “And that, of course, simply exports the safety problem to more vulnerable road users.”\u003c/p>\n\u003cp>While SUVs may be safer for the person behind the wheel, research has shown them to be much more dangerous for everyone else on the road, including other drivers. Children \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0022437522000810?casa_token=u6DQpGM5NB0AAAAA:GKZdIHNMWcRpPu6omlgmCSVD5N1Eq4PFbHHwQIwcP6GZn-OXYgqdtOObsFkT1K2RbV1TFDv_ZQ\">are\u003c/a> eight times more likely to die when struck by an SUV compared to lighter and smaller cars.\u003c/p>\n\u003cp>Meanwhile, studies have shown \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2212012221000241?casa_token=KYdWSu-CAaUAAAAA:O0Co6cx8XMXThwDKoYelaO6k_TTxsLnUppJoZpA5uCiscNUCO3uvqNaKNZRKULBvCWV_h5Xacg\">a correlation\u003c/a> between the surge in sales of larger vehicles and a staggering increase in pedestrian fatalities in the United States between 2000 and 2023.\u003c/p>\n\u003cp>Annie Fryman, director of special projects at the Bay Area urban policy think tank SPUR, said that the explosion in the size of vehicles, coupled with an increase in \u003ca href=\"https://www.pewresearch.org/short-reads/2024/11/20/what-the-data-says-about-dangerous-driving-and-road-rage-in-the-us/#:~:text=What%20the%20data%20says%20about%20dangerous%20driving%20and%20road%20rage%20in%20the%20U.S.&text=About%20half%20of%20Americans%20(49,new%20Pew%20Research%20Center%20survey.\">erratic driving\u003c/a> since the pandemic and \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">a lack of SFPD traffic enforcement\u003c/a>, has been a deadly combo.\u003c/p>\n\u003cp>“It’s been a perfect storm,” Fryman said.\u003c/p>\n\u003cp>[aside postID=news_12018833 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPD-1020x765.jpg']\u003c/p>\n\u003cp>Data collected by city-owned vehicles reveal a dangerous accountability gap with speeding and erratic driving within the city’s fleet. In 2016, the city launched a telematics program to install black boxes in a number of city vehicles. This program followed a deadly string of crashes involving public employees and contractors and was spearheaded by former Supervisor Norman Yee after he was \u003ca href=\"https://www.sfgate.com/bayarea/article/yee-beginning-to-walk-sf-school-board-president-2657972.php\">hit \u003c/a>by a car.\u003c/p>\n\u003cp>While the program led to \u003ca href=\"https://sfbos.org/sites/default/files/BLA.VehicleTelematicsUpdate.081920.pdf\">initial reductions\u003c/a> in driver speeds, progress flagged as the pandemic took hold. By 2021,\u003ca href=\"https://walksf.org/wp-content/uploads/2022/10/san-francisco-annual-telematics-report-calendar-year-2021-final.pdf\"> the city’s report\u003c/a> shows a jump in speeding incidents over 80 mph, with thousands every day. The report also shows a backlog of more than 1,700 vehicles slated for telematics that did not have the boxes installed. Little progress and underutilization of these findings have led to hundreds of collisions each year, according to recent reporting by \u003ca href=\"https://sfstandard.com/2024/12/18/city-employee-traffic-crashes/\">the San Francisco Standard\u003c/a>.\u003c/p>\n\u003cp>This kind of technology has been successfully implemented in pilots in New York City, where fleet management and safety have been a \u003ca href=\"https://www.nyc.gov/site/dcas/agencies/vision-zero-and-nyc-fleet.page\">pillar \u003c/a>of Vision Zero.\u003c/p>\n\u003cp>“You don’t actually need every car on the road to have it to get the safety benefits,” Zipper said. “If only one car has the technology, that vehicle is probably going to be able to slow down vehicles behind it that might otherwise be driving recklessly.”\u003c/p>\n\u003cp>In the coming years, San Francisco should expect little from the federal government on reining in traffic deaths, advocates say. The Trump administration is likely to oppose regulations of the auto industry, and some of the new standards proposed by NHTSA — like one requiring that new passenger vehicles be designed \u003ca href=\"https://www.nhtsa.gov/press-releases/nhtsa-proposes-new-vehicle-safety-standard-protect-pedestrians\">with risks to pedestrians\u003c/a> in mind — may get rolled back.\u003c/p>\n\u003cp>“If we want to see road safety improve in a city like San Francisco,” Zipper said, “I would encourage residents to look to their own leaders in City Hall and to perhaps look toward Sacramento and to not expect much of anything by way of a tailwind to come from Washington.”\u003c/p>\n\u003cp>Zipper and others in the transportation and urban design community believe that part of the problem is embedded into American ideas about road safety: the principle that everyone shares responsibility for preventing injuries and deaths on the road. The idea of “shared responsibility” is built into the “safe-systems approach,” the guiding paradigm of American roadway safety, which draws from Vision Zero.\u003c/p>\n\u003cp>While seemingly anodyne, Zipper argues that this principle subtly obscures who is responsible for causing the vast majority of collisions — drivers.\u003c/p>\n\u003cp>“If we actually want to save lives and reduce crashes, then we need to really put the spotlight on who has disproportionate power to save lives,” Zipper said.\u003c/p>\n\u003cp>Roger Rudick, the editor of transit-focused Streetsblog SF, put it bluntly: “We can talk about shared responsibility when somebody rides through a crowd and kills 14 people with a bicycle.”\u003c/p>\n\u003ch2>What comes next in SF?\u003c/h2>\n\u003cp>With a new mayor — and, soon, a new director of the SFMTA — the city would seem to be at a natural inflection point in its push to tackle traffic fatalities. Six safe streets activists interviewed by KQED all agreed this opportunity would be missed without meaningful action from city leadership.\u003c/p>\n\u003cp>“It’s really not up to the MTA,” said Stephen Braitsch, a data engineer who maps \u003ca href=\"https://transpomaps.org/projects\">streets’ data\u003c/a>. “For us to achieve Vision Zero, it’s a political decision — full stop.”\u003c/p>\n\u003cfigure id=\"attachment_12022929\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022929\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pedestrian crosswalk sign on Silver Avenue, near the site of the first pedestrian fatality in San Francisco in 2025, in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Though new Mayor Daniel Lurie didn’t mention safe streets in his inauguration speech, many are heartened by the appointment of former MTA official and influential urbanism expert \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">Alicia John-Baptiste\u003c/a> as the city’s first-ever chief of infrastructure, climate and mobility.\u003c/p>\n\u003cp>“Alicia knows how to solve these problems,” Rudick said. “What it’s going to require is for Mayor Lurie to give her the ability to do it.”\u003c/p>\n\u003cp>Yu and other advocates, in the meantime, will continue pushing legislators for change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12006976/san-francisco-advocates-intensify-call-for-newsom-to-sign-traffic-safety-bill-after-recent-pedestrian-deaths\">In September, Newsom vetoed\u003c/a> a first-of-its-kind bill proposed by state Sen. Scott Wiener, which would have required \u003ca href=\"https://www.npr.org/2023/12/06/1216557190/car-crash-accident-speeding-technology-slow-down-speed-assistance\">alerts \u003c/a>in cars to \u003ca href=\"https://www.kqed.org/news/12003239/should-your-car-warn-you-that-youre-speeding-california-lawmakers-vote-yes\">caution speeding drivers\u003c/a>. Intelligent Speed Assistance (ISA), which became mandatory for all new cars sold in Europe last year, warns drivers every 10 miles that they exceed the speed limit.\u003c/p>\n\u003cp>Yu is undeterred. After her experience taking her fight for speed cameras to Sacramento, she knows these campaigns can take multiple attempts. The Bay Area chapter of Families for Safe Streets is also helping chapters in other states push for similar legislation.\u003c/p>\n\u003cp>“Even if it’s just one less family that experiences this tragedy,” Yu said, “that’s worth it to us.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "After the deadliest year for pedestrians in nearly two decades, advocates hope new laws and enforcement will bring much-needed change to improving city streets. ",
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"title": "Can San Francisco Stop Traffic Violence? So Far, Efforts Are Failing | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The last time Susan Civitts heard her brother’s voice was a phone call on Christmas. He promised Civitts that in the new year, he would come home to Pennsylvania to visit his sister and their family.\u003c/p>\n\u003cp>But around 5:30 p.m. on Jan. 4, Charles Albert Bollinger, 81, was struck by a car on Silver Avenue, just steps away from his home in San Francisco’s residential Portola District. Police said the driver fled immediately after the crash. Shortly after, Bollinger died of his injuries.\u003c/p>\n\u003cp>“He was a very special person,” Civitts told KQED. “He was my best friend.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bollinger’s death marked the city’s first traffic fatality of 2025, coming just days after the end of the deadliest year for San Francisco pedestrians in nearly two decades. The city’s 24th pedestrian was killed on the Great Highway on Dec. 27, only eight days before Bollinger.\u003c/p>\n\u003cp>A total of 41 people, including cyclists and motorists, were killed in traffic crashes in San Francisco in 2024. That’s the most since 2007, which also had 41 overall traffic deaths, 24 of which were pedestrians, according to the city’s \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">publicly available data\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco traffic fatalities since 2014 \" aria-label=\"Stacked Columns\" id=\"datawrapper-chart-C8akl\" src=\"https://datawrapper.dwcdn.net/C8akl/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"525\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The worrying surge came despite Vision Zero, a decadelong initiative to eliminate traffic deaths on the city’s roadways by 2024. It’s clear something needs to change, and some observers hold out hope that new laws and automated enforcement coming this year could do just that — and \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">revitalize the city’s commitment to Vision Zero\u003c/a>.\u003c/p>\n\u003cp>“My hope is that 2025 is a pivot point,” said Marta Lindsey, communications director for Walk SF, a group that tracks pedestrian deaths and agitates for data-based, preventive approaches to reducing traffic violence. “Please, let this be the year we start to see the trajectory shift in a positive direction. It’s possible that we will see that change — if the city gets its act together.”\u003c/p>\n\u003cp>Throughout the Vision Zero initiative, some of the city’s most visible street changes have come in response to tragic deaths. Just last March, a \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">family of four\u003c/a> waiting for a bus in the West Portal neighborhood was killed by a speeding driver, a horrifying loss that \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">briefly galvanized the city\u003c/a> around the issue of traffic violence and spurred expedited safety improvements.\u003c/p>\n\u003cp>But for cities to rein in traffic deaths, advocates say, they will have to be less reactive and more proactive.\u003c/p>\n\u003cp>Lindsey and other proponents are encouraged by two moves in particular, set to roll out in the spring: \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">automated speed cameras\u003c/a> and a new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting\u003c/a> law, which aims to prevent parked cars from obstructing drivers’ views at intersections.\u003c/p>\n\u003cp>These new policies, Vision Zero Network founder Leah Shahum said, are a good example of what happens when cities anticipate crashes instead of reacting to them.\u003c/p>\n\u003cp>“The sooner that a city can transition to incorporating that more proactive approach, the better,” Shahum said. “That’s where you’re going to see the big, big safety gains.”\u003c/p>\n\u003ch2>Speed poses a deadly danger\u003c/h2>\n\u003cp>When Jenny Yu talks about what happened to her mother in 2011, she uses the word “crash” or “collision” — not “accident” — because she and other advocates believe her mother’s life-changing injuries were preventable.\u003c/p>\n\u003cp>Yu’s mother, Judy, was walking to the beach when she was struck by a speeding 94-year-old driver turning left on Park Presidio Boulevard. Judy survived, but she suffered broken bones, a collapsed lung and a traumatic brain injury.\u003c/p>\n\u003cp>“She was a vibrant woman who really enjoyed being a mom and a grandma,” Yu said.\u003c/p>\n\u003cfigure id=\"attachment_12022940\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022940\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the years after the crash, Yu started attending Walk SF community events and met others in the Bay Area affected by traffic violence. She learned about the connection between speed and safety: Speed was the No. 1 cause of all traffic crashes in San Francisco last year, according to the \u003ca href=\"https://www.sfmta.com/media/41214/download?inline\">Municipal Transportation Agency\u003c/a>.\u003c/p>\n\u003cp>In March, San Francisco will become the first city in California to turn on speed cameras, nearly a year and a half after Gov. Gavin Newsom signed a bill authorizing the technology in six cities across the state. San Francisco will install 33 over the coming months, each in areas identified as having a high number of injuries.\u003c/p>\n\u003cp>Yu, a founding member of the Bay Area chapter of Families for Safe Streets, traveled to Sacramento with groups like Walk SF four times to fight for the cameras.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>“This tool has been proven to help in other states and other countries,” Yu told KQED. “There’s a track record of this change that — if we’re willing to adopt it — has shown to save lives.”\u003c/p>\n\u003cp>Slowing down drivers, whether through speed cameras or street changes, would have a substantial effect on street safety. Last year, speed was responsible for a quarter of all fatalities in San Francisco — a figure that has reached as high as 40% in recent years. Statewide, more than a third of all traffic deaths are due to speeding and aggressive driving, according to data collected by \u003ca href=\"https://safetrec.berkeley.edu/tools/california-safe-speeds-toolkit/california-safe-speeds-toolkit-research-speeds-speed-limits-and#:~:text=Speed%20is%20a%20significant%20concern,aggressive%20driving%20(Caltrans%202023%20).\">UC Berkeley’s Safe Transportation Research and Education Center\u003c/a>.\u003c/p>\n\u003cp>Speed can also make a significant difference in a pedestrian’s chances of surviving a crash. A person hit by a car traveling at 35 mph is five times more likely to die than a pedestrian hit by a car at 20 mph, notes a guide by the \u003ca href=\"https://nacto.org/publication/city-limits/the-need/speed-kills/#:~:text=Vehicle%20speed%20at%20the%20time,at%2020%20miles%20per%20hour.\">National Association of City Transportation Officials\u003c/a>.\u003c/p>\n\u003cp>In addition to the cameras, San Francisco is experimenting with \u003ca href=\"https://www.sfmta.com/getting-around/walk/speed-management\">lower speed limits\u003c/a>, which will be proposed on 11 more streets this year. The strategy stems from \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB43\">AB 43\u003c/a>, a law passed in 2021 that gives local governments the ability to lower speed limits that were previously set by the state.\u003c/p>\n\u003cfigure id=\"attachment_12020739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12020739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Blair Czarecki, with the community advocacy group Walk SF, hangs a sign at the site of San Francisco’s first pedestrian fatality of 2025 in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Until AB 43 took effect, California required cities to set speed limits by using the 85th percentile rule. It’s defined as the speed below which 85% of drivers were already going on a road, which, in theory, should be what they consider to be a safe speed. \u003ca href=\"https://dot.ca.gov/programs/safety-programs/setting-speed-limits\">Caltrans\u003c/a> calls this measure “the single most influential indicator” of what is safe and reasonable.\u003c/p>\n\u003cp>“It’s like setting a curfew based on when a teenager comes home,” Lindsey said.\u003c/p>\n\u003cp>The 85th percentile did not take into account pedestrians, cycling traffic, schools or any other conditions that might make the speed limit unsafe. AB 43 allows local governments to consider those factors.\u003c/p>\n\u003cp>Most of San Francisco’s streets have 25 mph speed limits, though some are higher. Lake Merced Boulevard, for example, is 35 mph and 40 in some sections, even near schools. In a 2022 survey, Walk SF documented numerous drivers exceeding 50 mph.\u003c/p>\n\u003cp>While not a silver bullet, lower speed limits are already making an impact in the Tenderloin — the neighborhood with the highest number of \u003ca href=\"https://sfplanning.org/sites/default/files/documents/citywide/tenderloin-community-action-plan/tcap-youth-gap-analysis-report.pdf\">children\u003c/a> in the city. Despite having one of the lowest rates of \u003ca href=\"https://underscoresf.com/remember-theres-a-car-ownership-map-of-san-francisco/#:~:text=Braitsch%20found%20in%20his%20research,those%20zones%20without%20a%20car.\">car ownership\u003c/a>, every street in the neighborhood falls on the\u003ca href=\"https://www.sfmta.com/blog/speed-and-turn-limits-boost-safety-tenderloin-streets-0\"> high-injury network\u003c/a>.\u003c/p>\n\u003cp>Jaime Viloria, a Tenderloin resident and organizer with San Francisco Transit Riders, said neighborhood mobilization around infrastructure has helped reduce crashes and pedestrian deaths.\u003c/p>\n\u003cp>“In a dense neighborhood, we don’t have a lot of open space,” Viloria said. “The streets are open space.”\u003c/p>\n\u003ch2>Making pedestrians more visible to drivers\u003c/h2>\n\u003cp>After California’s new daylighting law took effect this year, making it illegal to park within 20 feet of the vehicle approach side of a crosswalk, San Francisco will begin issuing tickets on March 1, regardless of whether or not the curb is painted.\u003c/p>\n\u003cp>While the new law has drawn some frustration for reducing street parking, experts on urban design and transportation have celebrated it as a way to rethink public space.\u003c/p>\n\u003cfigure id=\"attachment_12022925\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022925\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Street space is really, really precious in a city like San Francisco,” said David Zipper, a senior fellow at the MIT Mobility Initiative. “It’s worth asking: If we care about safety in the city, should we be using that space to store private property — which is what automobiles are — or should we be using it to create safe spaces for those who are walking and biking?\u003cem>”\u003c/em>\u003c/p>\n\u003cp>Proponents frequently point to Hoboken, New Jersey, a city of 60,000 people that hasn’t had a pedestrian death in more than \u003ca href=\"https://apnews.com/article/hoboken-zero-traffic-deaths-daylighting-pedestrian-safety-007dec67706c1c09129da1436a3d9762\">seven years\u003c/a>. After an elderly resident was hit and killed by a van in 2015, the city limited street parking in its daylighting efforts, part of its commitment to Vision Zero.\u003c/p>\n\u003cp>On Silver Avenue in Portola, daylighting might have saved Bollinger’s life. Cars are frequently parked in front of the intersection, neighbors said, making it difficult for drivers to register pedestrians crossing on both sides.\u003c/p>\n\u003cp>Michelle Tsang, whose family lives above the unmarked crosswalk, said she avoids crossing there when she can.\u003c/p>\n\u003cp>“A lot of people assume that the cars will stop for them,” said Tsang, 22. “There’s not many stop signs on this part of the street, so sometimes you see cars going really fast.”\u003c/p>\n\u003cp>Too fast, said Steve and Therese Heller, who live next door to Bollinger and his son. While they were shocked to learn about Bollinger’s death, they weren’t surprised that the fatal collision happened at that corner.\u003c/p>\n\u003cp>“The visibility there is just really poor,” Steve Heller said. “No one thinks it’s an intersection.”\u003c/p>\n\u003ch2>A nationwide struggle with traffic deaths\u003c/h2>\n\u003cp>For all the efforts to make San Francisco’s streets safer for all, there are some factors that lie outside local control.\u003c/p>\n\u003cp>Although traffic fatalities nationwide have declined in recent years, the numbers overall remain at what U.S. Transportation Secretary Pete Buttigieg called “\u003ca href=\"https://www.transportation.gov/briefing-room/nhtsa-estimates-traffic-fatalities-declined-first-half-2024\">crisis levels\u003c/a>” in a National Highway Traffic Safety Administration report from September.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One key reason is that cars are bigger and faster than ever before. SUVs and pickup trucks — which have themselves steadily\u003ca href=\"https://www.usatoday.com/story/money/cars/2019/12/27/suvs-gm-ford-toyota-chevrolet/4408728002/\"> added pounds and inches\u003c/a> — now constitute more than \u003ca href=\"https://jalopnik.com/trucks-and-suvs-are-now-over-80-percent-of-new-car-sale-1848427797\">four out of every five new cars sold\u003c/a> in the U.S., up from just over half in 2013, even as national household size \u003ca href=\"https://www.statista.com/statistics/183648/average-size-of-households-in-the-us/\">steadily declines\u003c/a>.\u003c/p>\n\u003cp>“We reward car manufacturers who make their vehicles more like tanks,” outgoing SFMTA Chief Jeffrey Tumlin told KQED’s Forum this month. “And that, of course, simply exports the safety problem to more vulnerable road users.”\u003c/p>\n\u003cp>While SUVs may be safer for the person behind the wheel, research has shown them to be much more dangerous for everyone else on the road, including other drivers. Children \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0022437522000810?casa_token=u6DQpGM5NB0AAAAA:GKZdIHNMWcRpPu6omlgmCSVD5N1Eq4PFbHHwQIwcP6GZn-OXYgqdtOObsFkT1K2RbV1TFDv_ZQ\">are\u003c/a> eight times more likely to die when struck by an SUV compared to lighter and smaller cars.\u003c/p>\n\u003cp>Meanwhile, studies have shown \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2212012221000241?casa_token=KYdWSu-CAaUAAAAA:O0Co6cx8XMXThwDKoYelaO6k_TTxsLnUppJoZpA5uCiscNUCO3uvqNaKNZRKULBvCWV_h5Xacg\">a correlation\u003c/a> between the surge in sales of larger vehicles and a staggering increase in pedestrian fatalities in the United States between 2000 and 2023.\u003c/p>\n\u003cp>Annie Fryman, director of special projects at the Bay Area urban policy think tank SPUR, said that the explosion in the size of vehicles, coupled with an increase in \u003ca href=\"https://www.pewresearch.org/short-reads/2024/11/20/what-the-data-says-about-dangerous-driving-and-road-rage-in-the-us/#:~:text=What%20the%20data%20says%20about%20dangerous%20driving%20and%20road%20rage%20in%20the%20U.S.&text=About%20half%20of%20Americans%20(49,new%20Pew%20Research%20Center%20survey.\">erratic driving\u003c/a> since the pandemic and \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">a lack of SFPD traffic enforcement\u003c/a>, has been a deadly combo.\u003c/p>\n\u003cp>“It’s been a perfect storm,” Fryman said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Data collected by city-owned vehicles reveal a dangerous accountability gap with speeding and erratic driving within the city’s fleet. In 2016, the city launched a telematics program to install black boxes in a number of city vehicles. This program followed a deadly string of crashes involving public employees and contractors and was spearheaded by former Supervisor Norman Yee after he was \u003ca href=\"https://www.sfgate.com/bayarea/article/yee-beginning-to-walk-sf-school-board-president-2657972.php\">hit \u003c/a>by a car.\u003c/p>\n\u003cp>While the program led to \u003ca href=\"https://sfbos.org/sites/default/files/BLA.VehicleTelematicsUpdate.081920.pdf\">initial reductions\u003c/a> in driver speeds, progress flagged as the pandemic took hold. By 2021,\u003ca href=\"https://walksf.org/wp-content/uploads/2022/10/san-francisco-annual-telematics-report-calendar-year-2021-final.pdf\"> the city’s report\u003c/a> shows a jump in speeding incidents over 80 mph, with thousands every day. The report also shows a backlog of more than 1,700 vehicles slated for telematics that did not have the boxes installed. Little progress and underutilization of these findings have led to hundreds of collisions each year, according to recent reporting by \u003ca href=\"https://sfstandard.com/2024/12/18/city-employee-traffic-crashes/\">the San Francisco Standard\u003c/a>.\u003c/p>\n\u003cp>This kind of technology has been successfully implemented in pilots in New York City, where fleet management and safety have been a \u003ca href=\"https://www.nyc.gov/site/dcas/agencies/vision-zero-and-nyc-fleet.page\">pillar \u003c/a>of Vision Zero.\u003c/p>\n\u003cp>“You don’t actually need every car on the road to have it to get the safety benefits,” Zipper said. “If only one car has the technology, that vehicle is probably going to be able to slow down vehicles behind it that might otherwise be driving recklessly.”\u003c/p>\n\u003cp>In the coming years, San Francisco should expect little from the federal government on reining in traffic deaths, advocates say. The Trump administration is likely to oppose regulations of the auto industry, and some of the new standards proposed by NHTSA — like one requiring that new passenger vehicles be designed \u003ca href=\"https://www.nhtsa.gov/press-releases/nhtsa-proposes-new-vehicle-safety-standard-protect-pedestrians\">with risks to pedestrians\u003c/a> in mind — may get rolled back.\u003c/p>\n\u003cp>“If we want to see road safety improve in a city like San Francisco,” Zipper said, “I would encourage residents to look to their own leaders in City Hall and to perhaps look toward Sacramento and to not expect much of anything by way of a tailwind to come from Washington.”\u003c/p>\n\u003cp>Zipper and others in the transportation and urban design community believe that part of the problem is embedded into American ideas about road safety: the principle that everyone shares responsibility for preventing injuries and deaths on the road. The idea of “shared responsibility” is built into the “safe-systems approach,” the guiding paradigm of American roadway safety, which draws from Vision Zero.\u003c/p>\n\u003cp>While seemingly anodyne, Zipper argues that this principle subtly obscures who is responsible for causing the vast majority of collisions — drivers.\u003c/p>\n\u003cp>“If we actually want to save lives and reduce crashes, then we need to really put the spotlight on who has disproportionate power to save lives,” Zipper said.\u003c/p>\n\u003cp>Roger Rudick, the editor of transit-focused Streetsblog SF, put it bluntly: “We can talk about shared responsibility when somebody rides through a crowd and kills 14 people with a bicycle.”\u003c/p>\n\u003ch2>What comes next in SF?\u003c/h2>\n\u003cp>With a new mayor — and, soon, a new director of the SFMTA — the city would seem to be at a natural inflection point in its push to tackle traffic fatalities. Six safe streets activists interviewed by KQED all agreed this opportunity would be missed without meaningful action from city leadership.\u003c/p>\n\u003cp>“It’s really not up to the MTA,” said Stephen Braitsch, a data engineer who maps \u003ca href=\"https://transpomaps.org/projects\">streets’ data\u003c/a>. “For us to achieve Vision Zero, it’s a political decision — full stop.”\u003c/p>\n\u003cfigure id=\"attachment_12022929\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022929\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pedestrian crosswalk sign on Silver Avenue, near the site of the first pedestrian fatality in San Francisco in 2025, in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Though new Mayor Daniel Lurie didn’t mention safe streets in his inauguration speech, many are heartened by the appointment of former MTA official and influential urbanism expert \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">Alicia John-Baptiste\u003c/a> as the city’s first-ever chief of infrastructure, climate and mobility.\u003c/p>\n\u003cp>“Alicia knows how to solve these problems,” Rudick said. “What it’s going to require is for Mayor Lurie to give her the ability to do it.”\u003c/p>\n\u003cp>Yu and other advocates, in the meantime, will continue pushing legislators for change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12006976/san-francisco-advocates-intensify-call-for-newsom-to-sign-traffic-safety-bill-after-recent-pedestrian-deaths\">In September, Newsom vetoed\u003c/a> a first-of-its-kind bill proposed by state Sen. Scott Wiener, which would have required \u003ca href=\"https://www.npr.org/2023/12/06/1216557190/car-crash-accident-speeding-technology-slow-down-speed-assistance\">alerts \u003c/a>in cars to \u003ca href=\"https://www.kqed.org/news/12003239/should-your-car-warn-you-that-youre-speeding-california-lawmakers-vote-yes\">caution speeding drivers\u003c/a>. Intelligent Speed Assistance (ISA), which became mandatory for all new cars sold in Europe last year, warns drivers every 10 miles that they exceed the speed limit.\u003c/p>\n\u003cp>Yu is undeterred. After her experience taking her fight for speed cameras to Sacramento, she knows these campaigns can take multiple attempts. The Bay Area chapter of Families for Safe Streets is also helping chapters in other states push for similar legislation.\u003c/p>\n\u003cp>“Even if it’s just one less family that experiences this tragedy,” Yu said, “that’s worth it to us.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SF Pedestrian Fatalities Hit 10-Year High as On-Duty Officer Strikes, Kills 65-Year-Old",
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"content": "\u003cp>After an on-duty police officer fatally hit a pedestrian last weekend, one pedestrian advocacy group said it is waiting for the San Francisco Police Department and other city leaders to respond to the 10-year high in pedestrian fatalities.\u003c/p>\n\u003cp>Around 6:20 a.m. Sunday, San Francisco resident Walter Castillo, 65, was hit by an on-duty officer while walking in the Bernal Heights neighborhood near Bayshore Boulevard and Industrial Street.\u003c/p>\n\u003cp>After receiving medical treatment for life-threatening injuries at the scene, Castillo was transferred to a local hospital, where he died.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>SFPD launched an investigation into the incident, but Jodie Medeiros, the executive director of Walk SF, said that it can be very difficult to get justice for victims of traffic violence since the driver is often not charged with a crime.\u003c/p>\n\u003cp>“The law protects the driver,” Medeiros said. “Lawyers and the law says [it’s] a quote-unquote accident, it was not intentional. If there’s no intentionality, then it is not a crime. This upsets Walk SF. It upsets members of Families for Safe Streets [and] the families left behind after somebody kills their son, their daughter, their mother, their father.”\u003c/p>\n\u003cp>[aside postID=news_12018845 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/SFPD-video_0003-1020x680.jpg']\u003c/p>\n\u003cp>SFPD is not releasing the name of the officer involved and said the officer is not being placed on administrative leave.\u003c/p>\n\u003cp>Still, Medeiros hopes that city leaders, many of whom have been quiet thus far, will respond seriously to the incident. Castillo’s death was the 23rd pedestrian fatality in San Francisco this year — the highest number since at least 2014, according to city data.\u003c/p>\n\u003cp>“It would be great to hear from not only the SFPD but the other decision makers in San Francisco about how they’re going to respond to a year where more pedestrians were killed, more people were killed in traffic crashes in San Francisco than gun violence,” she told KQED.\u003c/p>\n\u003cp>“We need to hear that something is happening, that things are going to change because it is completely unfair for the people of San Francisco,” Medeiros continued.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/dcronin\">\u003cem>Dana Cronin\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A San Francisco pedestrian advocacy group calls on city leaders to address a sharp rise in pedestrian deaths, underscored by a recent fatal officer-involved collision.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SFPD launched an investigation into the incident, but Jodie Medeiros, the executive director of Walk SF, said that it can be very difficult to get justice for victims of traffic violence since the driver is often not charged with a crime.\u003c/p>\n\u003cp>“The law protects the driver,” Medeiros said. “Lawyers and the law says [it’s] a quote-unquote accident, it was not intentional. If there’s no intentionality, then it is not a crime. This upsets Walk SF. It upsets members of Families for Safe Streets [and] the families left behind after somebody kills their son, their daughter, their mother, their father.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SFPD is not releasing the name of the officer involved and said the officer is not being placed on administrative leave.\u003c/p>\n\u003cp>Still, Medeiros hopes that city leaders, many of whom have been quiet thus far, will respond seriously to the incident. Castillo’s death was the 23rd pedestrian fatality in San Francisco this year — the highest number since at least 2014, according to city data.\u003c/p>\n\u003cp>“It would be great to hear from not only the SFPD but the other decision makers in San Francisco about how they’re going to respond to a year where more pedestrians were killed, more people were killed in traffic crashes in San Francisco than gun violence,” she told KQED.\u003c/p>\n\u003cp>“We need to hear that something is happening, that things are going to change because it is completely unfair for the people of San Francisco,” Medeiros continued.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/dcronin\">\u003cem>Dana Cronin\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco pedestrian safety advocates on Friday began hanging memorial signs and pairs of shoes at hundreds of intersections across the city, marking sites where pedestrians were fatally struck over the last decade.\u003c/p>\n\u003cp>Crash survivors and family members of victims helped paint shoes and hang signs to mark the launch of the awareness campaign organized by \u003ca href=\"https://walksf.org/\">Walk San Francisco\u003c/a> and \u003ca href=\"https://walksf.org/families-for-safe-streets/\">San Francisco Bay Area Families for Safe Streets\u003c/a>.\u003c/p>\n\u003cp>Their effort to raise the alarm on pedestrian deaths has intensified in the lead-up to World Day of Remembrance for Road Traffic Victims on Nov. 17.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The two groups plan to hang signs and pairs of shoes for each of the 317 pedestrians who have been killed in traffic accidents since 2014, the year the city launched its ambitious \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero plan to eliminate all traffic fatalities within 10 years. \u003c/a>\u003c/p>\n\u003cp>But the city has \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">fallen far short of that goal\u003c/a>. Already this year, 24 pedestrians have been fatally struck on San Francisco streets, surpassing the 18 pedestrian deaths in all of 2023, according to the San Francisco Police Department.\u003c/p>\n\u003cp>Dr. Christian Rose, an emergency physician and professor at Stanford University, who attended Friday’s event in the Mission, recalled biking on Arguello Boulevard in 2017 when he was struck by a vehicle that turned left into a pedestrian-protected intersection.\u003c/p>\n\u003cp>“I truly believe that better cities have safe infrastructure for these things,” Rose said. “It made me feel sort of lucky that I am able to walk again afterward — it took about eight months to learn how to walk again and run.”\u003c/p>\n\u003cfigure id=\"attachment_12013861\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013861\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer dips their paintbrush into a can as they paint a pair of shoes for the pedestrian memorial. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rose said that most traffic incidents are spurred by actions that seem fairly insignificant and innocuous, such as — rolling through stop signs or sidewalks not being completely monitored by drivers, data shows. But he also points out what he believes to be a fatal misunderstanding of traffic safety:\u003c/p>\n\u003cp>“There’s very rarely the recognition of a car as a heavy piece of machinery that is not the same as a human on a crosswalk or a bicycle,” he said. “This is part of the narrative we need to get over.”\u003c/p>\n\u003cp>The group of three safety advocates walked to various intersections throughout the Mission District neighborhood, stopping at South Van Ness and 18th to hang a memorial for Thomas McKean, a 29-year-old San Francisco resident who was fatally struck by a car last year.\u003c/p>\n\u003cp>Julie Nicholson, who was struck and seriously injured while running in the Panhandle in 2020, shed tears for the deceased McKean as she hoisted up a sign reading “Remembering the life lost here” to tape onto a pole.\u003c/p>\n\u003cfigure id=\"attachment_12013863\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer paints shoes outside the foundation’s Mission District office. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said that goals like Vision Zero are her North Star.\u003c/p>\n\u003cp>“I know it’s a privilege that I’m here with my life and fully healed,” Nicholson said, having suffered a broken back and hip as a result of her injuries. “That’s why I’m here, and that’s why I’ll continue to be here, to be part of the solution.”\u003c/p>\n\u003cp>Advocates plan to set up a memorial at City Hall on Nov. 17 to honor both the 317 pedestrians killed and the more than 5,000 others injured since 2014.\u003c/p>\n\u003cp>Marta Lindsey, a spokesperson for Walk SF, said the campaign intends to invite Mayor-elect Daniel Lurie to the City Hall memorial.\u003c/p>\n\u003cp>“If Daniel Lurie wants to make our city better, traffic safety needs to be one of his top priorities,” Lindsey said. “We hope he will attend to stand with those who have been hurt and killed on our streets.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco pedestrian safety advocates on Friday began hanging memorial signs and pairs of shoes at hundreds of intersections across the city, marking sites where pedestrians were fatally struck over the last decade.\u003c/p>\n\u003cp>Crash survivors and family members of victims helped paint shoes and hang signs to mark the launch of the awareness campaign organized by \u003ca href=\"https://walksf.org/\">Walk San Francisco\u003c/a> and \u003ca href=\"https://walksf.org/families-for-safe-streets/\">San Francisco Bay Area Families for Safe Streets\u003c/a>.\u003c/p>\n\u003cp>Their effort to raise the alarm on pedestrian deaths has intensified in the lead-up to World Day of Remembrance for Road Traffic Victims on Nov. 17.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The two groups plan to hang signs and pairs of shoes for each of the 317 pedestrians who have been killed in traffic accidents since 2014, the year the city launched its ambitious \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero plan to eliminate all traffic fatalities within 10 years. \u003c/a>\u003c/p>\n\u003cp>But the city has \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">fallen far short of that goal\u003c/a>. Already this year, 24 pedestrians have been fatally struck on San Francisco streets, surpassing the 18 pedestrian deaths in all of 2023, according to the San Francisco Police Department.\u003c/p>\n\u003cp>Dr. Christian Rose, an emergency physician and professor at Stanford University, who attended Friday’s event in the Mission, recalled biking on Arguello Boulevard in 2017 when he was struck by a vehicle that turned left into a pedestrian-protected intersection.\u003c/p>\n\u003cp>“I truly believe that better cities have safe infrastructure for these things,” Rose said. “It made me feel sort of lucky that I am able to walk again afterward — it took about eight months to learn how to walk again and run.”\u003c/p>\n\u003cfigure id=\"attachment_12013861\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013861\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer dips their paintbrush into a can as they paint a pair of shoes for the pedestrian memorial. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rose said that most traffic incidents are spurred by actions that seem fairly insignificant and innocuous, such as — rolling through stop signs or sidewalks not being completely monitored by drivers, data shows. But he also points out what he believes to be a fatal misunderstanding of traffic safety:\u003c/p>\n\u003cp>“There’s very rarely the recognition of a car as a heavy piece of machinery that is not the same as a human on a crosswalk or a bicycle,” he said. “This is part of the narrative we need to get over.”\u003c/p>\n\u003cp>The group of three safety advocates walked to various intersections throughout the Mission District neighborhood, stopping at South Van Ness and 18th to hang a memorial for Thomas McKean, a 29-year-old San Francisco resident who was fatally struck by a car last year.\u003c/p>\n\u003cp>Julie Nicholson, who was struck and seriously injured while running in the Panhandle in 2020, shed tears for the deceased McKean as she hoisted up a sign reading “Remembering the life lost here” to tape onto a pole.\u003c/p>\n\u003cfigure id=\"attachment_12013863\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer paints shoes outside the foundation’s Mission District office. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said that goals like Vision Zero are her North Star.\u003c/p>\n\u003cp>“I know it’s a privilege that I’m here with my life and fully healed,” Nicholson said, having suffered a broken back and hip as a result of her injuries. “That’s why I’m here, and that’s why I’ll continue to be here, to be part of the solution.”\u003c/p>\n\u003cp>Advocates plan to set up a memorial at City Hall on Nov. 17 to honor both the 317 pedestrians killed and the more than 5,000 others injured since 2014.\u003c/p>\n\u003cp>Marta Lindsey, a spokesperson for Walk SF, said the campaign intends to invite Mayor-elect Daniel Lurie to the City Hall memorial.\u003c/p>\n\u003cp>“If Daniel Lurie wants to make our city better, traffic safety needs to be one of his top priorities,” Lindsey said. “We hope he will attend to stand with those who have been hurt and killed on our streets.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-francisco-advocates-intensify-call-for-newsom-to-sign-traffic-safety-bill-after-recent-pedestrian-deaths",
"title": "Newsom Vetoes Traffic Safety Bill, Despite Pressure After Recent Pedestrian Deaths",
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"content": "\u003cp>\u003cem>Updated 6 p.m. Saturday\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom has vetoed a bill that would have required most passenger vehicles sold in California to have additional passive intelligent speed assistance systems to alert drivers when they go 10 miles per hour or more over the speed limit.\u003c/p>\n\u003cp>San Francisco pedestrian advocates had been ramping up pressure on Newsom to sign the state bill, saying it would have helped reduce traffic-related deaths and serious injuries in the city.\u003c/p>\n\u003cp>The calls for Newsom to sign the bill, authored by state Sen. Scott Wiener of San Francisco, intensified after two pedestrians were killed on Lombard St. in just the last two weeks.\u003c/p>\n\u003cp>Walk SF’s Marta Lindsey said that, despite the efforts by officials to curtail traffic-related fatalities, the data speaks for itself.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are dealing with a multi-headed beast,” Lindsey said. “How our streets are designed is so important in terms of how drivers behave, and so in the last 10 years, the city has been doing a lot of the right things, but it hasn’t happened at the scale or the number of layers needed to address the fact that the threat has risen.”\u003c/p>\n\u003cp>“The rise in road deaths in California is a completely preventable tragedy,” Wiener said in a statement. “The evidence is clear: Rising levels of dangerous speeding are placing all Californians in danger, and by taking prudent steps to improve safety, we can save lives.”\u003c/p>\n\u003cp>San Francisco Police are still pursuing their \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">Vision Zero \u003c/a>goal, six months after the deadline that the city set in its 2014 initiative to reduce citywide traffic-related deaths to zero within 10 years.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"pedestrian-safety\"]\u003c/p>\n\u003cp>But San Francisco has seemingly made little consistent progress on that front: \u003ca href=\"https://www.sf.gov/data/traffic-fatalities#traffic-fatalities\">39 pedestrians \u003c/a>were killed in 2022 alone, the deadliest year for traffic-related fatalities since 2007.\u003c/p>\n\u003cp>And the city’s Department of Public Health has already reported 23 traffic fatalities so far this year, exceeding the 22 recorded in all of 2023.\u003c/p>\n\u003cp>William Riggs, a USCF professor who focuses on mobility and transportation issues, believes that educating the public in simple terms is an often overlooked piece of the Vision Zero puzzle.\u003c/p>\n\u003cp>“When we consider Vision Zero, I think we forget substantive components about how we influence not only drivers but bicyclists and pedestrians to be responsible roadway users,” Riggs said. He points to a unique approach that San Francisco police took last week when an officer donned an inflatable chicken suit and crossed the road at the intersection of Alemany Boulevard and Rousseau Street in the city’s Excelsior neighborhood, where a 76-year-old man \u003ca href=\"https://www.sfchronicle.com/bayarea/article/pedestrian-dies-hit-and-run-s-f-18690047.php\"> was killed in a hit-and-run earlier this year.\u003c/a>\u003c/p>\n\u003cp>Drivers who didn’t stop for the officer in the chicken suit were immediately flagged by other officers standing by and issued citations for failing to yield to a pedestrian. A video of the chicken exercise was \u003ca href=\"https://x.com/collinrugg/status/1837639499247178090?s=12\"> posted on X\u003c/a>, drawing about 6 million views.\u003c/p>\n\u003cp>“There are many different kinds of educational frames we can put on what is happening on the roadway that don’t involve planner speak or engineering speak,” Riggs said.\u003c/p>\n\u003cp>In a formal veto request letter to Newsom, the California Senate Republican Caucus called SB 961 “overly prescriptive” and said that “the real focus should be on increasing law enforcement presence in our communities and appropriately punishing those who blatantly disregard traffic laws.”\u003c/p>\n\u003cp>But Cathy Chase, the president of Advocates for Highway and Auto Safety, which supported the bill, said, “We need to flip the script and think about how many people are being killed on our roadways — preventably — when we have solutions at hand.”\u003c/p>\n\u003cp>She added, “We need a multipronged approach where there is more effective law enforcement of traffic safety violations, and also the use of available technology to slow cars down.”\u003c/p>\n\u003cp>Lindsey, of Walk SF, said she was not at all surprised about pushback against the bill.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“They fought seatbelts, by the way, they fought windshield wipers, they fought airbags, they fought the rearview cameras,” she said, referring to the auto industry and anti-regulatory lawmakers. “They fight all of this stuff.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 6 p.m. Saturday\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom has vetoed a bill that would have required most passenger vehicles sold in California to have additional passive intelligent speed assistance systems to alert drivers when they go 10 miles per hour or more over the speed limit.\u003c/p>\n\u003cp>San Francisco pedestrian advocates had been ramping up pressure on Newsom to sign the state bill, saying it would have helped reduce traffic-related deaths and serious injuries in the city.\u003c/p>\n\u003cp>The calls for Newsom to sign the bill, authored by state Sen. Scott Wiener of San Francisco, intensified after two pedestrians were killed on Lombard St. in just the last two weeks.\u003c/p>\n\u003cp>Walk SF’s Marta Lindsey said that, despite the efforts by officials to curtail traffic-related fatalities, the data speaks for itself.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are dealing with a multi-headed beast,” Lindsey said. “How our streets are designed is so important in terms of how drivers behave, and so in the last 10 years, the city has been doing a lot of the right things, but it hasn’t happened at the scale or the number of layers needed to address the fact that the threat has risen.”\u003c/p>\n\u003cp>“The rise in road deaths in California is a completely preventable tragedy,” Wiener said in a statement. “The evidence is clear: Rising levels of dangerous speeding are placing all Californians in danger, and by taking prudent steps to improve safety, we can save lives.”\u003c/p>\n\u003cp>San Francisco Police are still pursuing their \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">Vision Zero \u003c/a>goal, six months after the deadline that the city set in its 2014 initiative to reduce citywide traffic-related deaths to zero within 10 years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But San Francisco has seemingly made little consistent progress on that front: \u003ca href=\"https://www.sf.gov/data/traffic-fatalities#traffic-fatalities\">39 pedestrians \u003c/a>were killed in 2022 alone, the deadliest year for traffic-related fatalities since 2007.\u003c/p>\n\u003cp>And the city’s Department of Public Health has already reported 23 traffic fatalities so far this year, exceeding the 22 recorded in all of 2023.\u003c/p>\n\u003cp>William Riggs, a USCF professor who focuses on mobility and transportation issues, believes that educating the public in simple terms is an often overlooked piece of the Vision Zero puzzle.\u003c/p>\n\u003cp>“When we consider Vision Zero, I think we forget substantive components about how we influence not only drivers but bicyclists and pedestrians to be responsible roadway users,” Riggs said. He points to a unique approach that San Francisco police took last week when an officer donned an inflatable chicken suit and crossed the road at the intersection of Alemany Boulevard and Rousseau Street in the city’s Excelsior neighborhood, where a 76-year-old man \u003ca href=\"https://www.sfchronicle.com/bayarea/article/pedestrian-dies-hit-and-run-s-f-18690047.php\"> was killed in a hit-and-run earlier this year.\u003c/a>\u003c/p>\n\u003cp>Drivers who didn’t stop for the officer in the chicken suit were immediately flagged by other officers standing by and issued citations for failing to yield to a pedestrian. A video of the chicken exercise was \u003ca href=\"https://x.com/collinrugg/status/1837639499247178090?s=12\"> posted on X\u003c/a>, drawing about 6 million views.\u003c/p>\n\u003cp>“There are many different kinds of educational frames we can put on what is happening on the roadway that don’t involve planner speak or engineering speak,” Riggs said.\u003c/p>\n\u003cp>In a formal veto request letter to Newsom, the California Senate Republican Caucus called SB 961 “overly prescriptive” and said that “the real focus should be on increasing law enforcement presence in our communities and appropriately punishing those who blatantly disregard traffic laws.”\u003c/p>\n\u003cp>But Cathy Chase, the president of Advocates for Highway and Auto Safety, which supported the bill, said, “We need to flip the script and think about how many people are being killed on our roadways — preventably — when we have solutions at hand.”\u003c/p>\n\u003cp>She added, “We need a multipronged approach where there is more effective law enforcement of traffic safety violations, and also the use of available technology to slow cars down.”\u003c/p>\n\u003cp>Lindsey, of Walk SF, said she was not at all surprised about pushback against the bill.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“They fought seatbelts, by the way, they fought windshield wipers, they fought airbags, they fought the rearview cameras,” she said, referring to the auto industry and anti-regulatory lawmakers. “They fight all of this stuff.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The driver accused of striking and killing a family of four in the West Portal neighborhood in March has been arrested and will be arraigned Wednesday on felony charges, the San Francisco district attorney’s office said.\u003c/p>\n\u003cp>Mary Fong Lau, 78, is charged with four counts of felony vehicular manslaughter related to the crash that killed a father, mother and two young children waiting for a bus \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">near the West Portal Muni station\u003c/a>.\u003c/p>\n\u003cp>Lau is accused of crashing into the Oliveira-Pinto family after speeding through a sidewalk bus stop near Lenox Way and Ulloa Street. She was believed to be driving eastbound at a speed between 65–72 mph, \u003cem>The San Francisco Chronicle \u003c/em>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reported\u003c/a>. The speed limit is 25 mph.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>After a lengthy investigation by the district attorney’s office, prosecutors announced during a news conference on Tuesday that they do not believe mechanical failures or medical issues contributed to the crash, and toxicology reports indicated that drugs and alcohol were not involved, according to \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reporting\u003c/a> from the \u003cem>San Francisco Chronicle\u003c/em>.\u003c/p>\n\u003cp>Lau was arrested Tuesday night after prosecutors announced the charges against her at a news conference that afternoon. Her arraignment is scheduled for 1:30 p.m. Wednesday.\u003c/p>\n\u003cp>“I would like to once again extend my deepest condolences to the friends and family of the victims and the West Portal community,” District Attorney Brooke Jenkins said in a statement. “I would also like to thank the San Francisco Police Department for their thorough investigation. My office will now do everything we can to ensure that justice is done.”\u003c/p>\n\u003cp>Sam Geller, Lau’s attorney, said in a statement that Lau appreciated the district attorney’s office and SFPD’s thorough investigation.\u003c/p>\n\u003cp>“This tragedy is something that Ms. Lau continues to mourn while she learns to live with this unspeakable reality. She extends her condolences to the entire family, friends and community of the Oliveira-Pinto family,” Geller said.\u003c/p>\n\u003cp>Since the crash, advocates have demanded the city respond to the incident by improving pedestrian safety. On March 28, Mayor London Breed announced a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">series of initiatives\u003c/a>, including reducing the number of intersections where drivers can turn right on a red light and speeding up work on “Quick Build” San Francisco Municipal Transportation Agency projects, among other safety enhancements.\u003c/p>\n\u003cp>Major redesign plans for the intersection of Ulloa Street and West Portal Avenue outside the Muni station were halted in April after Supervisor Myrna Melgar, who represents the area, agreed to create a committee to evaluate options. Some residents and businesses had opposed the plans, which would have restricted vehicle traffic.\u003c/p>\n\u003cp>A revised \u003ca href=\"https://www.sfmta.com/reports/west-portal-station-safety-and-community-space-improvements-final-proposal\">version\u003c/a> of the plan that expands the scope of traffic calming improvements and makes SFMTA will consider other changes based on community feedback on July 16.\u003c/p>\n\u003cp>Jodie Medeiros, the executive director of the nonprofit advocacy group Walk San Francisco, said that it is important for advocates to continue putting pressure on local leaders to make the city safer for pedestrians.\u003c/p>\n\u003cp>“Losing an entire family to a reckless crash is devastating,” Medeiros said via email. “Walk SF supports the victims and puts pressure on the city to make the necessary changes to keep us all safe so no one loses a loved one again.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The driver accused of striking and killing a family of four in the West Portal neighborhood in March has been arrested and will be arraigned Wednesday on felony charges, the San Francisco district attorney’s office said.\u003c/p>\n\u003cp>Mary Fong Lau, 78, is charged with four counts of felony vehicular manslaughter related to the crash that killed a father, mother and two young children waiting for a bus \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">near the West Portal Muni station\u003c/a>.\u003c/p>\n\u003cp>Lau is accused of crashing into the Oliveira-Pinto family after speeding through a sidewalk bus stop near Lenox Way and Ulloa Street. She was believed to be driving eastbound at a speed between 65–72 mph, \u003cem>The San Francisco Chronicle \u003c/em>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reported\u003c/a>. The speed limit is 25 mph.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>After a lengthy investigation by the district attorney’s office, prosecutors announced during a news conference on Tuesday that they do not believe mechanical failures or medical issues contributed to the crash, and toxicology reports indicated that drugs and alcohol were not involved, according to \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">reporting\u003c/a> from the \u003cem>San Francisco Chronicle\u003c/em>.\u003c/p>\n\u003cp>Lau was arrested Tuesday night after prosecutors announced the charges against her at a news conference that afternoon. Her arraignment is scheduled for 1:30 p.m. Wednesday.\u003c/p>\n\u003cp>“I would like to once again extend my deepest condolences to the friends and family of the victims and the West Portal community,” District Attorney Brooke Jenkins said in a statement. “I would also like to thank the San Francisco Police Department for their thorough investigation. My office will now do everything we can to ensure that justice is done.”\u003c/p>\n\u003cp>Sam Geller, Lau’s attorney, said in a statement that Lau appreciated the district attorney’s office and SFPD’s thorough investigation.\u003c/p>\n\u003cp>“This tragedy is something that Ms. Lau continues to mourn while she learns to live with this unspeakable reality. She extends her condolences to the entire family, friends and community of the Oliveira-Pinto family,” Geller said.\u003c/p>\n\u003cp>Since the crash, advocates have demanded the city respond to the incident by improving pedestrian safety. On March 28, Mayor London Breed announced a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">series of initiatives\u003c/a>, including reducing the number of intersections where drivers can turn right on a red light and speeding up work on “Quick Build” San Francisco Municipal Transportation Agency projects, among other safety enhancements.\u003c/p>\n\u003cp>Major redesign plans for the intersection of Ulloa Street and West Portal Avenue outside the Muni station were halted in April after Supervisor Myrna Melgar, who represents the area, agreed to create a committee to evaluate options. Some residents and businesses had opposed the plans, which would have restricted vehicle traffic.\u003c/p>\n\u003cp>A revised \u003ca href=\"https://www.sfmta.com/reports/west-portal-station-safety-and-community-space-improvements-final-proposal\">version\u003c/a> of the plan that expands the scope of traffic calming improvements and makes SFMTA will consider other changes based on community feedback on July 16.\u003c/p>\n\u003cp>Jodie Medeiros, the executive director of the nonprofit advocacy group Walk San Francisco, said that it is important for advocates to continue putting pressure on local leaders to make the city safer for pedestrians.\u003c/p>\n\u003cp>“Losing an entire family to a reckless crash is devastating,” Medeiros said via email. “Walk SF supports the victims and puts pressure on the city to make the necessary changes to keep us all safe so no one loses a loved one again.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
"tagline": "Your irreverent guide to the trends redefining our world",
"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/02/CAT_2_Tile-scaled.jpg",
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"officialWebsiteLink": "/podcasts/closealltabs",
"meta": {
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"order": 1
},
"link": "/podcasts/closealltabs",
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"code-switch-life-kit": {
"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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}
},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"meta": {
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"source": "kqed",
"order": 9
},
"link": "/forum",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/4s8b",
"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
}
},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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"rss": "https://feeds.npr.org/510308/podcast.xml"
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"rss": "https://feeds.npr.org/510313/podcast.xml"
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
"imageAlt": "KQED Hyphenación",
"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"source": "kqed",
"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
"meta": {
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
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