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"title": "Advocates Rally at Fatal Crash Site in SoMa, Demanding Safer Streets",
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"content": "\u003cp>A week after a 4-year-old girl in a stroller was struck and killed by a car just blocks from Oracle Park in San Francisco, over a hundred advocates on Tuesday evening gathered at the crosswalk where the crash occurred, many pushing empty strollers and chanting “never again,” demanding local leaders take immediate action to improve pedestrian safety in the city.[pullquote size=\"medium\" align=\"right\" citation=\"Jodie Medeiros, executive director, Walk SF\"]‘Our streets are designed for people, for people’s safety, for safe streets.’[/pullquote]Last week’s tragic incident — at the intersection of Fourth and King streets in the South of Market neighborhood — marks the 11th pedestrian death in San Francisco so far this year, according to the advocacy group Walk San Francisco, which organized the rally. Last year, \u003ca href=\"https://sfgov.org/scorecards/transportation/traffic-fatalities\">20 people on foot\u003c/a> were struck and killed by vehicles. At Tuesday’s rally and memorial, Walk SF Executive Director Jodie Medeiros called on the city to take swift, decisive action to prevent future tragedies.\u003c/p>\n\u003cp>“We are all here today to make sure that something finally and truly changes,” she said. “Our streets are designed for people, for people’s safety, for safe streets.”\u003c/p>\n\u003cfigure id=\"attachment_11958867\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958867\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg\" alt='A memorial in an outdoor setting combining stuffed animals and signage including one reading \"May all the children can walk across streets safely.\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, executive director of Walk SF, speaks during a protest to demand safe streets on Fourth and King streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>[aside postID=\"news_11956244,news_11927758,news_11929172\" label=\"Related Stories\"]The rally comes a day after Mayor London Breed instructed the San Francisco Municipal Transportation Agency to quickly eliminate one right-turn lane at the Fourth and King street intersection and change the turn signal from green to yellow, among other safety measures. Breed also directed the agency to submit a plan to markedly improve safety conditions at all intersections listed in the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">High Injury Network\u003c/a>, before the end of 2024. Possible safety measures would likely include allowing pedestrians more time to cross streets, increasing crosswalk visibility by using thick vertical striping and installing barriers that would force turning cars to slow down.\u003c/p>\n\u003cp>“This is a heartbreaking incident that took the life of an innocent child, leaving a family changed forever and our community deeply saddened. I know I speak for every San Franciscan in continuing to hold this family in our thoughts and prayers,” Breed said in a statement. “Our streets and roads in San Francisco should be safe for everyone to enjoy without feeling their lives are in danger, which is why I have directed the SFMTA to take immediate action to prevent this from happening again.”\u003c/p>\n\u003cfigure id=\"attachment_11958865\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11958865\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg\" alt=\"A person with long hair and a child beside them speaks to a crowd in an outdoor space.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lian Chikako Chang, from Walk SF, alongside her son Jay, 6, speaks during a rally to demand safe streets on Fourth and King Streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The incident occurred in the early evening of Aug. 15, when a silver SUV in one of two right-turn lanes, plowed into the girl, who was being pushed in a stroller by her parents. The girl, whose name has not been released, was pronounced dead after arriving at San Francisco General Hospital. Her father, who was also struck by the vehicle, suffered serious injuries.\u003c/p>\n\u003cp>The driver was identified as a 71-year-old woman, who police arrested for \u003ca class=\"c-link\" href=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" target=\"_blank\" rel=\"noopener noreferrer\" data-stringify-link=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" data-sk=\"tooltip_parent\">vehicular manslaughter and three counts of failure to yield to pedestrians\u003c/a>, according to the department. Police said she was cooperative and did not appear to be under the influence of drugs or alcohol.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency chief Jeffrey Tumlin addressed demonstrators on Tuesday, pledging that his agency’s rapid response team would complete the safety improvements to the intersection within three weeks — which he said would also include removing one of the two right turn lanes.\u003c/p>\n\u003cp>“No family should ever have to endure a tragedy like [what] happened here a week ago,” said Jeffrey Tumlin, SFMTA’s transportation director during the rally. “In fact, it should just be a basic fact of life in any normal city that any family should feel safe and comfortable bringing a child out in every street in San Francisco.”\u003c/p>\n\u003cfigure id=\"attachment_11958866\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958866\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg\" alt=\"People cross a city intersection.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People cross the intersection at Fourth and King streets in San Francisco on Aug. 22, 2023, while traffic enforcement officers help guide traffic. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cdiv class=\"c-message_kit__attachments\">\n\u003cdiv class=\"c-message_attachment__delete_container\">\u003c/div>\n\u003c/div>\n\u003cp>But some advocates said that while the city’s action is a good first step, it doesn’t go far enough to ensure the safety of pedestrians crossing many of the city’s most dangerous streets.\u003c/p>\n\u003cp>“The city needs to move quickly to not just fix [the Fourth and King street] intersection, but all 900 intersections on the High Injury Network,” Janelle Wong, executive director of the San Francisco Bicycle Coalition, told demonstrators. “There are over 30 neighborhood streets in San Francisco that feed into a freeway entrance or an exit. And these streets need to be treated as neighborhood streets. Designed for people’s safety is the priority, and not traffic flow.”\u003c/p>\n\u003cp>Shortly after Tuesday’s rally, a group of activists took matters into their own hands and used traffic cones and other barriers to \u003ca href=\"https://twitter.com/SafeStreetRebel/status/1694221866091901343\">shut down the turning lane\u003c/a> where the accident occurred.\u003c/p>\n\u003cp>“Today at the vigil, SFMTA said it would take 3 weeks to do a ‘quick build’ to make the intersection safer,” the group Safe Street Rebel said on X, formerly known as Twitter. “That’s too long to wait. So we did our own quick build tonight and closed one of the turn lanes.”\u003c/p>\n\u003cp>https://twitter.com/SafeStreetRebel/status/1694221866091901343\u003c/p>\n\u003cp>Walk SF has previously called attention to this and other intersections in the city that it says are among the most dangerous for pedestrians. The group leads the \u003ca href=\"https://walksf.org/our-work/campaigns/vision-zero/vision-zero-coalition/\">Vision Zero Coalition\u003c/a>, which includes over 35 nonprofit organizations representing communities across the city most impacted by traffic deaths.\u003c/p>\n\u003cp>The Vision Zero plan, which was adopted as a policy by the city in 2014, calls for using speed cameras, building protected bike lanes, and designing transportation systems that reduce the risk of severe injury or death.\u003c/p>\n\u003cp>Despite the effort, 39 people were killed in traffic crashes in San Francisco in 2022 — including pedestrians, drivers and bikers — the highest number of deaths since 2007.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Last week’s tragic incident — at the intersection of Fourth and King streets in the South of Market neighborhood — marks the 11th pedestrian death in San Francisco so far this year, according to the advocacy group Walk San Francisco, which organized the rally. Last year, \u003ca href=\"https://sfgov.org/scorecards/transportation/traffic-fatalities\">20 people on foot\u003c/a> were struck and killed by vehicles. At Tuesday’s rally and memorial, Walk SF Executive Director Jodie Medeiros called on the city to take swift, decisive action to prevent future tragedies.\u003c/p>\n\u003cp>“We are all here today to make sure that something finally and truly changes,” she said. “Our streets are designed for people, for people’s safety, for safe streets.”\u003c/p>\n\u003cfigure id=\"attachment_11958867\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958867\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg\" alt='A memorial in an outdoor setting combining stuffed animals and signage including one reading \"May all the children can walk across streets safely.\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, executive director of Walk SF, speaks during a protest to demand safe streets on Fourth and King streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The rally comes a day after Mayor London Breed instructed the San Francisco Municipal Transportation Agency to quickly eliminate one right-turn lane at the Fourth and King street intersection and change the turn signal from green to yellow, among other safety measures. Breed also directed the agency to submit a plan to markedly improve safety conditions at all intersections listed in the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">High Injury Network\u003c/a>, before the end of 2024. Possible safety measures would likely include allowing pedestrians more time to cross streets, increasing crosswalk visibility by using thick vertical striping and installing barriers that would force turning cars to slow down.\u003c/p>\n\u003cp>“This is a heartbreaking incident that took the life of an innocent child, leaving a family changed forever and our community deeply saddened. I know I speak for every San Franciscan in continuing to hold this family in our thoughts and prayers,” Breed said in a statement. “Our streets and roads in San Francisco should be safe for everyone to enjoy without feeling their lives are in danger, which is why I have directed the SFMTA to take immediate action to prevent this from happening again.”\u003c/p>\n\u003cfigure id=\"attachment_11958865\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11958865\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg\" alt=\"A person with long hair and a child beside them speaks to a crowd in an outdoor space.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lian Chikako Chang, from Walk SF, alongside her son Jay, 6, speaks during a rally to demand safe streets on Fourth and King Streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The incident occurred in the early evening of Aug. 15, when a silver SUV in one of two right-turn lanes, plowed into the girl, who was being pushed in a stroller by her parents. The girl, whose name has not been released, was pronounced dead after arriving at San Francisco General Hospital. Her father, who was also struck by the vehicle, suffered serious injuries.\u003c/p>\n\u003cp>The driver was identified as a 71-year-old woman, who police arrested for \u003ca class=\"c-link\" href=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" target=\"_blank\" rel=\"noopener noreferrer\" data-stringify-link=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" data-sk=\"tooltip_parent\">vehicular manslaughter and three counts of failure to yield to pedestrians\u003c/a>, according to the department. Police said she was cooperative and did not appear to be under the influence of drugs or alcohol.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency chief Jeffrey Tumlin addressed demonstrators on Tuesday, pledging that his agency’s rapid response team would complete the safety improvements to the intersection within three weeks — which he said would also include removing one of the two right turn lanes.\u003c/p>\n\u003cp>“No family should ever have to endure a tragedy like [what] happened here a week ago,” said Jeffrey Tumlin, SFMTA’s transportation director during the rally. “In fact, it should just be a basic fact of life in any normal city that any family should feel safe and comfortable bringing a child out in every street in San Francisco.”\u003c/p>\n\u003cfigure id=\"attachment_11958866\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958866\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg\" alt=\"People cross a city intersection.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People cross the intersection at Fourth and King streets in San Francisco on Aug. 22, 2023, while traffic enforcement officers help guide traffic. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cdiv class=\"c-message_kit__attachments\">\n\u003cdiv class=\"c-message_attachment__delete_container\">\u003c/div>\n\u003c/div>\n\u003cp>But some advocates said that while the city’s action is a good first step, it doesn’t go far enough to ensure the safety of pedestrians crossing many of the city’s most dangerous streets.\u003c/p>\n\u003cp>“The city needs to move quickly to not just fix [the Fourth and King street] intersection, but all 900 intersections on the High Injury Network,” Janelle Wong, executive director of the San Francisco Bicycle Coalition, told demonstrators. “There are over 30 neighborhood streets in San Francisco that feed into a freeway entrance or an exit. And these streets need to be treated as neighborhood streets. Designed for people’s safety is the priority, and not traffic flow.”\u003c/p>\n\u003cp>Shortly after Tuesday’s rally, a group of activists took matters into their own hands and used traffic cones and other barriers to \u003ca href=\"https://twitter.com/SafeStreetRebel/status/1694221866091901343\">shut down the turning lane\u003c/a> where the accident occurred.\u003c/p>\n\u003cp>“Today at the vigil, SFMTA said it would take 3 weeks to do a ‘quick build’ to make the intersection safer,” the group Safe Street Rebel said on X, formerly known as Twitter. “That’s too long to wait. So we did our own quick build tonight and closed one of the turn lanes.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Walk SF has previously called attention to this and other intersections in the city that it says are among the most dangerous for pedestrians. The group leads the \u003ca href=\"https://walksf.org/our-work/campaigns/vision-zero/vision-zero-coalition/\">Vision Zero Coalition\u003c/a>, which includes over 35 nonprofit organizations representing communities across the city most impacted by traffic deaths.\u003c/p>\n\u003cp>The Vision Zero plan, which was adopted as a policy by the city in 2014, calls for using speed cameras, building protected bike lanes, and designing transportation systems that reduce the risk of severe injury or death.\u003c/p>\n\u003cp>Despite the effort, 39 people were killed in traffic crashes in San Francisco in 2022 — including pedestrians, drivers and bikers — the highest number of deaths since 2007.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\">\u003cimg class=\"alignnone size-full wp-image-11912380\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png\" alt='Cartoon: happy people celebrate around a \"JFK Drive\" sign in Golden Gate Park. The \"drive\" on the sign is crossed out and replaced with a list of \"walk, cycle, skate, run, frolic, amble, anything but drive.\"' width=\"1920\" height=\"1313\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final.png 1920w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-800x547.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1020x698.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/04/drive_042722_final-1536x1050.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>In a victory for pedestrians and cyclists, San Francisco supervisors voted 7-4 on Tuesday to ban cars on a 1.5-mile stretch of John F. Kennedy Drive in Golden Gate Park.\u003c/p>\n\u003cp>The battle over cars in Golden Gate Park — which was not originally designed for automobiles — \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Car-free-JFK-was-S-F-s-forever-battle-A-thank-17129554.php#photo-22307462\">goes back over 100 years\u003c/a>.\u003c/p>\n\u003cp>City officials pledge to maintain and improve access to the park for people with disabilities, which has been a point of concern for some who oppose a car-free JFK Drive.\u003c/p>\n\u003cp>Even though a portion of JFK Drive will now be permanently closed to cars, side streets and a parking garage are still available if you must drive.\u003c/p>\n\u003cp>With numerous public transit options and nearby parking, as well as improved bike lanes, accessing the park is easy ... but keeping cars out has been the hard part.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>San Francisco officials and activists called for a state of emergency for traffic safety in the city on Tuesday after two pedestrians were killed and another was injured in less than a week.\u003c/p>\n\u003cp>[pullquote size='small' align='right' citation='Jodie Medeiros, Walk San Francisco']'Within four days, we have seen two pedestrians die in ways that are beyond the pale.'[/pullquote]A man died on Sunday after a woman driving a Tesla allegedly struck him and his wife — who was injured — while they were walking in the crosswalk at Taylor and O’Farrell streets. The woman has been charged with involuntary manslaughter and for running a red light, \u003ca href=\"https://abc7.com/driver-idd-in-crash-that-killed-san-francisco-tourist/5412525/\" target=\"_blank\" rel=\"noopener\">ABC7 reported\u003c/a>. Last Thursday, a man died after allegedly being struck by a tractor-trailer in the Tenderloin. The driver was arrested on suspicion of vehicular manslaughter and failure to yield to a pedestrian, according to \u003ca href=\"https://sanfrancisco.cbslocal.com/2019/07/19/truck-driver-arrested-in-fatal-san-francisco-tenderloin-hit-and-run/\" target=\"_blank\" rel=\"noopener\">KPIX 5\u003c/a>.\u003c/p>\n\u003cp>“We are in an emergency,” San Francisco Supervisor Matt Haney, who represents the Tenderloin and SoMa neighborhoods where the pedestrians died, told activists gathered at City Hall for a traffic safety rally.\u003c/p>\n\u003cp>\"Right now, we’re moving in a way that’s too reactive, it’s too slow, it’s too piecemeal and it’s not reflecting the crisis that’s on our streets,” he said. “Calling for a state of emergency would lead to much more proactive, immediate and sweeping changes on our streets.”\u003c/p>\n\u003cp>There have been 21 traffic-related fatalities in San Francisco so far this year, city transportation officials say.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>https://twitter.com/walksf/status/1153720783560044544\u003c/p>\n\u003cp>Haney and activists are calling for the city to immediately put up red light cameras and explore increasing traffic enforcement, narrowing lanes and changing the timing of lights.\u003c/p>\n\u003cp>“Within four days, we have seen two pedestrians die in ways that are beyond the pale,” Jodie Medeiros, executive director of pedestrian safety group Walk San Francisco, said in a statement. “The city needs to declare a state of emergency for traffic safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Francisco state Sen. Scott Wiener and Tom Maguire, interim SFMTA director of transportation, joined the rally.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>A man died on Sunday after a woman driving a Tesla allegedly struck him and his wife — who was injured — while they were walking in the crosswalk at Taylor and O’Farrell streets. The woman has been charged with involuntary manslaughter and for running a red light, \u003ca href=\"https://abc7.com/driver-idd-in-crash-that-killed-san-francisco-tourist/5412525/\" target=\"_blank\" rel=\"noopener\">ABC7 reported\u003c/a>. Last Thursday, a man died after allegedly being struck by a tractor-trailer in the Tenderloin. The driver was arrested on suspicion of vehicular manslaughter and failure to yield to a pedestrian, according to \u003ca href=\"https://sanfrancisco.cbslocal.com/2019/07/19/truck-driver-arrested-in-fatal-san-francisco-tenderloin-hit-and-run/\" target=\"_blank\" rel=\"noopener\">KPIX 5\u003c/a>.\u003c/p>\n\u003cp>“We are in an emergency,” San Francisco Supervisor Matt Haney, who represents the Tenderloin and SoMa neighborhoods where the pedestrians died, told activists gathered at City Hall for a traffic safety rally.\u003c/p>\n\u003cp>\"Right now, we’re moving in a way that’s too reactive, it’s too slow, it’s too piecemeal and it’s not reflecting the crisis that’s on our streets,” he said. “Calling for a state of emergency would lead to much more proactive, immediate and sweeping changes on our streets.”\u003c/p>\n\u003cp>There have been 21 traffic-related fatalities in San Francisco so far this year, city transportation officials say.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Haney and activists are calling for the city to immediately put up red light cameras and explore increasing traffic enforcement, narrowing lanes and changing the timing of lights.\u003c/p>\n\u003cp>“Within four days, we have seen two pedestrians die in ways that are beyond the pale,” Jodie Medeiros, executive director of pedestrian safety group Walk San Francisco, said in a statement. “The city needs to declare a state of emergency for traffic safety.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>San Francisco state Sen. Scott Wiener and Tom Maguire, interim SFMTA director of transportation, joined the rally.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Gov. Jerry Brown signed a bill earlier this week that, if you’re like most Bay Area pedestrians, will legalize your daily lawbreaking.\u003c/p>\n\u003cp>No, the state is not lifting the prohibition on jaywalking. That’s still illegal — and dangerous.\u003c/p>\n\u003cp>The bill the governor graced with his signature, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB390\" target=\"_blank\" rel=\"noopener\">AB 390\u003c/a>, makes it legal to begin crossing the street after a pedestrian countdown signal is flashing.\u003c/p>\n\u003cp>Right. You probably thought that was OK to do already. And you’ve seen the appearance of the countdown — 15, 14, 13 … — as a prod to get across the street as fast as you can.\u003c/p>\n\u003cp>But that crossing technique is against the law and can be very expensive.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One jurisdiction where people have learned that? Los Angeles.\u003c/p>\n\u003cp>A couple of years back, the \u003ca href=\"http://www.latimes.com/local/california/la-me-walkability-downtown-20150412-story.html\" target=\"_blank\" rel=\"noopener\">L.A. Times investigated\u003c/a> what appeared to be a high number of citations issued to pedestrians for beginning to cross after a “don’t walk” signal started flashing.\u003c/p>\n\u003cp>The Times found that in downtown Los Angeles alone, police had issued 17,000 such tickets over a four-year span. That’s a dozen a day, on average. And the fines are no joke, typically totaling about $200. The LAPD’s zealous crosswalk enforcers told the paper that the tickets are part of making the streets safer for pedestrians and drivers.\u003c/p>\n\u003cp>The traffic cops’ rationale notwithstanding, the \u003ca href=\"http://www.latimes.com/local/california/la-me-0426-lopez-eduardo-20150424-column.html#page=1\" target=\"_blank\" rel=\"noopener\">Times’ reporting\u003c/a> triggered \u003ca href=\"http://la.streetsblog.org/2015/04/29/fix-the-law-that-criminalizes-l-a-s-pedestrians/\" target=\"_blank\" rel=\"noopener\">an outcry\u003c/a>, and the outcry prompted Assemblyman Miguel Santiago, who represents much of downtown L.A., to join San Francisco Assemblyman Phil Ting to offer AB 390.\u003c/p>\n\u003cp>The newly signed bill, which takes effect Jan. 1, 2018, will make it legal to enter a crosswalk after a crosswalk countdown starts — as long as you get to the other side by the time the counter reaches zero.\u003c/p>\n\u003cp>Santiago said in a statement that the new law will “ensure pedestrians are not preyed upon and burdened unnecessarily. This is a small but crucial step towards encouraging and reinforcing pedestrian-friendly communities such as downtown Los Angeles.”\u003c/p>\n\u003cp>AB 390 amends \u003ca href=\"http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=21456.&lawCode=VEH\" target=\"_blank\" rel=\"noopener\">California Vehicle Code Section 21456\u003c/a>, regulating pedestrian crossings with walk/don’t walk signals. The law was on the books before California got its first experimental crosswalk countdown devices in 2001.\u003c/p>\n\u003cp>It’s important to note that another facet of that law remains unchanged: If you’re crossing at one of the traditional pedestrian signals — one without a countdown clock — it will remain illegal to start into the street once the flashing “don’t walk” (or red hand) begins flashing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Most of us were probably unaware of that wrinkle in the vehicle code, too. And if we forget — well, there might be a cop with a ticket book to remind us.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gov. Jerry Brown signed a bill earlier this week that, if you’re like most Bay Area pedestrians, will legalize your daily lawbreaking.\u003c/p>\n\u003cp>No, the state is not lifting the prohibition on jaywalking. That’s still illegal — and dangerous.\u003c/p>\n\u003cp>The bill the governor graced with his signature, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB390\" target=\"_blank\" rel=\"noopener\">AB 390\u003c/a>, makes it legal to begin crossing the street after a pedestrian countdown signal is flashing.\u003c/p>\n\u003cp>Right. You probably thought that was OK to do already. And you’ve seen the appearance of the countdown — 15, 14, 13 … — as a prod to get across the street as fast as you can.\u003c/p>\n\u003cp>But that crossing technique is against the law and can be very expensive.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One jurisdiction where people have learned that? Los Angeles.\u003c/p>\n\u003cp>A couple of years back, the \u003ca href=\"http://www.latimes.com/local/california/la-me-walkability-downtown-20150412-story.html\" target=\"_blank\" rel=\"noopener\">L.A. Times investigated\u003c/a> what appeared to be a high number of citations issued to pedestrians for beginning to cross after a “don’t walk” signal started flashing.\u003c/p>\n\u003cp>The Times found that in downtown Los Angeles alone, police had issued 17,000 such tickets over a four-year span. That’s a dozen a day, on average. And the fines are no joke, typically totaling about $200. The LAPD’s zealous crosswalk enforcers told the paper that the tickets are part of making the streets safer for pedestrians and drivers.\u003c/p>\n\u003cp>The traffic cops’ rationale notwithstanding, the \u003ca href=\"http://www.latimes.com/local/california/la-me-0426-lopez-eduardo-20150424-column.html#page=1\" target=\"_blank\" rel=\"noopener\">Times’ reporting\u003c/a> triggered \u003ca href=\"http://la.streetsblog.org/2015/04/29/fix-the-law-that-criminalizes-l-a-s-pedestrians/\" target=\"_blank\" rel=\"noopener\">an outcry\u003c/a>, and the outcry prompted Assemblyman Miguel Santiago, who represents much of downtown L.A., to join San Francisco Assemblyman Phil Ting to offer AB 390.\u003c/p>\n\u003cp>The newly signed bill, which takes effect Jan. 1, 2018, will make it legal to enter a crosswalk after a crosswalk countdown starts — as long as you get to the other side by the time the counter reaches zero.\u003c/p>\n\u003cp>Santiago said in a statement that the new law will “ensure pedestrians are not preyed upon and burdened unnecessarily. This is a small but crucial step towards encouraging and reinforcing pedestrian-friendly communities such as downtown Los Angeles.”\u003c/p>\n\u003cp>AB 390 amends \u003ca href=\"http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=21456.&lawCode=VEH\" target=\"_blank\" rel=\"noopener\">California Vehicle Code Section 21456\u003c/a>, regulating pedestrian crossings with walk/don’t walk signals. The law was on the books before California got its first experimental crosswalk countdown devices in 2001.\u003c/p>\n\u003cp>It’s important to note that another facet of that law remains unchanged: If you’re crossing at one of the traditional pedestrian signals — one without a countdown clock — it will remain illegal to start into the street once the flashing “don’t walk” (or red hand) begins flashing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Most of us were probably unaware of that wrinkle in the vehicle code, too. And if we forget — well, there might be a cop with a ticket book to remind us.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F. Tries to Make a Gnarly South of Market Intersection Safer",
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"content": "\u003cp>San Francisco has broken ground on what will become the city's first protected intersection, a street safety design that aims to reduce conflicts between people driving, walking and biking.\u003c/p>\n\u003cp>Pedestrians and bicyclists face some of the greatest dangers from drivers at intersections, and it's hard to argue that the free-for-all corner of Ninth and Division streets, adjacent to soaring freeway overpasses on the edge of the city's design district, isn't ripe for improvements.\u003c/p>\n\u003cp>Currently, both motorists and cyclists traveling Division Street are required to negotiate a long, poorly paved curve. Eastbound traffic on Division is hurrying toward the traffic circle at Eighth and Townsend streets. Some westbound motor traffic makes its way across a bike lane to turn north onto Ninth Street toward the Civic Center. Pedestrians, meanwhile, are forced to cross an unusually wide, uncontrolled intersection that features limited sight lines.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency officials say the intersection is a hot spot for collisions between turning drivers and bicyclists.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.sfmta.com/about-sfmta/blog/sf%E2%80%99s-first-%E2%80%98protected-intersection%E2%80%99-break-ground-9th-and-division\" target=\"_blank\">blog post\u003c/a>, the SFMTA's Ben Jose explained the protected intersection:\u003c/p>\n\u003cblockquote>\u003cp>Protected intersections use a simple design concept to make everyone safer. Under this configuration, features like concrete islands placed at the corners slow turning cars and physically separate people biking and driving. They also position turning drivers at an angle that makes it easier for them to see and yield to people walking and biking crossing their path.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-11062049\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/image.png\" alt=\"image\" width=\"770\" height=\"522\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/image.png 770w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-400x271.png 400w\" sizes=\"(max-width: 770px) 100vw, 770px\">\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>City crews began work last week on installing corner concrete islands to help slow turning drivers, as well as a safer design for bicyclists to cross the intersection, along with raised crosswalks. The city expects to complete the project by the end of the year.\u003c/p>\n\u003cp>\"This is the cutting edge of design for protected intersections, bringing a new level of innovation to how San Francisco navigates our streets,\" said Chris Cassidy of the San Francisco Bicycle Coalition. \"This design provides an unprecedented level of physical protection for people walking and biking through an intersection in our city.\"\u003c/p>\n\u003cp>Cassidy said advocates will be watching closely to see how people interact with the new design. What they see will inform future protected intersection designs in SoMa and other neighborhoods, especially on streets identified by the SFMTA as \u003ca href=\"http://visionzerosf.org/vision-zero-in-action/engineering-streets-for-safety/\" target=\"_blank\">high-injury corridors.\u003c/a>\u003c/p>\n\u003cp>SFMTA officials say the project is part of Mayor Ed Lee's safe streets directive, which he \u003ca href=\"https://ww2.kqed.org/news/2016/08/04/san-francisco-mayor-issues-safe-streets-directive-following-criticism-from-advocates/\" target=\"_blank\">issued earlier this month\u003c/a> following the deaths of two bicyclists killed by hit-and-run motorists.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Davis was \u003ca href=\"http://www.peopleforbikes.org/blog/entry/americas-first-protected-intersection-is-open-in-davis-and-working-like-a-c\" target=\"_blank\">the first U.S. city\u003c/a> to install a protected intersection. In May, Berkeley \u003ca href=\"https://ww2.kqed.org/news/2016/05/17/berkeley-gets-new-protected-bike-lane-at-site-of-near-fatal-collision/\" target=\"_blank\">inaugurated a protected lane\u003c/a> along a dangerous stretch of Fulton Street west of the Cal campus.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco has broken ground on what will become the city's first protected intersection, a street safety design that aims to reduce conflicts between people driving, walking and biking.\u003c/p>\n\u003cp>Pedestrians and bicyclists face some of the greatest dangers from drivers at intersections, and it's hard to argue that the free-for-all corner of Ninth and Division streets, adjacent to soaring freeway overpasses on the edge of the city's design district, isn't ripe for improvements.\u003c/p>\n\u003cp>Currently, both motorists and cyclists traveling Division Street are required to negotiate a long, poorly paved curve. Eastbound traffic on Division is hurrying toward the traffic circle at Eighth and Townsend streets. Some westbound motor traffic makes its way across a bike lane to turn north onto Ninth Street toward the Civic Center. Pedestrians, meanwhile, are forced to cross an unusually wide, uncontrolled intersection that features limited sight lines.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency officials say the intersection is a hot spot for collisions between turning drivers and bicyclists.\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.sfmta.com/about-sfmta/blog/sf%E2%80%99s-first-%E2%80%98protected-intersection%E2%80%99-break-ground-9th-and-division\" target=\"_blank\">blog post\u003c/a>, the SFMTA's Ben Jose explained the protected intersection:\u003c/p>\n\u003cblockquote>\u003cp>Protected intersections use a simple design concept to make everyone safer. Under this configuration, features like concrete islands placed at the corners slow turning cars and physically separate people biking and driving. They also position turning drivers at an angle that makes it easier for them to see and yield to people walking and biking crossing their path.\u003c/p>\u003c/blockquote>\n\u003cp>\u003cimg class=\"aligncenter size-full wp-image-11062049\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2016/08/image.png\" alt=\"image\" width=\"770\" height=\"522\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2016/08/image.png 770w, https://ww2.kqed.org/app/uploads/sites/10/2016/08/image-400x271.png 400w\" sizes=\"(max-width: 770px) 100vw, 770px\">\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>City crews began work last week on installing corner concrete islands to help slow turning drivers, as well as a safer design for bicyclists to cross the intersection, along with raised crosswalks. The city expects to complete the project by the end of the year.\u003c/p>\n\u003cp>\"This is the cutting edge of design for protected intersections, bringing a new level of innovation to how San Francisco navigates our streets,\" said Chris Cassidy of the San Francisco Bicycle Coalition. \"This design provides an unprecedented level of physical protection for people walking and biking through an intersection in our city.\"\u003c/p>\n\u003cp>Cassidy said advocates will be watching closely to see how people interact with the new design. What they see will inform future protected intersection designs in SoMa and other neighborhoods, especially on streets identified by the SFMTA as \u003ca href=\"http://visionzerosf.org/vision-zero-in-action/engineering-streets-for-safety/\" target=\"_blank\">high-injury corridors.\u003c/a>\u003c/p>\n\u003cp>SFMTA officials say the project is part of Mayor Ed Lee's safe streets directive, which he \u003ca href=\"https://ww2.kqed.org/news/2016/08/04/san-francisco-mayor-issues-safe-streets-directive-following-criticism-from-advocates/\" target=\"_blank\">issued earlier this month\u003c/a> following the deaths of two bicyclists killed by hit-and-run motorists.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Davis was \u003ca href=\"http://www.peopleforbikes.org/blog/entry/americas-first-protected-intersection-is-open-in-davis-and-working-like-a-c\" target=\"_blank\">the first U.S. city\u003c/a> to install a protected intersection. In May, Berkeley \u003ca href=\"https://ww2.kqed.org/news/2016/05/17/berkeley-gets-new-protected-bike-lane-at-site-of-near-fatal-collision/\" target=\"_blank\">inaugurated a protected lane\u003c/a> along a dangerous stretch of Fulton Street west of the Cal campus.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "San Francisco Mayor Issues Safe Streets Directive Following Criticism From Advocates",
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"content": "\u003cp>San Francisco Mayor Ed Lee issued an executive directive Thursday calling on the city's transportation agency to speed up and enhance some projects to make streets safer to walk and bike, including improvements to streets where two bicyclists were killed on the same day in June.\u003c/p>\n\u003cp>The directive calls on the San Francisco Municipal Transportation Agency to make \"all infrastructure implemented on the city-designated high-injury network to be the highest achievable quality,\" including protected bike lanes, which physically separate cars and bikes.\u003c/p>\n\u003cp>More than 125 miles of streets have been identified as high-injury corridors under the city's \u003ca href=\"http://visionzerosf.org/\" target=\"_blank\">Vision Zero\u003c/a> program, which has the goal of ending all traffic deaths by 2024. Lee is calling on the SFMTA to increase the goal of annual Vision Zero projects from 13 to 18 miles a year.\u003c/p>\n\u003cp>Bike advocates have been arguing that protected bike lanes should be the new standard, which studies have shown draw more people to bicycling because they are safer and more pleasant to ride on. They say standard bike lanes, especially on busy streets, are often filled with double parkers and delivery trucks, creating conflicts and sometimes forcing bike riders into speeding traffic.\u003c/p>\n\u003cp>The directive calls on the SFMTA to implement three protected bike lane projects within nine months, including on Eighth Street and on Seventh Street, where 26-year-old Kate Slattery was killed by a hit-and-run driver while riding her bike June 22.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The directive also calls on the agency to deliver \"near-term improvements\" within six months on JFK Drive in Golden Gate Park, where 41-year-old Heather Miller was killed on her bike by a hit-and-run driver, also on June 22. In addition, Lee wants the Recreation and Park Department to study \"expanded traffic calming and traffic restrictions in Golden Gate Park.\"\u003c/p>\n\u003cp>\"Recently, we have had tragedies on our streets as a result of criminal behavior on behalf of motorists. While we cannot control the criminal behavior of a few, we can make our streets safer through engineering, education and enforcement,\" Lee wrote in a press release. \"I am directing our city departments to accelerate our \u003ca href=\"http://visionzerosf.org/\" target=\"_blank\">Vision Zer\u003c/a>o goal immediately.\"\u003c/p>\n\u003cp>Biking advocates \u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\" target=\"_blank\">had criticized the mayor \u003c/a>for speaking \"\u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\" target=\"_blank\">hollow words\u003c/a>\" following the deaths of the two cyclists. More than 1,500 San Francisco Bicycle Coalition members sent emails to the mayor, urging him to take stronger action on safe streets.\u003c/p>\n\u003cp>Other safe streets advocates have also been critical of the mayor for not doing more, especially since overall traffic deaths have not declined despite the city's Vision Zero goal.\u003c/p>\n\u003cp>Brian Wiedenmeier, executive director of the San Francisco Bicycle Coalition, called the mayor's directive \"a bold commitment demonstrating the city's resolve to eliminate traffic deaths.\" It was also praised by the city's pedestrian advocacy organization, Walk San Francisco.\u003c/p>\n\u003cp>The directive also calls on the Health Department to \"identify areas where target safety investments can improve safety for youth, seniors and people with disabilities,\" and asks the Police Department to expand traffic enforcement efforts, as part of its campaign to focus on the top five violations cited for causing the most collisions.\u003c/p>\n\u003cp>City departments involved in the safety improvements will also be required to \"track and report progress\" on the actions Lee has ordered by submitting quarterly reports.\u003c/p>\n\u003cp>It's not the first time a mayor has issued an executive directive on street safety. In one of his last acts as mayor in 2010, Gavin Newsom issued an executive directive calling for the implementation of a pedestrian safety action plan.\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View Executive Directive - Vision Zero on Scribd\" href=\"https://www.scribd.com/document/320230698/Executive-Directive-Vision-Zero#from_embed\">Executive Directive - Vision Zero\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/320230698/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_63559\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n",
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"excerpt": "Biking advocates had criticized Ed Lee for speaking 'hollow words' following the deaths of two cyclists on the same day in June.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco Mayor Ed Lee issued an executive directive Thursday calling on the city's transportation agency to speed up and enhance some projects to make streets safer to walk and bike, including improvements to streets where two bicyclists were killed on the same day in June.\u003c/p>\n\u003cp>The directive calls on the San Francisco Municipal Transportation Agency to make \"all infrastructure implemented on the city-designated high-injury network to be the highest achievable quality,\" including protected bike lanes, which physically separate cars and bikes.\u003c/p>\n\u003cp>More than 125 miles of streets have been identified as high-injury corridors under the city's \u003ca href=\"http://visionzerosf.org/\" target=\"_blank\">Vision Zero\u003c/a> program, which has the goal of ending all traffic deaths by 2024. Lee is calling on the SFMTA to increase the goal of annual Vision Zero projects from 13 to 18 miles a year.\u003c/p>\n\u003cp>Bike advocates have been arguing that protected bike lanes should be the new standard, which studies have shown draw more people to bicycling because they are safer and more pleasant to ride on. They say standard bike lanes, especially on busy streets, are often filled with double parkers and delivery trucks, creating conflicts and sometimes forcing bike riders into speeding traffic.\u003c/p>\n\u003cp>The directive calls on the SFMTA to implement three protected bike lane projects within nine months, including on Eighth Street and on Seventh Street, where 26-year-old Kate Slattery was killed by a hit-and-run driver while riding her bike June 22.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The directive also calls on the agency to deliver \"near-term improvements\" within six months on JFK Drive in Golden Gate Park, where 41-year-old Heather Miller was killed on her bike by a hit-and-run driver, also on June 22. In addition, Lee wants the Recreation and Park Department to study \"expanded traffic calming and traffic restrictions in Golden Gate Park.\"\u003c/p>\n\u003cp>\"Recently, we have had tragedies on our streets as a result of criminal behavior on behalf of motorists. While we cannot control the criminal behavior of a few, we can make our streets safer through engineering, education and enforcement,\" Lee wrote in a press release. \"I am directing our city departments to accelerate our \u003ca href=\"http://visionzerosf.org/\" target=\"_blank\">Vision Zer\u003c/a>o goal immediately.\"\u003c/p>\n\u003cp>Biking advocates \u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\" target=\"_blank\">had criticized the mayor \u003c/a>for speaking \"\u003ca href=\"http://ww2.kqed.org/news/2016/06/23/two-san-francisco-cyclists-killed-in-hit-and-run-crashes/\" target=\"_blank\">hollow words\u003c/a>\" following the deaths of the two cyclists. More than 1,500 San Francisco Bicycle Coalition members sent emails to the mayor, urging him to take stronger action on safe streets.\u003c/p>\n\u003cp>Other safe streets advocates have also been critical of the mayor for not doing more, especially since overall traffic deaths have not declined despite the city's Vision Zero goal.\u003c/p>\n\u003cp>Brian Wiedenmeier, executive director of the San Francisco Bicycle Coalition, called the mayor's directive \"a bold commitment demonstrating the city's resolve to eliminate traffic deaths.\" It was also praised by the city's pedestrian advocacy organization, Walk San Francisco.\u003c/p>\n\u003cp>The directive also calls on the Health Department to \"identify areas where target safety investments can improve safety for youth, seniors and people with disabilities,\" and asks the Police Department to expand traffic enforcement efforts, as part of its campaign to focus on the top five violations cited for causing the most collisions.\u003c/p>\n\u003cp>City departments involved in the safety improvements will also be required to \"track and report progress\" on the actions Lee has ordered by submitting quarterly reports.\u003c/p>\n\u003cp>It's not the first time a mayor has issued an executive directive on street safety. In one of his last acts as mayor in 2010, Gavin Newsom issued an executive directive calling for the implementation of a pedestrian safety action plan.\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca style=\"text-decoration: underline\" title=\"View Executive Directive - Vision Zero on Scribd\" href=\"https://www.scribd.com/document/320230698/Executive-Directive-Vision-Zero#from_embed\">Executive Directive - Vision Zero\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe class=\"scribd_iframe_embed\" src=\"https://www.scribd.com/embeds/320230698/content?start_page=1&view_mode=scroll&show_recommendations=true\" data-auto-height=\"false\" data-aspect-ratio=\"undefined\" scrolling=\"no\" id=\"doc_63559\" width=\"100%\" height=\"600\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "In S.F., 24 Pedestrians and 5 Cyclists Were Killed in 2015, Despite Safety Efforts",
"headTitle": "In S.F., 24 Pedestrians and 5 Cyclists Were Killed in 2015, Despite Safety Efforts | KQED",
"content": "\u003cp>San Francisco has been\u003ca href=\"http://www.sfmayor.org/index.aspx?recordid=1001&page=846\" target=\"_blank\" rel=\"noopener\"> making progress\u003c/a> fixing its most dangerous streets, but the number of people killed walking and biking did not decline in 2015, despite the city’s \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">Vision Zero\u003c/a> goal to end all traffic deaths by 2024.\u003c/p>\n\u003cp>Twenty-four pedestrians and five bicyclists died in accidents in San Francisco in 2015, according to the San Francisco Medical Examiner (this excludes those ruled suicides and homicides). The number of deaths recorded by the medical examiner was higher than the Vision Zero count kept by the San Francisco Department of Public Health, which has a full-time epidemiologist who analyzes collision data.\u003c/p>\n\u003caside class=\"alignright pullquote\">Twenty-four pedestrians and five cyclists died in 2015.\u003c/aside>\n\u003cp>Three pedestrians were killed in collisions on highways, or highway ramps, in San Francisco in 2015, but public health officials don’t include those deaths in their count because they weren’t on city streets.\u003c/p>\n\u003cp>They also don’t officially count deaths involving collisions with light-rail vehicles, like the crash that \u003ca href=\"http://abc7news.com/traffic/memorial-grows-for-boy-hit-killed-by-sf-muni-train/716684/\" target=\"_blank\" rel=\"noopener\">claimed the life of 12-year-old Andrew Wu\u003c/a>, because they didn’t involve motorists. A health department spokeswoman said they hope to put deaths involving light-rail vehicles in the official Vision Zero count in the future.\u003c/p>\n\u003cp>In addition, two pedestrians injured in collisions on city streets in 2013 died from their injuries in 2015. Bruce Baird, 86, was hit by a driver near Geary and Webster Streets on April 4, 2013, and died on Feb. 22, 2015. Lai-Sim Lai, 79, was struck by a driver at Sunset Boulevard and Wawona Street on Oct. 4, 2013, and died on March 19, 2015.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The medical examiner also said a pedestrian, 66-year-old Gregory Rausch, was struck by a train in a Caltrain tunnel in a death that was ruled an accident.\u003c/p>\n\u003cp>Another bike rider, 57-year-old Terence Okuda of Kailua, Hawaii, died August 4, two days after a solo crash on Old Mason Street near Crissy Field. A deputy medical examiner said he crashed on the bike route after swerving to avoid a pedestrian.\u003c/p>\n\u003cp>As of November, the health department reported seven other traffic deaths in 2015: six people were killed while riding a motorcycle, and one person was killed while driving.\u003c/p>\n\u003cp>At least five drivers were arrested and charged with vehicular manslaughter. Spokesmen for the San Francisco District Attorney’s Office and the San Francisco Police Department could not immediately confirm the total number of drivers charged, or cited.\u003c/p>\n\u003cp>\u003cstrong>Vision Zero\u003c/strong>\u003c/p>\n\u003cp>In 2013, safe streets advocates were alarmed by the rising number of deaths and severe injury collisions, and lobbied city officials to adopt Vision Zero, taking a page from an initiative that began in Sweden. The program has spread to other cities around the United States.\u003c/p>\n\u003cp>The following year the city adopted the program, and transportation and public health officials began analyzing traffic deaths and injuries. They counted all traffic deaths, and determined that more than 70 percent of fatal and serious injury collisions occur on just 12 percent of city streets, now identified as high-injury corridors.\u003c/p>\n\u003cp>By their count, in 2015 20 pedestrians and four cyclists were killed by motorists. Of those, 13 pedestrian deaths and two bicyclist deaths were on high-injury corridors.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png\" rel=\"attachment wp-att-10816276\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"aligncenter size-medium wp-image-10816276\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png\" alt=\"San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-960x540.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>“While one fatality is one too many, we have been working extremely hard to accomplish safety projects, more enforcement, and more education to ensure that we’re making these streets as safe as possible,” said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Over the last year, the SFMTA completed “quick and cost-effective” safety projects at more than 200 intersections, amounting to 13 miles of roadway improvements on high-injury corridors. Transportation officials say a number of safety projects slated to start construction in 2016 should make a big difference.\u003c/p>\n\u003cp>Those projects include long-awaited street redesigns on \u003ca href=\"https://www.sfmta.com/projects-planning/projects/van-ness-corridor-transit-improvement-project\" target=\"_blank\" rel=\"noopener\">Van Ness Avenue \u003c/a>for bus rapid transit, \u003ca href=\"https://www.sfmta.com/projects-planning/projects/polk-streetscape-project\" target=\"_blank\" rel=\"noopener\">Polk Street\u003c/a> and \u003ca href=\"https://www.sfmta.com/projects-planning/projects/masonic-avenue-streetscape-project\" target=\"_blank\" rel=\"noopener\">Masonic Avenue\u003c/a>.\u003c/p>\n\u003cp>“It might not happen overnight, but one key accomplishment over the past year is that the city of San Francisco is on the same page in doing everything we all can to reach our goal of zero deaths by 2024,” said Rose.\u003c/p>\n\u003cp>\u003cstrong>Picking up the Pace\u003c/strong>\u003c/p>\n\u003cp>Safe streets advocates say they’ve seen positive change since Vision Zero was adopted, but they feel the city needs to pick up the pace if it’s going to reach its goal of zero traffic deaths.\u003c/p>\n\u003cp>Nicole Ferrara, the executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\" rel=\"noopener\">Walk San Francisco\u003c/a>, says the Vision Zero projects completed thus far were “pretty small” and “effective but only to a certain extent.”\u003c/p>\n\u003cfigure id=\"attachment_10815002\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184.jpg\" rel=\"attachment wp-att-10815002\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-10815002\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184-800x533.jpg\" alt=\"Pedestrians wait to cross 24th Street in the Mission. \" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross 24th Street in the Mission. \u003ccite>(Mark Andrew Boyd/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To get a full picture of how the safety improvements are impacting deaths and injuries, Ferrara said you have to consider the total number of severe injury collisions in 2015. There are, on average, around 800 collisions a year, according to the SFMTA. City officials could not immediately provide the number of collisions for 2015.\u003c/p>\n\u003cp>“What we really need to do to see a change in the number of injuries is essentially to redesign our streets,” she said. “We need projects to be delivered quicker, more staff support to turn projects around and more leadership at a higher level.”\u003c/p>\n\u003cp>Most of the collisions, Ferrara said, are preventable.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I speak with people who have lost loved ones, and the pain and sorrow they go through is just so unnecessary and avoidable,” she said.\u003cbr>\n\u003cem>\u003cbr>\nCorrection: This story has been changed to reflect that there were a total of 24 pedestrians killed in 2015, not 25, and that SFMTA officials say they count all traffic deaths.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco has been\u003ca href=\"http://www.sfmayor.org/index.aspx?recordid=1001&page=846\" target=\"_blank\" rel=\"noopener\"> making progress\u003c/a> fixing its most dangerous streets, but the number of people killed walking and biking did not decline in 2015, despite the city’s \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">Vision Zero\u003c/a> goal to end all traffic deaths by 2024.\u003c/p>\n\u003cp>Twenty-four pedestrians and five bicyclists died in accidents in San Francisco in 2015, according to the San Francisco Medical Examiner (this excludes those ruled suicides and homicides). The number of deaths recorded by the medical examiner was higher than the Vision Zero count kept by the San Francisco Department of Public Health, which has a full-time epidemiologist who analyzes collision data.\u003c/p>\n\u003caside class=\"alignright pullquote\">Twenty-four pedestrians and five cyclists died in 2015.\u003c/aside>\n\u003cp>Three pedestrians were killed in collisions on highways, or highway ramps, in San Francisco in 2015, but public health officials don’t include those deaths in their count because they weren’t on city streets.\u003c/p>\n\u003cp>They also don’t officially count deaths involving collisions with light-rail vehicles, like the crash that \u003ca href=\"http://abc7news.com/traffic/memorial-grows-for-boy-hit-killed-by-sf-muni-train/716684/\" target=\"_blank\" rel=\"noopener\">claimed the life of 12-year-old Andrew Wu\u003c/a>, because they didn’t involve motorists. A health department spokeswoman said they hope to put deaths involving light-rail vehicles in the official Vision Zero count in the future.\u003c/p>\n\u003cp>In addition, two pedestrians injured in collisions on city streets in 2013 died from their injuries in 2015. Bruce Baird, 86, was hit by a driver near Geary and Webster Streets on April 4, 2013, and died on Feb. 22, 2015. Lai-Sim Lai, 79, was struck by a driver at Sunset Boulevard and Wawona Street on Oct. 4, 2013, and died on March 19, 2015.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The medical examiner also said a pedestrian, 66-year-old Gregory Rausch, was struck by a train in a Caltrain tunnel in a death that was ruled an accident.\u003c/p>\n\u003cp>Another bike rider, 57-year-old Terence Okuda of Kailua, Hawaii, died August 4, two days after a solo crash on Old Mason Street near Crissy Field. A deputy medical examiner said he crashed on the bike route after swerving to avoid a pedestrian.\u003c/p>\n\u003cp>As of November, the health department reported seven other traffic deaths in 2015: six people were killed while riding a motorcycle, and one person was killed while driving.\u003c/p>\n\u003cp>At least five drivers were arrested and charged with vehicular manslaughter. Spokesmen for the San Francisco District Attorney’s Office and the San Francisco Police Department could not immediately confirm the total number of drivers charged, or cited.\u003c/p>\n\u003cp>\u003cstrong>Vision Zero\u003c/strong>\u003c/p>\n\u003cp>In 2013, safe streets advocates were alarmed by the rising number of deaths and severe injury collisions, and lobbied city officials to adopt Vision Zero, taking a page from an initiative that began in Sweden. The program has spread to other cities around the United States.\u003c/p>\n\u003cp>The following year the city adopted the program, and transportation and public health officials began analyzing traffic deaths and injuries. They counted all traffic deaths, and determined that more than 70 percent of fatal and serious injury collisions occur on just 12 percent of city streets, now identified as high-injury corridors.\u003c/p>\n\u003cp>By their count, in 2015 20 pedestrians and four cyclists were killed by motorists. Of those, 13 pedestrian deaths and two bicyclist deaths were on high-injury corridors.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png\" rel=\"attachment wp-att-10816276\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"aligncenter size-medium wp-image-10816276\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png\" alt=\"San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder\" width=\"800\" height=\"450\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-800x450.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-400x225.png 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-768x432.png 768w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-1180x664.png 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder-960x540.png 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/12/San_Francisco_Traffic_Deaths_People_Killed_While_Walking_People_Killed_While_Biking_chartbuilder.png 1280w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003c/p>\n\u003cp>“While one fatality is one too many, we have been working extremely hard to accomplish safety projects, more enforcement, and more education to ensure that we’re making these streets as safe as possible,” said Paul Rose, a spokesman for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>Over the last year, the SFMTA completed “quick and cost-effective” safety projects at more than 200 intersections, amounting to 13 miles of roadway improvements on high-injury corridors. Transportation officials say a number of safety projects slated to start construction in 2016 should make a big difference.\u003c/p>\n\u003cp>Those projects include long-awaited street redesigns on \u003ca href=\"https://www.sfmta.com/projects-planning/projects/van-ness-corridor-transit-improvement-project\" target=\"_blank\" rel=\"noopener\">Van Ness Avenue \u003c/a>for bus rapid transit, \u003ca href=\"https://www.sfmta.com/projects-planning/projects/polk-streetscape-project\" target=\"_blank\" rel=\"noopener\">Polk Street\u003c/a> and \u003ca href=\"https://www.sfmta.com/projects-planning/projects/masonic-avenue-streetscape-project\" target=\"_blank\" rel=\"noopener\">Masonic Avenue\u003c/a>.\u003c/p>\n\u003cp>“It might not happen overnight, but one key accomplishment over the past year is that the city of San Francisco is on the same page in doing everything we all can to reach our goal of zero deaths by 2024,” said Rose.\u003c/p>\n\u003cp>\u003cstrong>Picking up the Pace\u003c/strong>\u003c/p>\n\u003cp>Safe streets advocates say they’ve seen positive change since Vision Zero was adopted, but they feel the city needs to pick up the pace if it’s going to reach its goal of zero traffic deaths.\u003c/p>\n\u003cp>Nicole Ferrara, the executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\" rel=\"noopener\">Walk San Francisco\u003c/a>, says the Vision Zero projects completed thus far were “pretty small” and “effective but only to a certain extent.”\u003c/p>\n\u003cfigure id=\"attachment_10815002\" class=\"wp-caption alignright\" style=\"max-width: 800px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184.jpg\" rel=\"attachment wp-att-10815002\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-10815002\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/12/RS10474_IMG_5184-800x533.jpg\" alt=\"Pedestrians wait to cross 24th Street in the Mission. \" width=\"800\" height=\"533\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross 24th Street in the Mission. \u003ccite>(Mark Andrew Boyd/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To get a full picture of how the safety improvements are impacting deaths and injuries, Ferrara said you have to consider the total number of severe injury collisions in 2015. There are, on average, around 800 collisions a year, according to the SFMTA. City officials could not immediately provide the number of collisions for 2015.\u003c/p>\n\u003cp>“What we really need to do to see a change in the number of injuries is essentially to redesign our streets,” she said. “We need projects to be delivered quicker, more staff support to turn projects around and more leadership at a higher level.”\u003c/p>\n\u003cp>Most of the collisions, Ferrara said, are preventable.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“I speak with people who have lost loved ones, and the pain and sorrow they go through is just so unnecessary and avoidable,” she said.\u003cbr>\n\u003cem>\u003cbr>\nCorrection: This story has been changed to reflect that there were a total of 24 pedestrians killed in 2015, not 25, and that SFMTA officials say they count all traffic deaths.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "S.F. Supervisors Pass 'Idaho Stop' -- But Mayoral Veto Looms",
"title": "S.F. Supervisors Pass 'Idaho Stop' -- But Mayoral Veto Looms",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>A closely divided Board of Supervisors has passed \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/proposed-bike-yield-law-passes-first-test-at-san-francisco-city-hall\" target=\"_blank\">an ordinance\u003c/a> that would direct police to make ticketing bicyclists who safely roll through stop signs their lowest priority.\u003c/p>\n\u003cp>Tuesday's 6-5 vote to approve the ordinance by Supervisor John Avalos was two votes shy of the supermajority needed to override Mayor Ed Lee's threatened veto. The ordinance is expected to pass a second reading Jan. 12. Lee would then have until Jan. 22 to veto it.\u003c/p>\n\u003cp>Avalos' \"San Francisco Right-of-Way Policy\" would not legalize rolling stops and does not discourage police from ticketing cyclists. Bicyclists would still be required to yield the right-of-way to pedestrians and vehicles at intersections.\u003c/p>\n\u003cp>\"Nobody condones unsafe bicycling by cyclists, but common-sense enforcement of the law would make our streets safer and more predictable,\" Avalos said before the vote.\u003c/p>\n\u003cp>But he added that strict enforcement of bicyclists who safely pedal through stop signs \"takes scarce enforcement away from more dangerous violations\" and \"is contrary to the way most bicyclists and drivers currently navigate intersections.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bike advocates say the San Francisco Police Department should be focused on dangerous drivers, who cause most serious injuries and fatalities on the city's streets.\u003c/p>\n\u003cp>The legislation was sparked by \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">an ongoing crackdown\u003c/a> of bicyclists who roll through stop signs along The Wiggle, the popular, non-hilly route between Market Street and Golden Gate Park. At one point, hundreds of bike riders held a protest along the route to prove that having every cyclist stop at every stop sign slows traffic and causes more congestion.\u003c/p>\n\u003cp>Supervisor Scott Wiener, a co-sponsor, said it was unrealistic to expect that bicyclists were going to stop at every stop sign, especially on streets where there is little traffic and \"so little risk of anything happening.\"\u003c/p>\n\u003cp>\"Cyclists are not going to stop at every single intersection, and that is the reality of the world, not just in San Francisco, but in every city that I have ever seen. It is a fantasy for us to think they are going to do so,\" he said.\u003c/p>\n\u003cp>Wiener and Avalos cited the example of a cyclist, Katrina Sostek, who said she was recently given a ticket on The Wiggle for rolling through a stop sign while riding less than 5 mph. The fine for the violation: $200.\u003c/p>\n\u003cp>\"The time and effort the police spent giving me a ticket would have been far better spent focusing on legitimately unsafe drivers and cyclists,\" Sostek wrote in a letter to the supervisors.\u003c/p>\n\u003cp>Avalos noted that Vision Zero, the city's program to end all traffic deaths by 2024, requires police captains to focus traffic enforcement on the top five most dangerous intersections in their districts. None of those intersections, he said, are along The Wiggle.\u003c/p>\n\u003cp>Supervisors David Campos, London Breed, Jane Kim and Eric Mar also co-sponsored the ordinance and voted yes. Supervisors Malia Cohen, Mark Farrell, Aaron Peskin, Katie Tang and Norman Yee voted against it.\u003c/p>\n\u003cp>“It sends a message to everybody in San Francisco that one mode of transportation in our city has a different set of rules than everybody else,\" said Farrell.\u003c/p>\n\u003cp>Disability advocates have been among the staunchest opponents. The Mayor's Disability Council opposed the legislation and said it would be \"counterproductive\" to Vision Zero. Some advocates worried it might endanger people with disabilities, a concern echoed at the meeting by Supervisor Cohen.\u003c/p>\n\u003cp>\"If this ordinance passes, it will potentially put them in harm's way,\" Cohen said. \"I have a real concern that this ordinance will confuse the issue and further create an even greater misunderstanding between cyclists, between drivers and also pedestrians.\"\u003c/p>\n\u003cp>Natalie Burdick with Walk San Francisco said the pedestrian advocacy organization has taken a neutral position because there are no data about how the bike yield law would impact pedestrian safety.\u003c/p>\n\u003cp>But Walk SF did succeed in tacking on some amendments, including evaluating the effect on pedestrians and requiring that bicyclists slow to no more than 6 mph when approaching a stop sign.\u003c/p>\n\u003cp>The legislation would also require the Police Department to issue quarterly reports on traffic stops that would list the citation and mode of transportation for each offense and include a breakdown of stops by race or ethnicity, age and sex.\u003c/p>\n\u003cp>Mayor Lee \u003ca href=\"http://sf.streetsblog.org/2015/09/28/mayor-lee-vows-to-veto-bike-yield-law/\" target=\"_blank\">sent a letter to the board in September\u003c/a> saying he would veto the legislation: \"The so-called 'Idaho Stop', while expedient for some bicyclists, directly endangers pedestrians and other cyclists, and I cannot allow it to become law. Trading away safety for convenience is not a policy I can allow this city to endorse.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One idea that has emerged as a potential compromise is a pilot program along The Wiggle.\u003c/p>\n\n",
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"excerpt": "Ordinance would direct police to make cyclists' stop-sign violations a low priority -- an idea that Ed Lee opposes. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A closely divided Board of Supervisors has passed \u003ca href=\"http://ww2.kqed.org/news/2015/12/07/proposed-bike-yield-law-passes-first-test-at-san-francisco-city-hall\" target=\"_blank\">an ordinance\u003c/a> that would direct police to make ticketing bicyclists who safely roll through stop signs their lowest priority.\u003c/p>\n\u003cp>Tuesday's 6-5 vote to approve the ordinance by Supervisor John Avalos was two votes shy of the supermajority needed to override Mayor Ed Lee's threatened veto. The ordinance is expected to pass a second reading Jan. 12. Lee would then have until Jan. 22 to veto it.\u003c/p>\n\u003cp>Avalos' \"San Francisco Right-of-Way Policy\" would not legalize rolling stops and does not discourage police from ticketing cyclists. Bicyclists would still be required to yield the right-of-way to pedestrians and vehicles at intersections.\u003c/p>\n\u003cp>\"Nobody condones unsafe bicycling by cyclists, but common-sense enforcement of the law would make our streets safer and more predictable,\" Avalos said before the vote.\u003c/p>\n\u003cp>But he added that strict enforcement of bicyclists who safely pedal through stop signs \"takes scarce enforcement away from more dangerous violations\" and \"is contrary to the way most bicyclists and drivers currently navigate intersections.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bike advocates say the San Francisco Police Department should be focused on dangerous drivers, who cause most serious injuries and fatalities on the city's streets.\u003c/p>\n\u003cp>The legislation was sparked by \u003ca href=\"http://ww2.kqed.org/news/2015/07/17/san-francisco-police-plan-crackdown-on-bicyclists-on-popular-routes\" target=\"_blank\">an ongoing crackdown\u003c/a> of bicyclists who roll through stop signs along The Wiggle, the popular, non-hilly route between Market Street and Golden Gate Park. At one point, hundreds of bike riders held a protest along the route to prove that having every cyclist stop at every stop sign slows traffic and causes more congestion.\u003c/p>\n\u003cp>Supervisor Scott Wiener, a co-sponsor, said it was unrealistic to expect that bicyclists were going to stop at every stop sign, especially on streets where there is little traffic and \"so little risk of anything happening.\"\u003c/p>\n\u003cp>\"Cyclists are not going to stop at every single intersection, and that is the reality of the world, not just in San Francisco, but in every city that I have ever seen. It is a fantasy for us to think they are going to do so,\" he said.\u003c/p>\n\u003cp>Wiener and Avalos cited the example of a cyclist, Katrina Sostek, who said she was recently given a ticket on The Wiggle for rolling through a stop sign while riding less than 5 mph. The fine for the violation: $200.\u003c/p>\n\u003cp>\"The time and effort the police spent giving me a ticket would have been far better spent focusing on legitimately unsafe drivers and cyclists,\" Sostek wrote in a letter to the supervisors.\u003c/p>\n\u003cp>Avalos noted that Vision Zero, the city's program to end all traffic deaths by 2024, requires police captains to focus traffic enforcement on the top five most dangerous intersections in their districts. None of those intersections, he said, are along The Wiggle.\u003c/p>\n\u003cp>Supervisors David Campos, London Breed, Jane Kim and Eric Mar also co-sponsored the ordinance and voted yes. Supervisors Malia Cohen, Mark Farrell, Aaron Peskin, Katie Tang and Norman Yee voted against it.\u003c/p>\n\u003cp>“It sends a message to everybody in San Francisco that one mode of transportation in our city has a different set of rules than everybody else,\" said Farrell.\u003c/p>\n\u003cp>Disability advocates have been among the staunchest opponents. The Mayor's Disability Council opposed the legislation and said it would be \"counterproductive\" to Vision Zero. Some advocates worried it might endanger people with disabilities, a concern echoed at the meeting by Supervisor Cohen.\u003c/p>\n\u003cp>\"If this ordinance passes, it will potentially put them in harm's way,\" Cohen said. \"I have a real concern that this ordinance will confuse the issue and further create an even greater misunderstanding between cyclists, between drivers and also pedestrians.\"\u003c/p>\n\u003cp>Natalie Burdick with Walk San Francisco said the pedestrian advocacy organization has taken a neutral position because there are no data about how the bike yield law would impact pedestrian safety.\u003c/p>\n\u003cp>But Walk SF did succeed in tacking on some amendments, including evaluating the effect on pedestrians and requiring that bicyclists slow to no more than 6 mph when approaching a stop sign.\u003c/p>\n\u003cp>The legislation would also require the Police Department to issue quarterly reports on traffic stops that would list the citation and mode of transportation for each offense and include a breakdown of stops by race or ethnicity, age and sex.\u003c/p>\n\u003cp>Mayor Lee \u003ca href=\"http://sf.streetsblog.org/2015/09/28/mayor-lee-vows-to-veto-bike-yield-law/\" target=\"_blank\">sent a letter to the board in September\u003c/a> saying he would veto the legislation: \"The so-called 'Idaho Stop', while expedient for some bicyclists, directly endangers pedestrians and other cyclists, and I cannot allow it to become law. Trading away safety for convenience is not a policy I can allow this city to endorse.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>One idea that has emerged as a potential compromise is a pilot program along The Wiggle.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The experience of being on Market Street in San Francisco is about to change, whether you’re a motorist navigating the downtown area, a cyclist sharing the road with cars, or a passenger getting from point A to B on transit.\u003c/p>\n\u003cp>Beginning Tuesday, private vehicles will be restricted from turning onto Market between Third and Eighth streets, a change that’s intended to make the busy corridor safer to cyclists and pedestrians while facilitating smoother sailing for transit vehicles. It's part of the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street%20Factsheet%20Post%20MTAB_July_0.pdf\" target=\"_blank\">Safer Market Street Project\u003c/a>, a safety upgrade that's included in a roster of street safety improvements under \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a>.\u003c/p>\n\u003cp>Between 2012 and 2013, there were 162 collisions resulting in injuries along Market Street, said Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. The ban on private vehicle turns is accompanied with other changes that include extending transit-only lanes and installing new loading and painted safety zones to boost visibility.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/218841576\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>“This project is driven by the sobering collision data on Market Street and our Vision Zero goal of ending traffic fatalities in San Francisco,” said SFMTA Director of Transportation, Ed Reiskin. “Traffic collisions are preventable, and these focused turn restrictions will create a safer, better Market Street.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Motorists will still be able to cross Market Street, and the turn restriction won’t apply to Muni buses, taxis, emergency vehicles or commercial vehicles. But drivers working for Lyft, Uber and other ride-share companies will have to obey the new rule, since they are considered to be private cars.\u003c/p>\n\u003cp>Pedestrian safety advocates say this new traffic pattern, combined with other upgrades, is a much-needed improvement.\u003c/p>\n\u003cp>Market Street can be especially dangerous because “it’s a very confusing street with awkward intersections,” said Nicole Ferrara, executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, an organization that advocates for pedestrian safety. Cars make up only 10 to 30 percent of Market Street traffic but account for 80 percent of traffic injuries on that stretch, Ferrara added. The new restrictions are expected to cut traffic volumes along that stretch by as much as 50 percent, according to the SFMTA.\u003c/p>\n\u003cp>Vision Zero\u003ca href=\"http://ww2.kqed.org/news/2015/01/01/how-san-francisco-plans-to-reduce-pedestrian-deaths/\" target=\"_blank\"> aims to improve pedestrian safety\u003c/a> with upgrades to 24 intersections citywide. The whole package is expected to be completed by February of 2016, and the Market Street project is number 16 on the list.\u003c/p>\n\u003cp>SFMTA representatives appeared with Supervisors Jane Kim and Julie Christensen Monday to unveil the Safer Market Street Project.\u003c/p>\n\u003cp>\"For many years, we've been hearing that people feel unsafe walking and biking there,\" Kim said. \"You're getting a lot of drivers who aren't yielding to bikes and pedestrians,\" but the turn restrictions aim to address that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She added, \"Not every road should be prioritized for private vehicle traffic.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The experience of being on Market Street in San Francisco is about to change, whether you’re a motorist navigating the downtown area, a cyclist sharing the road with cars, or a passenger getting from point A to B on transit.\u003c/p>\n\u003cp>Beginning Tuesday, private vehicles will be restricted from turning onto Market between Third and Eighth streets, a change that’s intended to make the busy corridor safer to cyclists and pedestrians while facilitating smoother sailing for transit vehicles. It's part of the \u003ca href=\"https://www.sfmta.com/sites/default/files/projects/2015/Safer%20Market%20Street%20Factsheet%20Post%20MTAB_July_0.pdf\" target=\"_blank\">Safer Market Street Project\u003c/a>, a safety upgrade that's included in a roster of street safety improvements under \u003ca href=\"https://www.sfmta.com/projects-planning/projects/vision-zero\" target=\"_blank\">Vision Zero\u003c/a>.\u003c/p>\n\u003cp>Between 2012 and 2013, there were 162 collisions resulting in injuries along Market Street, said Paul Rose, spokesman for the San Francisco Municipal Transportation Agency. The ban on private vehicle turns is accompanied with other changes that include extending transit-only lanes and installing new loading and painted safety zones to boost visibility.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/218841576&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/218841576'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“This project is driven by the sobering collision data on Market Street and our Vision Zero goal of ending traffic fatalities in San Francisco,” said SFMTA Director of Transportation, Ed Reiskin. “Traffic collisions are preventable, and these focused turn restrictions will create a safer, better Market Street.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Motorists will still be able to cross Market Street, and the turn restriction won’t apply to Muni buses, taxis, emergency vehicles or commercial vehicles. But drivers working for Lyft, Uber and other ride-share companies will have to obey the new rule, since they are considered to be private cars.\u003c/p>\n\u003cp>Pedestrian safety advocates say this new traffic pattern, combined with other upgrades, is a much-needed improvement.\u003c/p>\n\u003cp>Market Street can be especially dangerous because “it’s a very confusing street with awkward intersections,” said Nicole Ferrara, executive director of \u003ca href=\"http://walksf.org/\" target=\"_blank\">Walk San Francisco\u003c/a>, an organization that advocates for pedestrian safety. Cars make up only 10 to 30 percent of Market Street traffic but account for 80 percent of traffic injuries on that stretch, Ferrara added. The new restrictions are expected to cut traffic volumes along that stretch by as much as 50 percent, according to the SFMTA.\u003c/p>\n\u003cp>Vision Zero\u003ca href=\"http://ww2.kqed.org/news/2015/01/01/how-san-francisco-plans-to-reduce-pedestrian-deaths/\" target=\"_blank\"> aims to improve pedestrian safety\u003c/a> with upgrades to 24 intersections citywide. The whole package is expected to be completed by February of 2016, and the Market Street project is number 16 on the list.\u003c/p>\n\u003cp>SFMTA representatives appeared with Supervisors Jane Kim and Julie Christensen Monday to unveil the Safer Market Street Project.\u003c/p>\n\u003cp>\"For many years, we've been hearing that people feel unsafe walking and biking there,\" Kim said. \"You're getting a lot of drivers who aren't yielding to bikes and pedestrians,\" but the turn restrictions aim to address that.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>She added, \"Not every road should be prioritized for private vehicle traffic.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Pedestrian safety advocates agreed it was a long road to get the San Francisco Fire Department on board for a plan aiming to eliminate traffic-related deaths in the city by 2024.\u003c/p>\n\u003cp>But the city's Fire Commission unanimously passed a resolution Thursday night solidifying the department's commitment to the \u003ca href=\"http://walksf.org/about/goals-mission/vision-zero/\" target=\"_blank\">Vision Zero\u003c/a> goal.\u003c/p>\n\u003cp>\"I think it makes clear the fire department’s commitment to road safety, which is something that they’ve been struggling about how to express,\" said Tyler Frisbee, policy director for the San Francisco Bicycle Coalition, which supports Vision Zero policies.\u003c/p>\n\u003cp>The resolution comes about a week after the San Francisco Budget and Legislative Analyst's Office published a \u003ca href=\"http://www.sfbos.org/Modules/ShowDocument.aspx?documentid=51265\" target=\"_blank\">report\u003c/a> urging the fire department to drop its opposition to \"traffic calming\" changes to the city's streets, which include narrowing some intersections.\u003c/p>\n\u003cp>The San Francisco Chronicle \u003ca href=\"http://www.sfgate.com/bayarea/article/SFFD-urged-to-end-opposition-to-attempts-to-slow-6010560.php\" target=\"_blank\">reported\u003c/a> on the disagreements between city planners and the fire department on the issue:\u003c/p>\n\u003cblockquote>\u003cp>At the center of the issue are what are known to engineers, planners and pedestrian advocates as “bulbouts” — wide, rounded extensions of sidewalks that serve to narrow street crossings and slow traffic.\u003c/p>\n\u003cp>Those and other traffic-calming measures are popular among planners trying to make streets safer by slowing traffic and making pedestrians more visible. But some fire departments, including San Francisco’s, believe that they interfere with their ability to navigate narrow streets and quickly attack fires.\u003c/p>\n\u003cp>In recent years, as the city has struggled to make its increasingly crowded streets safer and more efficient for bicyclists and pedestrians as well as cars, conflicts over bulbouts and narrowed streets have emerged, usually pitting bike riders and pedestrians against motorists. But planners and the Fire Department have repeatedly, though more quietly, clashed as well.\u003c/p>\n\u003cp>The report from Harvey Rose, the Board of Supervisors’ budget analyst, concludes that, despite the city’s emphasis on pedestrian safety, the Fire Department lacks policies to design and buy fire engines and trucks that accommodate pedestrian safety improvements.\u003c/p>\u003c/blockquote>\n\u003cp>SFFD Assistant Deputy Chief Ken Lombardi told KQED that the department isn't necessarily opposed to buying more maneuverable equipment.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"It’s not that simple,\" he said. \"We’re trying to buy a smaller engine. We just need to make sure that engine’s going to do the proper job.\"\u003c/p>\n\u003cp>Pedestrian safety advocates like Frisbee see the resolution as a positive first step.\u003c/p>\n\u003cp>\"This is absolutely something that’s possible,\" Frisbee said, \"and it’s something that’s really critical toward ensuring that public safety doesn’t just mean emergency response safety, but it means our safety out on the streets every day.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Fire Department joins the city's mayor, Board of Supervisors, Public Health Department, Municipal Transportation Agency, Planning Department, Police Department, and Department of the Environment, as well as the San Francisco County Transportation Authority, in formally adopting Vision Zero polices, according to the resolution.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Pedestrian safety advocates agreed it was a long road to get the San Francisco Fire Department on board for a plan aiming to eliminate traffic-related deaths in the city by 2024.\u003c/p>\n\u003cp>But the city's Fire Commission unanimously passed a resolution Thursday night solidifying the department's commitment to the \u003ca href=\"http://walksf.org/about/goals-mission/vision-zero/\" target=\"_blank\">Vision Zero\u003c/a> goal.\u003c/p>\n\u003cp>\"I think it makes clear the fire department’s commitment to road safety, which is something that they’ve been struggling about how to express,\" said Tyler Frisbee, policy director for the San Francisco Bicycle Coalition, which supports Vision Zero policies.\u003c/p>\n\u003cp>The resolution comes about a week after the San Francisco Budget and Legislative Analyst's Office published a \u003ca href=\"http://www.sfbos.org/Modules/ShowDocument.aspx?documentid=51265\" target=\"_blank\">report\u003c/a> urging the fire department to drop its opposition to \"traffic calming\" changes to the city's streets, which include narrowing some intersections.\u003c/p>\n\u003cp>The San Francisco Chronicle \u003ca href=\"http://www.sfgate.com/bayarea/article/SFFD-urged-to-end-opposition-to-attempts-to-slow-6010560.php\" target=\"_blank\">reported\u003c/a> on the disagreements between city planners and the fire department on the issue:\u003c/p>\n\u003cblockquote>\u003cp>At the center of the issue are what are known to engineers, planners and pedestrian advocates as “bulbouts” — wide, rounded extensions of sidewalks that serve to narrow street crossings and slow traffic.\u003c/p>\n\u003cp>Those and other traffic-calming measures are popular among planners trying to make streets safer by slowing traffic and making pedestrians more visible. But some fire departments, including San Francisco’s, believe that they interfere with their ability to navigate narrow streets and quickly attack fires.\u003c/p>\n\u003cp>In recent years, as the city has struggled to make its increasingly crowded streets safer and more efficient for bicyclists and pedestrians as well as cars, conflicts over bulbouts and narrowed streets have emerged, usually pitting bike riders and pedestrians against motorists. But planners and the Fire Department have repeatedly, though more quietly, clashed as well.\u003c/p>\n\u003cp>The report from Harvey Rose, the Board of Supervisors’ budget analyst, concludes that, despite the city’s emphasis on pedestrian safety, the Fire Department lacks policies to design and buy fire engines and trucks that accommodate pedestrian safety improvements.\u003c/p>\u003c/blockquote>\n\u003cp>SFFD Assistant Deputy Chief Ken Lombardi told KQED that the department isn't necessarily opposed to buying more maneuverable equipment.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"It’s not that simple,\" he said. \"We’re trying to buy a smaller engine. We just need to make sure that engine’s going to do the proper job.\"\u003c/p>\n\u003cp>Pedestrian safety advocates like Frisbee see the resolution as a positive first step.\u003c/p>\n\u003cp>\"This is absolutely something that’s possible,\" Frisbee said, \"and it’s something that’s really critical toward ensuring that public safety doesn’t just mean emergency response safety, but it means our safety out on the streets every day.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Fire Department joins the city's mayor, Board of Supervisors, Public Health Department, Municipal Transportation Agency, Planning Department, Police Department, and Department of the Environment, as well as the San Francisco County Transportation Authority, in formally adopting Vision Zero polices, according to the resolution.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "How San Francisco Plans to Reduce Pedestrian Deaths",
"headTitle": "How San Francisco Plans to Reduce Pedestrian Deaths | KQED",
"content": "\u003cp>Early last year, safe streets advocates, alarmed by a spike in fatalities that left 2013 with the highest number of pedestrian deaths in six years, called on the city to prioritize safety improvements on its most dangerous streets.\u003c/p>\n\u003cp>“We’ve gotten to a crisis point with the number of people that have died in our city,” Nicole Schneider, the executive director of Walk San Francisco, \u003ca href=\"http://sf.streetsblog.org/2014/01/02/sfpd-arrests-two-drivers-after-holiday-spate-of-pedestrian-deaths/\" target=\"_blank\" rel=\"noopener\">told Streetsblog San Francisco\u003c/a>.\u003c/p>\n\u003cp>That year, 21 pedestrians died, the most since 2007, and four bicyclists were killed.\u003c/p>\n\u003cp>The city responded to a grass-roots safe streets advocacy movement \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">by adopting Vision Zero\u003c/a>, modeled after a \u003ca href=\"http://www.visionzeroinitiative.com/\" target=\"_blank\" rel=\"noopener\">safe streets initiative in Sweden\u003c/a>, which has an ambitious goal of ending all traffic deaths by 2024.\u003c/p>\n\u003cp>In 2014, 18 pedestrians were killed and three bicyclists died, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While deaths were down slightly compared with 2013, Schneider says the number can vary drastically from year to year. One way to better measure safety progress on the streets, she said, is to also consider the number of severe injury collisions.\u003c/p>\n\u003cp>On average, according to data from the city’s \u003ca href=\"http://walkfirst.sfplanning.org/\" target=\"_blank\" rel=\"noopener\">Walk First\u003c/a> program, more than 100 pedestrians are “severely injured or killed” each year, while about 800 are injured.\u003c/p>\n\u003cp>According to the \u003ca href=\"http://www.sfcta.org/sites/default/files/content/Executive/Meetings/visionzero/12/Item%203%20Attachments%20-%20Combined.pdf\">most recent report\u003c/a> from the San Francisco Police Department, there were 144 severe injury collisions as of early December, a decline of 16 percent from the previous year. In 2013, there were 171 severe injury collisions.\u003c/p>\n\u003cp>City transportation planners studied more than 2,000 collisions involving pedestrians in recent years and found that 60 percent of severe injuries and deaths occur on just 6 percent of streets, mostly in the Tenderloin, South of Market and North Beach.\u003c/p>\n\u003cp>Many of those streets are \u003ca href=\"http://www.smartgrowthamerica.org/research/dangerous-by-design/dbd2014/national-overview/\">dangerous by design\u003c/a>, say advocates, and encourage speed and bad driving behavior. That’s why city officials have eyed those streets for near and long-term improvements under Vision Zero.\u003c/p>\n\u003cp>While San Francisco police have \u003ca href=\"http://www.sfexaminer.com/sanfrancisco/sf-is-receiving-vehicle-collision-data-faster-with-new-database/Content?oid=2650160\" target=\"_blank\" rel=\"noopener\">improved the department’s database\u003c/a>, there is currently no central database on collisions that is easily accessible to other city departments.\u003c/p>\n\u003cp>That is about to change now that the San Francisco Department of Public Health has hired an epidemiologist whose job will be to take collision injury data from a variety of sources and combine it into a first-of-its-kind central database, said health department spokeswoman Rachael Kagan.\u003c/p>\n\u003cp>“We’ll have a fuller picture than ever before of pedestrian fatalities and injuries,” said Kagan, adding that no other city that she’s aware of has created such a database for pedestrian injuries and deaths.\u003c/p>\n\u003cp>The data, including demographics, will be culled from the police and fire departments, San Francisco General Hospital, the medical examiner and the SFMTA, said Kagan.\u003c/p>\n\u003cp>Schneider said city officials will be able to more closely analyze the data, and “that will be really important and a good indicator and benchmark of how we’re doing each year.” It will also inform enforcement and planning efforts.\u003c/p>\n\u003cp>While the city has ramped up planning safe streets projects, and targeted a number for completion over the next five years, advocates say the city has to move quicker in 2015 to reduce deaths, and meet its Vision Zero goals.\u003c/p>\n\u003cp>“We really can’t wait much longer, to be honest, in terms of getting projects on the ground, ” said Schneider. “We have community members and survivors and people who have lost loved ones that really want to see this change happen.”\u003c/p>\n\u003cp>Paul Rose, a spokesman for the Municipal Transportation Agency, said two transportation funding measures approved by voters in November will make it easier to move forward on street safety projects.\u003c/p>\n\u003cp class=\"p1\">“As we head into the next year, we are fully prepared to be as aggressive as possible to make these projects a reality, and get them on our streets to make them as safe as possible,” said Rose.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Map produced by Lisa Pickoff-White with data from Walk SF and the SFMTA.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Early last year, safe streets advocates, alarmed by a spike in fatalities that left 2013 with the highest number of pedestrian deaths in six years, called on the city to prioritize safety improvements on its most dangerous streets.\u003c/p>\n\u003cp>“We’ve gotten to a crisis point with the number of people that have died in our city,” Nicole Schneider, the executive director of Walk San Francisco, \u003ca href=\"http://sf.streetsblog.org/2014/01/02/sfpd-arrests-two-drivers-after-holiday-spate-of-pedestrian-deaths/\" target=\"_blank\" rel=\"noopener\">told Streetsblog San Francisco\u003c/a>.\u003c/p>\n\u003cp>That year, 21 pedestrians died, the most since 2007, and four bicyclists were killed.\u003c/p>\n\u003cp>The city responded to a grass-roots safe streets advocacy movement \u003ca href=\"http://ww2.kqed.org/news/2014/03/06/sf-takes-step-toward-goal-of-zero-traffic-deaths-in-10-years/\" target=\"_blank\" rel=\"noopener\">by adopting Vision Zero\u003c/a>, modeled after a \u003ca href=\"http://www.visionzeroinitiative.com/\" target=\"_blank\" rel=\"noopener\">safe streets initiative in Sweden\u003c/a>, which has an ambitious goal of ending all traffic deaths by 2024.\u003c/p>\n\u003cp>In 2014, 18 pedestrians were killed and three bicyclists died, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While deaths were down slightly compared with 2013, Schneider says the number can vary drastically from year to year. One way to better measure safety progress on the streets, she said, is to also consider the number of severe injury collisions.\u003c/p>\n\u003cp>On average, according to data from the city’s \u003ca href=\"http://walkfirst.sfplanning.org/\" target=\"_blank\" rel=\"noopener\">Walk First\u003c/a> program, more than 100 pedestrians are “severely injured or killed” each year, while about 800 are injured.\u003c/p>\n\u003cp>According to the \u003ca href=\"http://www.sfcta.org/sites/default/files/content/Executive/Meetings/visionzero/12/Item%203%20Attachments%20-%20Combined.pdf\">most recent report\u003c/a> from the San Francisco Police Department, there were 144 severe injury collisions as of early December, a decline of 16 percent from the previous year. In 2013, there were 171 severe injury collisions.\u003c/p>\n\u003cp>City transportation planners studied more than 2,000 collisions involving pedestrians in recent years and found that 60 percent of severe injuries and deaths occur on just 6 percent of streets, mostly in the Tenderloin, South of Market and North Beach.\u003c/p>\n\u003cp>Many of those streets are \u003ca href=\"http://www.smartgrowthamerica.org/research/dangerous-by-design/dbd2014/national-overview/\">dangerous by design\u003c/a>, say advocates, and encourage speed and bad driving behavior. That’s why city officials have eyed those streets for near and long-term improvements under Vision Zero.\u003c/p>\n\u003cp>While San Francisco police have \u003ca href=\"http://www.sfexaminer.com/sanfrancisco/sf-is-receiving-vehicle-collision-data-faster-with-new-database/Content?oid=2650160\" target=\"_blank\" rel=\"noopener\">improved the department’s database\u003c/a>, there is currently no central database on collisions that is easily accessible to other city departments.\u003c/p>\n\u003cp>That is about to change now that the San Francisco Department of Public Health has hired an epidemiologist whose job will be to take collision injury data from a variety of sources and combine it into a first-of-its-kind central database, said health department spokeswoman Rachael Kagan.\u003c/p>\n\u003cp>“We’ll have a fuller picture than ever before of pedestrian fatalities and injuries,” said Kagan, adding that no other city that she’s aware of has created such a database for pedestrian injuries and deaths.\u003c/p>\n\u003cp>The data, including demographics, will be culled from the police and fire departments, San Francisco General Hospital, the medical examiner and the SFMTA, said Kagan.\u003c/p>\n\u003cp>Schneider said city officials will be able to more closely analyze the data, and “that will be really important and a good indicator and benchmark of how we’re doing each year.” It will also inform enforcement and planning efforts.\u003c/p>\n\u003cp>While the city has ramped up planning safe streets projects, and targeted a number for completion over the next five years, advocates say the city has to move quicker in 2015 to reduce deaths, and meet its Vision Zero goals.\u003c/p>\n\u003cp>“We really can’t wait much longer, to be honest, in terms of getting projects on the ground, ” said Schneider. “We have community members and survivors and people who have lost loved ones that really want to see this change happen.”\u003c/p>\n\u003cp>Paul Rose, a spokesman for the Municipal Transportation Agency, said two transportation funding measures approved by voters in November will make it easier to move forward on street safety projects.\u003c/p>\n\u003cp class=\"p1\">“As we head into the next year, we are fully prepared to be as aggressive as possible to make these projects a reality, and get them on our streets to make them as safe as possible,” said Rose.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Map produced by Lisa Pickoff-White with data from Walk SF and the SFMTA.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"link": "https://www.cityarts.net",
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},
"closealltabs": {
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"order": 9
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"meta": {
"site": "radio",
"source": "WNYC"
},
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"id": "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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"hidden-brain": {
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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"hyphenacion": {
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
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"jerrybrown": {
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"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
},
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"rss": "https://rss.art19.com/masters-of-scale"
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},
"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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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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},
"morning-edition": {
"id": "morning-edition",
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"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.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
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"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",
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},
"link": "/radio/program/on-the-media",
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"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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},
"link": "/radio/program/pbs-newshour",
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"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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},
"perspectives": {
"id": "perspectives",
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"tagline": "KQED's series of daily listener commentaries since 1991",
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"order": 14
},
"link": "/perspectives",
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"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"meta": {
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},
"link": "/radio/program/planet-money",
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