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"content": "\u003cp>A year and a half after a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">devastating 2024 car crash\u003c/a> that killed a family of four outside Muni’s West Portal station and shook San Francisco, city officials on Wednesday touted the completion of a long-awaited redesign of the streetscape.\u003c/p>\n\u003cp>The project features new barriers, a bike-share station and polka-dot street murals designating pedestrian zones around “the horseshoe,” the half-circle outside the station at Ulloa Street and West Portal Avenue. It is intended to provide safer and “more welcoming access” for the 5,000 daily riders who board at West Portal, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In addition to it being safer, it is more beautiful. So you are standing on this great design that the folks at the MTA came up with, and I love it,” Supervisor Myrna Melgar, whose district includes the neighborhood, said as trains chirped in and out of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>West Portal station is a key connection point in San Francisco’s transportation system. Three rail lines and two bus routes serving \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">55,000\u003c/a> daily passengers pass through the station, where the tunnel links the light rail lines to the Market Street Subway, according to the SFMTA.\u003c/p>\n\u003cp>Melgar, who recently authored \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the city’s new Street Safety Act\u003c/a>, and former Mayor London Breed asked SFMTA to \u003ca href=\"https://www.sfmta.com/projects/west-portal-station-safety-and-community-space-improvements\">reconfigure\u003c/a> the intersection last year after the tragic crash on March 16, 2024.\u003c/p>\n\u003cfigure id=\"attachment_12021180\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was the day driver Mary Fong Lau, then 78, struck and killed a family waiting for a bus to the San Francisco Zoo. The victims were identified as Diego Cardoso de Oliveira, Matilde Moncada Ramos Pinto and their two young sons, 1-year-old Joaquin Ramos Pinto de Oliveira and 3-month-old Cauê Ramos Pinto do Oliveira, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">\u003cem>San Francisco Chronicle\u003c/em>\u003c/a> reported.\u003c/p>\n\u003cp>Prosecutors said Lau, who was charged with felony vehicular manslaughter, was driving her Mercedes SUV between 65 and 72 mph at the time of the collision. Lau pleaded not guilty in July, according to the \u003ca href=\"https://sfstandard.com/2024/07/05/mary-fong-lau-west-portal-crash-pleads-not-guilty/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The crash drew public outcry over the stop’s lack of street safety improvements and renewed criticism over the city’s failure to curb pedestrian traffic fatalities under the Vision Zero initiative, which expired at the end of last year.\u003c/p>\n\u003cp>In response, transit officials proposed safety upgrades to the intersection, which have rolled out \u003ca href=\"https://abc7news.com/post/changes-come-san-francisco-west-portal-intersection-year-family-4-killed-crash/16048064/\">slowly\u003c/a> throughout the year.[aside postID=news_11992918 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg']Some \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">local businesses and residents opposed the plan\u003c/a>, saying safety improvements would restrict car traffic. Melgar, SFMTA staff and members of the West Portal Merchants Association all addressed the controversy over the changes at the event, which speakers said was — somewhat — resolved through compromise.\u003c/p>\n\u003cp>“When you go to mediation, you come out a little unhappy, a little happy,” said Kerry Riordan Sykes, a West Portal business owner and neighbor who served on a \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">committee\u003c/a> approving the changes. “And that’s kind of how we came out with this. But overall … if the goal was … holistically, to make West Portal safer and the traffic calmer out here, has that goal been reached? Yes.”\u003c/p>\n\u003cp>The project drew to a close just days after the city’s 13th pedestrian fatality this year. On Oct. 4, 30-year-old Binod Budhathoki, a Nepalese immigrant, was crossing Cortland Avenue at Anderson Street when he was struck by a hit-and-run driver, according to San Francisco police and the Office of the Chief Medical Examiner. Budhathoki was walking home from a celebration of Dashain, one of Nepal’s most important festivals, at the time of the crash, according to a \u003ca href=\"https://www.gofundme.com/f/in-loving-memory-of-Binoj-budhathoki-support-for-family\">GoFundMe campaign \u003c/a>launched by the Non-Resident Nepali Association of California.\u003c/p>\n\u003cp>Perla Rosario Henriquez Ulloa, 21, of San Francisco, was arrested and charged with felony hit-and-run, hit-and-run incident that results in death, vehicular manslaughter, destroying or concealing evidence and basic speed law, according to the SFPD.\u003c/p>\n\u003cp>Last year, 24 pedestrians were killed in vehicle crashes, the highest number in nearly two decades.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/shotchkiss\">\u003cem>Sarah Hotchkiss\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "City officials unveiled traffic safety improvements at the West Portal Muni station, where a family of four was hit and killed last year, galvanizing efforts to reduce pedestrian fatalities. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A year and a half after a \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">devastating 2024 car crash\u003c/a> that killed a family of four outside Muni’s West Portal station and shook San Francisco, city officials on Wednesday touted the completion of a long-awaited redesign of the streetscape.\u003c/p>\n\u003cp>The project features new barriers, a bike-share station and polka-dot street murals designating pedestrian zones around “the horseshoe,” the half-circle outside the station at Ulloa Street and West Portal Avenue. It is intended to provide safer and “more welcoming access” for the 5,000 daily riders who board at West Portal, according to the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“In addition to it being safer, it is more beautiful. So you are standing on this great design that the folks at the MTA came up with, and I love it,” Supervisor Myrna Melgar, whose district includes the neighborhood, said as trains chirped in and out of the Twin Peaks Tunnel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>West Portal station is a key connection point in San Francisco’s transportation system. Three rail lines and two bus routes serving \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">55,000\u003c/a> daily passengers pass through the station, where the tunnel links the light rail lines to the Market Street Subway, according to the SFMTA.\u003c/p>\n\u003cp>Melgar, who recently authored \u003ca href=\"https://www.kqed.org/news/12055304/after-vision-zero-san-francisco-looks-to-a-new-approach-to-traffic-safety\">the city’s new Street Safety Act\u003c/a>, and former Mayor London Breed asked SFMTA to \u003ca href=\"https://www.sfmta.com/projects/west-portal-station-safety-and-community-space-improvements\">reconfigure\u003c/a> the intersection last year after the tragic crash on March 16, 2024.\u003c/p>\n\u003cfigure id=\"attachment_12021180\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12021180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers wait to board the L Bus outside of West Portal Station in San Francisco on Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That was the day driver Mary Fong Lau, then 78, struck and killed a family waiting for a bus to the San Francisco Zoo. The victims were identified as Diego Cardoso de Oliveira, Matilde Moncada Ramos Pinto and their two young sons, 1-year-old Joaquin Ramos Pinto de Oliveira and 3-month-old Cauê Ramos Pinto do Oliveira, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/west-portal-driver-charges-19552262.php\">\u003cem>San Francisco Chronicle\u003c/em>\u003c/a> reported.\u003c/p>\n\u003cp>Prosecutors said Lau, who was charged with felony vehicular manslaughter, was driving her Mercedes SUV between 65 and 72 mph at the time of the collision. Lau pleaded not guilty in July, according to the \u003ca href=\"https://sfstandard.com/2024/07/05/mary-fong-lau-west-portal-crash-pleads-not-guilty/\">\u003cem>San Francisco Standard\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The crash drew public outcry over the stop’s lack of street safety improvements and renewed criticism over the city’s failure to curb pedestrian traffic fatalities under the Vision Zero initiative, which expired at the end of last year.\u003c/p>\n\u003cp>In response, transit officials proposed safety upgrades to the intersection, which have rolled out \u003ca href=\"https://abc7news.com/post/changes-come-san-francisco-west-portal-intersection-year-family-4-killed-crash/16048064/\">slowly\u003c/a> throughout the year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Some \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">local businesses and residents opposed the plan\u003c/a>, saying safety improvements would restrict car traffic. Melgar, SFMTA staff and members of the West Portal Merchants Association all addressed the controversy over the changes at the event, which speakers said was — somewhat — resolved through compromise.\u003c/p>\n\u003cp>“When you go to mediation, you come out a little unhappy, a little happy,” said Kerry Riordan Sykes, a West Portal business owner and neighbor who served on a \u003ca href=\"https://www.sfmta.com/press-releases/press-release-san-francisco-city-leaders-join-west-portal-community-announce-completion-street-and-traffic-safety-and-beautification-improvements\">committee\u003c/a> approving the changes. “And that’s kind of how we came out with this. But overall … if the goal was … holistically, to make West Portal safer and the traffic calmer out here, has that goal been reached? Yes.”\u003c/p>\n\u003cp>The project drew to a close just days after the city’s 13th pedestrian fatality this year. On Oct. 4, 30-year-old Binod Budhathoki, a Nepalese immigrant, was crossing Cortland Avenue at Anderson Street when he was struck by a hit-and-run driver, according to San Francisco police and the Office of the Chief Medical Examiner. Budhathoki was walking home from a celebration of Dashain, one of Nepal’s most important festivals, at the time of the crash, according to a \u003ca href=\"https://www.gofundme.com/f/in-loving-memory-of-Binoj-budhathoki-support-for-family\">GoFundMe campaign \u003c/a>launched by the Non-Resident Nepali Association of California.\u003c/p>\n\u003cp>Perla Rosario Henriquez Ulloa, 21, of San Francisco, was arrested and charged with felony hit-and-run, hit-and-run incident that results in death, vehicular manslaughter, destroying or concealing evidence and basic speed law, according to the SFPD.\u003c/p>\n\u003cp>Last year, 24 pedestrians were killed in vehicle crashes, the highest number in nearly two decades.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/shotchkiss\">\u003cem>Sarah Hotchkiss\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>California’s public utility watchdog has launched an investigation \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">into what caused a Muni train\u003c/a> to barrel through a planned stop and come to a sudden halt in the middle of the road last week.\u003c/p>\n\u003cp>The California Public Utilities Commission said it is looking into the Sept. 24 mishap, which left passengers on the N Judah frightened that their train could have derailed or crashed into pedestrians or vehicles.\u003c/p>\n\u003cp>Shortly before 9 a.m., the train sped through its stop outside the East Portal of the Sunset Tunnel, commuters said, merging onto Duboce Avenue and taking multiple S curves in the track at top speed, knocking passengers standing in its packed aisles onto the floor.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Riders said the train didn’t begin to brake for multiple seconds after emerging from the tunnel, then finally slammed to a stop about a half-block later. Some told KQED that as they evacuated the train with little explanation, they smelled burning plastic.\u003c/p>\n\u003cp>Dani Serafica, who was in the first car of the train, told KQED that at that point, the driver emerged from the control booth visibly distressed, yelling that the brakes had not worked.\u003c/p>\n\u003cp>But Muni said in a statement that its own preliminary investigation found no mechanical issues with the train, raising questions about potential human error.[aside postID=news_12057465 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250325-ApartmentsonWestside-21-BL_qed.jpg']“Our initial review shows the train was mechanically sound and operating as designed, but we are taking a closer look at every aspect of what happened,” the agency said.\u003c/p>\n\u003cp>And so far in the CPUC’s investigation, the commission said it has confirmed that there is no ongoing systemic risk to passengers related to last week’s incident. The CPUC is tasked with overseeing rail transit safety in the state and investigating reports of injuries or damage.\u003c/p>\n\u003cp>The state investigation comes as several frightened passengers said they’ve received little explanation from the San Francisco Municipal Transportation Agency about the dangerous incident.\u003c/p>\n\u003cp>Riders who spoke with KQED said they submitted complaints to the agency last week and received a stock response thanking them for their concern and assuring them that an investigation was ongoing. Several said they hadn’t heard any update from SFMTA.\u003c/p>\n\u003cp>Multiple riders who were in the front car of the train told KQED they didn’t notice anything out of the ordinary with regard to the driver before the abrupt stop, but one teenager who was riding the train to school \u003ca href=\"https://sfstandard.com/2025/09/29/muni-wild-ride-njudah/\">told the \u003cem>San Francisco Standard\u003c/em>\u003c/a> on Tuesday that she had seen the operator slumped over the control board when she got on at the stop just before the Sunset Tunnel.\u003c/p>\n\u003cp>SFMTA said it could not provide details on the investigation related to personnel. Both investigations are ongoing.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California’s public utility watchdog has launched an investigation \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">into what caused a Muni train\u003c/a> to barrel through a planned stop and come to a sudden halt in the middle of the road last week.\u003c/p>\n\u003cp>The California Public Utilities Commission said it is looking into the Sept. 24 mishap, which left passengers on the N Judah frightened that their train could have derailed or crashed into pedestrians or vehicles.\u003c/p>\n\u003cp>Shortly before 9 a.m., the train sped through its stop outside the East Portal of the Sunset Tunnel, commuters said, merging onto Duboce Avenue and taking multiple S curves in the track at top speed, knocking passengers standing in its packed aisles onto the floor.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Riders said the train didn’t begin to brake for multiple seconds after emerging from the tunnel, then finally slammed to a stop about a half-block later. Some told KQED that as they evacuated the train with little explanation, they smelled burning plastic.\u003c/p>\n\u003cp>Dani Serafica, who was in the first car of the train, told KQED that at that point, the driver emerged from the control booth visibly distressed, yelling that the brakes had not worked.\u003c/p>\n\u003cp>But Muni said in a statement that its own preliminary investigation found no mechanical issues with the train, raising questions about potential human error.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Our initial review shows the train was mechanically sound and operating as designed, but we are taking a closer look at every aspect of what happened,” the agency said.\u003c/p>\n\u003cp>And so far in the CPUC’s investigation, the commission said it has confirmed that there is no ongoing systemic risk to passengers related to last week’s incident. The CPUC is tasked with overseeing rail transit safety in the state and investigating reports of injuries or damage.\u003c/p>\n\u003cp>The state investigation comes as several frightened passengers said they’ve received little explanation from the San Francisco Municipal Transportation Agency about the dangerous incident.\u003c/p>\n\u003cp>Riders who spoke with KQED said they submitted complaints to the agency last week and received a stock response thanking them for their concern and assuring them that an investigation was ongoing. Several said they hadn’t heard any update from SFMTA.\u003c/p>\n\u003cp>Multiple riders who were in the front car of the train told KQED they didn’t notice anything out of the ordinary with regard to the driver before the abrupt stop, but one teenager who was riding the train to school \u003ca href=\"https://sfstandard.com/2025/09/29/muni-wild-ride-njudah/\">told the \u003cem>San Francisco Standard\u003c/em>\u003c/a> on Tuesday that she had seen the operator slumped over the control board when she got on at the stop just before the Sunset Tunnel.\u003c/p>\n\u003cp>SFMTA said it could not provide details on the investigation related to personnel. Both investigations are ongoing.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>On July 21, Janarden Dangi was working a dinner shift at Nepa Indian Cuisine, a restaurant near Divisadero and Fell streets in San Francisco’s Panhandle neighborhood, when he saw flashing police lights.\u003c/p>\n\u003cp>Outside, he joined a small crowd looking out at a gruesome scene — a crash between two pedestrians and a rider of an electric-powered vehicle — near the intersection around 11 p.m.\u003c/p>\n\u003cp>Dangi saw a “white-haired” man lying on the pavement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“He was half covered by his helmet,” Dangi said. “It was really bad.”\u003c/p>\n\u003cp>In its initial report, San Francisco Police stated that the person, identified as Matthias Mederer, 64, was riding an e-bike at the time of the crash, which also injured two people.\u003c/p>\n\u003cfigure id=\"attachment_12051548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in the days and weeks following, confusion arose: was it an e-bike, which doesn’t require a special license to operate — or something else?\u003c/p>\n\u003cp>Following multiple fatalities caused by electric devices in San Francisco, traffic safety advocates are pointing to a need for stronger regulation and classification for electric-powered or motorized modes of transportation.\u003c/p>\n\u003cp>The stakes, said Christopher White, executive director of the San Francisco Bike Coalition, can be life or death.\u003c/p>\n\u003cp>“We just want to make sure that the public has the information that is true and accurate,” White said. “That is what should be guiding policies that develop to keep people safer on the streets.”\u003c/p>\n\u003cp>In a subsequent statement to KQED on Aug. 8, SFPD again reiterated that the crash involved an e-bike.[aside postID=news_12049286 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/GettyImages-947735006-1020x682.jpg']The San Francisco Bike Coalition, however, said that based on eyewitness accounts and videos \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1m7mqdq/ebike_barrels_into_pedestrian_at_fell_and/\">circulating\u003c/a> online, they believe Mederer was riding a more powerful, faster vehicle, most likely an e-moped, which requires a motorcycle license.\u003c/p>\n\u003cp>Dangi also told KQED that the vehicle in question appeared to be “a modified moped.”\u003c/p>\n\u003cp>“It was not a proper motorbike,” Dangi said. “It was modified with a big sound.”\u003c/p>\n\u003cp>Dangi added that the corner is often busy and that “people have to be very careful in this intersection.”\u003c/p>\n\u003cp>The tragedy unfolded against the backdrop of ongoing conversations among state legislators on the prevalence of e-bikes and motorized scooters, and a possible need for increased safety laws.\u003c/p>\n\u003cp>Under California law, the term “e-bike” can only apply to three classes of electric bicycles with pedals that are capped at 28 miles per hour.\u003c/p>\n\u003cp>White said they’re commonly confused and misreported as e-mopeds and e-motorbikes: vehicles that go way above that speed and require a motorcycle license.\u003c/p>\n\u003cp>“It can propagate narratives in the minds of the public that are not true about the safety or lack of safety of different devices,” White said.\u003c/p>\n\u003cp>White pointed to a fatal collision on Market and Sixth streets just days before the fatal accident on July 21 as a case study: an elderly pedestrian was \u003ca href=\"https://www.kqed.org/news/12049286/77-year-old-pedestrian-dies-in-sf-after-being-struck-by-an-electric-scooter\">struck by an electric scooter\u003c/a> on July 18 while he crossed the intersection, later succumbing to his injuries at a local hospital.\u003c/p>\n\u003cfigure id=\"attachment_12051547\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051547\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus waits at the intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When SFPD initially responded to the scene, it reported that the vehicle involved was a Lime e-scooter, but \u003ca href=\"https://sfbike.org/news/pedestrian-killed-at-intersection-of-market-and-6th-street/\">later\u003c/a> said it remained unclear what kind of scooter it was. Lime also confirmed that the rider was not on one of the company’s electric scooters.\u003c/p>\n\u003cp>The distinction is significant, White said, because electric scooters have their own classification and the California DMV mandates a 15 mph limit for motorized scooters.\u003c/p>\n\u003cp>But still, with reports on all sides unconfirmed, the gray area in how motorized devices are classified is starkly apparent.\u003c/p>\n\u003cp>White recommended that the city develop what he called a “hierarchy of road vulnerability,” or an awareness campaign about the kinds of vehicles on streets and what dangers they pose to pedestrians.\u003c/p>\n\u003cp>“Those on the streets who can cause more harm to others because of the speed or the heaviness of their vehicles or devices, bear greater responsibility,” White said. “To keep more vulnerable road users, whether that’s pedestrians, seniors, people with disabilities, safe in how they behave.”[aside postID=news_12050882 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0003_GH-KQED.jpg']In a \u003ca href=\"https://www.calbike.org/e-bikes-on-the-agenda-for-california-legislature-in-2025/\">statement\u003c/a> posted to its website, the California Bicycle Coalition’s Jared Sanchez pointed to a greater need for “cleaning up the gray areas in e-bike classification.”\u003c/p>\n\u003cp>The coalition, also called CalBike, said it saw promise in a bill from state Sen. Catherine Blakespear (D-San Diego), SB 455, which did not survive the Senate Appropriations Committee back in May.\u003c/p>\n\u003cp>SB 455 would have strengthened existing e-bike regulations, as well as penalized manufacturers who sell high-speed motorized bikes to underage riders as e-bikes.\u003c/p>\n\u003cp>White echoed CalBike’s focus on the role that manufacturers play in street safety. He said that frequently, they don’t share enough information about what they’re actually selling to the public.\u003c/p>\n\u003cp>“We would love to see greater oversight of that at the state level,” White said. “To make sure that people understand what they are buying and understand the rules of the road related to those devices.”\u003c/p>\n\u003cp>The pedestrian safety advocacy group Walk SF this week released a statement that three-quarters of the 11 pedestrian fatalities so far in 2025 have been senior citizens. This followed the death of an 83-year-old hit on Aug. 2 in the city’s Ingleside neighborhood, Walk SF \u003ca href=\"https://walksf.org/news/for-reporters/press-releases/media-advisory-ocean-lee-pedestrian-death-2025/\">reported\u003c/a>.\u003c/p>\n\u003cp>In June, Walk SF spokesperson Marta Lindsey told KQED that the fact that most of the deaths have been senior citizens only points more to how traffic safety affects the city’s most vulnerable populations.\u003c/p>\n\u003cp>“What kind of city is San Francisco when our seniors are getting hit and killed?” Lindsey said. “Investing in the changes needed on our streets to make sure everyone of every age is actually safe is a win for everyone.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a> \u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>On July 21, Janarden Dangi was working a dinner shift at Nepa Indian Cuisine, a restaurant near Divisadero and Fell streets in San Francisco’s Panhandle neighborhood, when he saw flashing police lights.\u003c/p>\n\u003cp>Outside, he joined a small crowd looking out at a gruesome scene — a crash between two pedestrians and a rider of an electric-powered vehicle — near the intersection around 11 p.m.\u003c/p>\n\u003cp>Dangi saw a “white-haired” man lying on the pavement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“He was half covered by his helmet,” Dangi said. “It was really bad.”\u003c/p>\n\u003cp>In its initial report, San Francisco Police stated that the person, identified as Matthias Mederer, 64, was riding an e-bike at the time of the crash, which also injured two people.\u003c/p>\n\u003cfigure id=\"attachment_12051548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in the days and weeks following, confusion arose: was it an e-bike, which doesn’t require a special license to operate — or something else?\u003c/p>\n\u003cp>Following multiple fatalities caused by electric devices in San Francisco, traffic safety advocates are pointing to a need for stronger regulation and classification for electric-powered or motorized modes of transportation.\u003c/p>\n\u003cp>The stakes, said Christopher White, executive director of the San Francisco Bike Coalition, can be life or death.\u003c/p>\n\u003cp>“We just want to make sure that the public has the information that is true and accurate,” White said. “That is what should be guiding policies that develop to keep people safer on the streets.”\u003c/p>\n\u003cp>In a subsequent statement to KQED on Aug. 8, SFPD again reiterated that the crash involved an e-bike.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The San Francisco Bike Coalition, however, said that based on eyewitness accounts and videos \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1m7mqdq/ebike_barrels_into_pedestrian_at_fell_and/\">circulating\u003c/a> online, they believe Mederer was riding a more powerful, faster vehicle, most likely an e-moped, which requires a motorcycle license.\u003c/p>\n\u003cp>Dangi also told KQED that the vehicle in question appeared to be “a modified moped.”\u003c/p>\n\u003cp>“It was not a proper motorbike,” Dangi said. “It was modified with a big sound.”\u003c/p>\n\u003cp>Dangi added that the corner is often busy and that “people have to be very careful in this intersection.”\u003c/p>\n\u003cp>The tragedy unfolded against the backdrop of ongoing conversations among state legislators on the prevalence of e-bikes and motorized scooters, and a possible need for increased safety laws.\u003c/p>\n\u003cp>Under California law, the term “e-bike” can only apply to three classes of electric bicycles with pedals that are capped at 28 miles per hour.\u003c/p>\n\u003cp>White said they’re commonly confused and misreported as e-mopeds and e-motorbikes: vehicles that go way above that speed and require a motorcycle license.\u003c/p>\n\u003cp>“It can propagate narratives in the minds of the public that are not true about the safety or lack of safety of different devices,” White said.\u003c/p>\n\u003cp>White pointed to a fatal collision on Market and Sixth streets just days before the fatal accident on July 21 as a case study: an elderly pedestrian was \u003ca href=\"https://www.kqed.org/news/12049286/77-year-old-pedestrian-dies-in-sf-after-being-struck-by-an-electric-scooter\">struck by an electric scooter\u003c/a> on July 18 while he crossed the intersection, later succumbing to his injuries at a local hospital.\u003c/p>\n\u003cfigure id=\"attachment_12051547\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051547\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus waits at the intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When SFPD initially responded to the scene, it reported that the vehicle involved was a Lime e-scooter, but \u003ca href=\"https://sfbike.org/news/pedestrian-killed-at-intersection-of-market-and-6th-street/\">later\u003c/a> said it remained unclear what kind of scooter it was. Lime also confirmed that the rider was not on one of the company’s electric scooters.\u003c/p>\n\u003cp>The distinction is significant, White said, because electric scooters have their own classification and the California DMV mandates a 15 mph limit for motorized scooters.\u003c/p>\n\u003cp>But still, with reports on all sides unconfirmed, the gray area in how motorized devices are classified is starkly apparent.\u003c/p>\n\u003cp>White recommended that the city develop what he called a “hierarchy of road vulnerability,” or an awareness campaign about the kinds of vehicles on streets and what dangers they pose to pedestrians.\u003c/p>\n\u003cp>“Those on the streets who can cause more harm to others because of the speed or the heaviness of their vehicles or devices, bear greater responsibility,” White said. “To keep more vulnerable road users, whether that’s pedestrians, seniors, people with disabilities, safe in how they behave.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a \u003ca href=\"https://www.calbike.org/e-bikes-on-the-agenda-for-california-legislature-in-2025/\">statement\u003c/a> posted to its website, the California Bicycle Coalition’s Jared Sanchez pointed to a greater need for “cleaning up the gray areas in e-bike classification.”\u003c/p>\n\u003cp>The coalition, also called CalBike, said it saw promise in a bill from state Sen. Catherine Blakespear (D-San Diego), SB 455, which did not survive the Senate Appropriations Committee back in May.\u003c/p>\n\u003cp>SB 455 would have strengthened existing e-bike regulations, as well as penalized manufacturers who sell high-speed motorized bikes to underage riders as e-bikes.\u003c/p>\n\u003cp>White echoed CalBike’s focus on the role that manufacturers play in street safety. He said that frequently, they don’t share enough information about what they’re actually selling to the public.\u003c/p>\n\u003cp>“We would love to see greater oversight of that at the state level,” White said. “To make sure that people understand what they are buying and understand the rules of the road related to those devices.”\u003c/p>\n\u003cp>The pedestrian safety advocacy group Walk SF this week released a statement that three-quarters of the 11 pedestrian fatalities so far in 2025 have been senior citizens. This followed the death of an 83-year-old hit on Aug. 2 in the city’s Ingleside neighborhood, Walk SF \u003ca href=\"https://walksf.org/news/for-reporters/press-releases/media-advisory-ocean-lee-pedestrian-death-2025/\">reported\u003c/a>.\u003c/p>\n\u003cp>In June, Walk SF spokesperson Marta Lindsey told KQED that the fact that most of the deaths have been senior citizens only points more to how traffic safety affects the city’s most vulnerable populations.\u003c/p>\n\u003cp>“What kind of city is San Francisco when our seniors are getting hit and killed?” Lindsey said. “Investing in the changes needed on our streets to make sure everyone of every age is actually safe is a win for everyone.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a> \u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>All aboard the “Trippy Train.”\u003c/p>\n\u003cp>Beginning Tuesday, the San Francisco Municipal Transit Agency is rolling out three Grateful Dead-inspired Muni vehicles, wrapped in fluorescent florals and psychedelic-inspired graphics, ready to transport riders back to the Summer of Love.\u003c/p>\n\u003cp>“There’s no better place to celebrate 60 years of the Grateful Dead than right here in San Francisco, and now that legacy is rolling through our neighborhoods literally,” Mayor Daniel Lurie said at a press conference on Tuesday morning.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Franciscans riding the 5 Fulton, 7 Haight/Noriega or N Judah routes might get lucky enough to take a long, strange trip on one of the ‘60s-inspired, tie-dye vehicles now through the end of the Dead & Company’s highly-anticipated run of outdoor concerts at Golden Gate Park’s Polo Fields Aug. 1–3.\u003c/p>\n\u003cp>The two “Psychedeli-Buses” and the “Trippy” Metro Train will be a part of the fleets on those standard routes for the next three weeks, and a few of the dozens of vehicles Muni plans to run to and from the shows, which are expected to draw tens of thousands to the city per night.\u003c/p>\n\u003cfigure id=\"attachment_12049214\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12049214\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain and Field Operations Bureau of the Golden Gate Division Angela Wilhelm (left) and Mayor Daniel Lurie (right) chat before boarding one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. Mayor Daniel Lurie and the SFMTA unveil one of several tie-dye Muni buses in celebration of the Dead & Company 60th anniversary concert. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most Muni wrap campaigns are targeted advertising — Kraft Heinz ran a more-than-$300,000 campaign in 2022 to cover 30 buses in Lunchable-inspired stacks of crackers, ham and cheese, according to a report by the \u003ca href=\"https://www.sfexaminer.com/news/the-city/how-much-money-muni-gets-for-those-lunchables-ads-and-why-it-matters/article_975e9704-4355-11ed-b1fb-ab8d1fce0497.html\">\u003cem>San Francisco Examiner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Muni is financing these Grateful Dead vehicles from the agency’s own marketing budget. SFMTA did not respond to questions about how much the three-bus campaign will cost, which comes as Muni is in a tight position financially. The transit agency is currently projecting annual deficits above \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">$300 million \u003c/a>beginning in 2026, fueled by low post-pandemic ridership and decreased funding sources, as it makes cuts to staff and services.[aside postID=arts_13978193 hero='https://cdn.kqed.org/wp-content/uploads/sites/2/2025/07/0-2000x1333.jpg']The funky additions to the fleet may be a part of a push to reach younger residents, a strategy that has included the launch of \u003ca href=\"https://themunistore.com/\">merchandise\u003c/a> with its iconic worm logo earlier this year and partnering with the \u003ca href=\"https://shop.sfcityfc.com/collections/jerseys\">SF City FC soccer club\u003c/a> on a new line of jerseys with the signature emblem across the chest. A special tie-dye Muni shirt is available in honor of the wrapped buses and shows.\u003c/p>\n\u003cp>Lurie said the concerts — and multitude of city events built up around them — are bringing visitors, and Muni riders, to the city, boosting the city’s economy and tourism industry.\u003c/p>\n\u003cp>“This is not just about the music,” he said. “These events are going to generate major economic revenue for the city of San Francisco … Hotel demand for Thursday, July 31 to Sunday, Aug. 3rd, is up an average of 53%, tourism industry leaders are reporting bookings from fans across the country and the world and small business owners right here on Haight say their sales have already seen a noticeable increase in foot traffic.”\u003c/p>\n\u003cp>With their limited run, a ride on the hippie bus may be as coveted as concert passes themselves. With three-day tickets starting at $635, VIP passes to the festival — which will also feature special guests Sturgill Simpson, Billy Strings and the Trey Anastasio Band — are listed \u003ca href=\"https://www.stubhub.com/dead-company-san-francisco-tickets-8-1-2025/event/158351685/?quantity=2\">for as much as $10,000\u003c/a> apiece on the resale site StubHub.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Deadheads rejoice: a trio of Grateful Dead-themed MUNI vehicles are hitting San Francisco streets. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>All aboard the “Trippy Train.”\u003c/p>\n\u003cp>Beginning Tuesday, the San Francisco Municipal Transit Agency is rolling out three Grateful Dead-inspired Muni vehicles, wrapped in fluorescent florals and psychedelic-inspired graphics, ready to transport riders back to the Summer of Love.\u003c/p>\n\u003cp>“There’s no better place to celebrate 60 years of the Grateful Dead than right here in San Francisco, and now that legacy is rolling through our neighborhoods literally,” Mayor Daniel Lurie said at a press conference on Tuesday morning.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Franciscans riding the 5 Fulton, 7 Haight/Noriega or N Judah routes might get lucky enough to take a long, strange trip on one of the ‘60s-inspired, tie-dye vehicles now through the end of the Dead & Company’s highly-anticipated run of outdoor concerts at Golden Gate Park’s Polo Fields Aug. 1–3.\u003c/p>\n\u003cp>The two “Psychedeli-Buses” and the “Trippy” Metro Train will be a part of the fleets on those standard routes for the next three weeks, and a few of the dozens of vehicles Muni plans to run to and from the shows, which are expected to draw tens of thousands to the city per night.\u003c/p>\n\u003cfigure id=\"attachment_12049214\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12049214\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/250722-DEADCOMUNI_00045_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain and Field Operations Bureau of the Golden Gate Division Angela Wilhelm (left) and Mayor Daniel Lurie (right) chat before boarding one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. Mayor Daniel Lurie and the SFMTA unveil one of several tie-dye Muni buses in celebration of the Dead & Company 60th anniversary concert. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Most Muni wrap campaigns are targeted advertising — Kraft Heinz ran a more-than-$300,000 campaign in 2022 to cover 30 buses in Lunchable-inspired stacks of crackers, ham and cheese, according to a report by the \u003ca href=\"https://www.sfexaminer.com/news/the-city/how-much-money-muni-gets-for-those-lunchables-ads-and-why-it-matters/article_975e9704-4355-11ed-b1fb-ab8d1fce0497.html\">\u003cem>San Francisco Examiner\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>Muni is financing these Grateful Dead vehicles from the agency’s own marketing budget. SFMTA did not respond to questions about how much the three-bus campaign will cost, which comes as Muni is in a tight position financially. The transit agency is currently projecting annual deficits above \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">$300 million \u003c/a>beginning in 2026, fueled by low post-pandemic ridership and decreased funding sources, as it makes cuts to staff and services.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The funky additions to the fleet may be a part of a push to reach younger residents, a strategy that has included the launch of \u003ca href=\"https://themunistore.com/\">merchandise\u003c/a> with its iconic worm logo earlier this year and partnering with the \u003ca href=\"https://shop.sfcityfc.com/collections/jerseys\">SF City FC soccer club\u003c/a> on a new line of jerseys with the signature emblem across the chest. A special tie-dye Muni shirt is available in honor of the wrapped buses and shows.\u003c/p>\n\u003cp>Lurie said the concerts — and multitude of city events built up around them — are bringing visitors, and Muni riders, to the city, boosting the city’s economy and tourism industry.\u003c/p>\n\u003cp>“This is not just about the music,” he said. “These events are going to generate major economic revenue for the city of San Francisco … Hotel demand for Thursday, July 31 to Sunday, Aug. 3rd, is up an average of 53%, tourism industry leaders are reporting bookings from fans across the country and the world and small business owners right here on Haight say their sales have already seen a noticeable increase in foot traffic.”\u003c/p>\n\u003cp>With their limited run, a ride on the hippie bus may be as coveted as concert passes themselves. With three-day tickets starting at $635, VIP passes to the festival — which will also feature special guests Sturgill Simpson, Billy Strings and the Trey Anastasio Band — are listed \u003ca href=\"https://www.stubhub.com/dead-company-san-francisco-tickets-8-1-2025/event/158351685/?quantity=2\">for as much as $10,000\u003c/a> apiece on the resale site StubHub.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Just Over Half of SF’s Speed Cameras Are Operational. What’s With the Slowdown?",
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"content": "\u003cp>Nearly two months after San Francisco \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">installed the first\u003c/a> of 33 speed safety cameras throughout the city, city transit officials told KQED there is no expected date for all the cameras to be made fully operational.\u003c/p>\n\u003cp>That means that the cameras will continue to issue $0 warning citations, instead of fines, for the foreseeable future, according to Shannon Hake, the Speed Safety Camera program manager for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>In a bid to make streets safer, San Francisco is attempting a five-year pilot of \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">speed safety cameras\u003c/a> after a 2023 bill — AB 645 — authorized six cities in the state to install cameras that automatically ticket drivers for speeding. Transit safety advocates have hailed the program as an effective tool to help reduce collisions on city streets. But delays are frustrating those same advocates who say there’s no time to waste in making streets safer.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Hake said the reason for the project’s uncertain completion date is due to a new permit process the city is undertaking with PG&E to hook up the new cameras.\u003c/p>\n\u003cp>“ This is the first time that any city in California is connecting speed cameras to an overall system. We’re excited, but that also means there’s no clear process for how to do this,” Hake said. “We’ve been working with PG&E very closely for months now to develop a process that makes sure that our cameras won’t overload their system.”\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>PG&E spokesperson Megan McFarland said that the San Francisco Public Utilities Commission is requesting to install the cameras under a “\u003ca href=\"https://www.pge.com/assets/pge/docs/about/doing-business-with-pge/wd-tariff.pdf\">wholesale distribution tariff\u003c/a>,” as opposed to under retail service, and that requires extra steps to “ensure community safety.”\u003c/p>\n\u003cp>“These types of connections are not allowed under the wholesale distribution tariff. PG&E agreed to provide SFPUC with an exception to the wholesale tariff and allow SFPUC to apply for wholesale service for the speed cameras — while PG&E negotiates an agreement to expedite this process in the future,” McFarland said.\u003c/p>\n\u003cp>According to McFarland, PG&E has provided the San Francisco Public Utilities Commission with a list of requirements for the safe installation of cameras, including “submitting requests through their online portal and providing a badge number for which speed cameras will be installed on which assets.”[aside postID=news_12032036 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg']“Once we have this information, PG&E looks forward to proceeding with this project safely and efficiently,” McFarland said.\u003c/p>\n\u003cp>AB 645 mandates that newly installed cameras must give out $0 warning citations for at least 60 days before they begin to issue citations. Currently, just 18 of the system’s total 33 cameras are operational. The system launched on March 20 with 12 cameras.\u003c/p>\n\u003cp>Hake said the agency will wait until all 33 of the cameras pass the 60-day warning period before issuing citations to avoid potential confusion among drivers.\u003c/p>\n\u003cp>“ Our intent from the beginning of the program has always been to have one moment when every camera switches from the warning period to the citation period,” Hake said.\u003c/p>\n\u003cp>SFMTA has said that speed is the\u003ca href=\"https://www.sfmta.com/media/39052/download?inline\"> leading cause of death\u003c/a> and serious injury on San Francisco’s streets, and that speed safety cameras are a “proven tool to address excessive speeding and reduce severe and fatal injury traffic collisions.”\u003c/p>\n\u003cp>Six pedestrians have been killed in San Francisco so far this year. One was fatally struck by a hit-and-run driver in the city’s Bayview neighborhood this week.\u003c/p>\n\u003cfigure id=\"attachment_12022941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022941\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since 2014, San Francisco has had a goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">zero traffic deaths\u003c/a> in the city, but 2024 was \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">the deadliest year on city streets\u003c/a> for nearly 2 decades, with the city recording 42 traffic fatalities that year.\u003c/p>\n\u003cp>“Every day these aren’t fully activated is painful because we know how high the stakes are,” said Jodie Medeiros, the executive director of Walk SF, “Speed kills. We desperately need speed cameras to start doing their job in reducing dangerous driver behavior and saving lives.”\u003c/p>\n\u003cp>Hake said the cameras are currently recording about 1,000 warnings a day.[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']“ The overall goal here is changing behavior. We’re not trying to issue citations,” Hake said. “So we see this warning period as an opportunity to just continue to spread the word,”\u003c/p>\n\u003cp>Once all cameras begin issuing citations, motorists caught driving 11 miles per hour to 15 miles per hour over the posted speed limit will receive a $50 citation.\u003c/p>\n\u003cp>Citations can reach up to $500 if a motorist is caught driving over 100 mph. In October of last year, SFMTA contracted Verra Mobility, a smart transportation company based in Mesa, Arizona, to install and maintain the cameras, as well as process the tickets issued by the cameras.\u003c/p>\n\u003cp>Hake said SFMTA is making progress towards getting all the cameras online. She said over the past week, the agency installed four additional cameras, and that they have preliminary approvals for eight more. Those should be up by the end of May, leaving the remaining cameras left to be installed in the single digits.\u003c/p>\n\u003cp>“ We know that this is life-saving technology and that every time we have a speed camera activated, it’s making the street around it much safer,” Hake said. “So we want all of our cameras to be online as quickly as we can.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Nearly two months after San Francisco \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">installed the first\u003c/a> of 33 speed safety cameras throughout the city, city transit officials told KQED there is no expected date for all the cameras to be made fully operational.\u003c/p>\n\u003cp>That means that the cameras will continue to issue $0 warning citations, instead of fines, for the foreseeable future, according to Shannon Hake, the Speed Safety Camera program manager for the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>In a bid to make streets safer, San Francisco is attempting a five-year pilot of \u003ca href=\"https://www.sfmta.com/projects/speed-safety-cameras\">speed safety cameras\u003c/a> after a 2023 bill — AB 645 — authorized six cities in the state to install cameras that automatically ticket drivers for speeding. Transit safety advocates have hailed the program as an effective tool to help reduce collisions on city streets. But delays are frustrating those same advocates who say there’s no time to waste in making streets safer.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Hake said the reason for the project’s uncertain completion date is due to a new permit process the city is undertaking with PG&E to hook up the new cameras.\u003c/p>\n\u003cp>“ This is the first time that any city in California is connecting speed cameras to an overall system. We’re excited, but that also means there’s no clear process for how to do this,” Hake said. “We’ve been working with PG&E very closely for months now to develop a process that makes sure that our cameras won’t overload their system.”\u003c/p>\n\u003cfigure id=\"attachment_12022122\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022122\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/006_KQED_CarFreeMarketSt_01222020_8373_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Starting in March, speed cameras will be installed at different locations around San Francisco. Advocates hope it’ll make San Francisco streets safer. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>PG&E spokesperson Megan McFarland said that the San Francisco Public Utilities Commission is requesting to install the cameras under a “\u003ca href=\"https://www.pge.com/assets/pge/docs/about/doing-business-with-pge/wd-tariff.pdf\">wholesale distribution tariff\u003c/a>,” as opposed to under retail service, and that requires extra steps to “ensure community safety.”\u003c/p>\n\u003cp>“These types of connections are not allowed under the wholesale distribution tariff. PG&E agreed to provide SFPUC with an exception to the wholesale tariff and allow SFPUC to apply for wholesale service for the speed cameras — while PG&E negotiates an agreement to expedite this process in the future,” McFarland said.\u003c/p>\n\u003cp>According to McFarland, PG&E has provided the San Francisco Public Utilities Commission with a list of requirements for the safe installation of cameras, including “submitting requests through their online portal and providing a badge number for which speed cameras will be installed on which assets.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Once we have this information, PG&E looks forward to proceeding with this project safely and efficiently,” McFarland said.\u003c/p>\n\u003cp>AB 645 mandates that newly installed cameras must give out $0 warning citations for at least 60 days before they begin to issue citations. Currently, just 18 of the system’s total 33 cameras are operational. The system launched on March 20 with 12 cameras.\u003c/p>\n\u003cp>Hake said the agency will wait until all 33 of the cameras pass the 60-day warning period before issuing citations to avoid potential confusion among drivers.\u003c/p>\n\u003cp>“ Our intent from the beginning of the program has always been to have one moment when every camera switches from the warning period to the citation period,” Hake said.\u003c/p>\n\u003cp>SFMTA has said that speed is the\u003ca href=\"https://www.sfmta.com/media/39052/download?inline\"> leading cause of death\u003c/a> and serious injury on San Francisco’s streets, and that speed safety cameras are a “proven tool to address excessive speeding and reduce severe and fatal injury traffic collisions.”\u003c/p>\n\u003cp>Six pedestrians have been killed in San Francisco so far this year. One was fatally struck by a hit-and-run driver in the city’s Bayview neighborhood this week.\u003c/p>\n\u003cfigure id=\"attachment_12022941\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022941\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since 2014, San Francisco has had a goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">zero traffic deaths\u003c/a> in the city, but 2024 was \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">the deadliest year on city streets\u003c/a> for nearly 2 decades, with the city recording 42 traffic fatalities that year.\u003c/p>\n\u003cp>“Every day these aren’t fully activated is painful because we know how high the stakes are,” said Jodie Medeiros, the executive director of Walk SF, “Speed kills. We desperately need speed cameras to start doing their job in reducing dangerous driver behavior and saving lives.”\u003c/p>\n\u003cp>Hake said the cameras are currently recording about 1,000 warnings a day.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“ The overall goal here is changing behavior. We’re not trying to issue citations,” Hake said. “So we see this warning period as an opportunity to just continue to spread the word,”\u003c/p>\n\u003cp>Once all cameras begin issuing citations, motorists caught driving 11 miles per hour to 15 miles per hour over the posted speed limit will receive a $50 citation.\u003c/p>\n\u003cp>Citations can reach up to $500 if a motorist is caught driving over 100 mph. In October of last year, SFMTA contracted Verra Mobility, a smart transportation company based in Mesa, Arizona, to install and maintain the cameras, as well as process the tickets issued by the cameras.\u003c/p>\n\u003cp>Hake said SFMTA is making progress towards getting all the cameras online. She said over the past week, the agency installed four additional cameras, and that they have preliminary approvals for eight more. Those should be up by the end of May, leaving the remaining cameras left to be installed in the single digits.\u003c/p>\n\u003cp>“ We know that this is life-saving technology and that every time we have a speed camera activated, it’s making the street around it much safer,” Hake said. “So we want all of our cameras to be online as quickly as we can.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall",
"title": "SFMTA Launches Major Reorganization to Address Mounting Budget Shortfall",
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"content": "\u003cp>After laying off 12 managers on Wednesday, \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">the San Francisco Municipal Transportation Agency\u003c/a> is consolidating divisions as part of a restructuring effort amid a looming \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">$322 million budget deficit\u003c/a>.\u003c/p>\n\u003cp>In a memo sent to staff on Friday, Director of Transportation Julie Kirschbaum said that the reorganization reduces the number of her direct reports from 10 to six.\u003c/p>\n\u003cp>“We do not have the luxury of time,” Kirschbaum wrote. “We faced immense challenges in the pandemic and navigated them with creativity and innovation. Now, San Francisco’s recovery depends on a financially stable SFMTA and a reliable, safe and clean Muni system.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/SFMTA-Agency-Divisional-Overview-April-2025-Copy.pdf\" target=\"_blank\" rel=\"noopener\"> restructuring\u003c/a> involves the creation of a new administration division led by Virginia Harmon, who is currently the interim director of SFMTA’s Office of Civil Rights.\u003c/p>\n\u003cp>Kirschbaum collapsed multiple communications offices — including the Office of the Chief Strategy Officer and the Communications, Marketing, & Outreach Division — into the Chief of Staff & External Affairs Division. Judson True will lead the new division, replacing acting Chief of Staff Kamini Lall, who will now serve as deputy chief of staff.\u003c/p>\n\u003cp>“By bringing those teams together along with our Chief of Staff office, we now have a single group focusing on how to continue to build trust with community stakeholders as well as to make sure everybody within the agency knows about all of the great work that we’re doing,” Kirschbaum told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12037785\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12037785 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png\" alt=\"\" width=\"1200\" height=\"686\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-800x457.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-1020x583.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-160x91.png 160w\" sizes=\"auto, (max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of Jan. 14, 2025. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_12037784\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037784\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of April 28, 2025. \u003ccite>(SFMTA Staff Memo April 25, 2025)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a Wednesday staff memo announcing the release of 12 managers, Kirschbaum said the main goal of the restructuring was to reduce redundancies within the agency.\u003c/p>\n\u003cp>“These changes are necessary to reduce duplicative roles and the confusion that comes from overlapping and unclear responsibilities,” she wrote.[aside postID=news_12035348 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-1020x680.jpg']Other divisions that have been absorbed or consolidated include Human Resources, which is moving under the new Administration Division; Finance & IT, which will become the Finance Division; and Taxis, Access & Mobility Services, which will now be under the Streets Division.\u003c/p>\n\u003cp>The restructuring announcement comes just after Kirschbaum’s term hit the 100-day mark. She previously served as acting director of transportation until Mayor Daniel Lurie appointed her to the position permanently in February.\u003c/p>\n\u003cp>Her biggest challenge is the $50 million deficit for the 2025–26 fiscal year, which she described in the Friday staff memo as the agency’s “most formidable task.” The deficit could balloon to $322 million by the 2026–27 fiscal year, which could force SFMTA to make major cuts and hike service fees, in addition to those already approved earlier this month.\u003c/p>\n\u003cp>The consolidated Finance Division will have a new unit focused on revenue growth, Kirschbaum said in the Friday staff memo. She said the team will “build strong partnerships and drive the complex analytical work required to pick up where the Muni Funding Working Group left off to work toward a balanced budget.”\u003c/p>\n\u003cp>“The safety of everyone using our streets depends on our delivery of multimodal improvements across the city. We need to organize our work to meet these goals,” she wrote.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After laying off 12 managers on Wednesday, \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">the San Francisco Municipal Transportation Agency\u003c/a> is consolidating divisions as part of a restructuring effort amid a looming \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">$322 million budget deficit\u003c/a>.\u003c/p>\n\u003cp>In a memo sent to staff on Friday, Director of Transportation Julie Kirschbaum said that the reorganization reduces the number of her direct reports from 10 to six.\u003c/p>\n\u003cp>“We do not have the luxury of time,” Kirschbaum wrote. “We faced immense challenges in the pandemic and navigated them with creativity and innovation. Now, San Francisco’s recovery depends on a financially stable SFMTA and a reliable, safe and clean Muni system.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/SFMTA-Agency-Divisional-Overview-April-2025-Copy.pdf\" target=\"_blank\" rel=\"noopener\"> restructuring\u003c/a> involves the creation of a new administration division led by Virginia Harmon, who is currently the interim director of SFMTA’s Office of Civil Rights.\u003c/p>\n\u003cp>Kirschbaum collapsed multiple communications offices — including the Office of the Chief Strategy Officer and the Communications, Marketing, & Outreach Division — into the Chief of Staff & External Affairs Division. Judson True will lead the new division, replacing acting Chief of Staff Kamini Lall, who will now serve as deputy chief of staff.\u003c/p>\n\u003cp>“By bringing those teams together along with our Chief of Staff office, we now have a single group focusing on how to continue to build trust with community stakeholders as well as to make sure everybody within the agency knows about all of the great work that we’re doing,” Kirschbaum told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12037785\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12037785 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png\" alt=\"\" width=\"1200\" height=\"686\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-800x457.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-1020x583.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-160x91.png 160w\" sizes=\"auto, (max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of Jan. 14, 2025. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_12037784\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037784\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of April 28, 2025. \u003ccite>(SFMTA Staff Memo April 25, 2025)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a Wednesday staff memo announcing the release of 12 managers, Kirschbaum said the main goal of the restructuring was to reduce redundancies within the agency.\u003c/p>\n\u003cp>“These changes are necessary to reduce duplicative roles and the confusion that comes from overlapping and unclear responsibilities,” she wrote.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Other divisions that have been absorbed or consolidated include Human Resources, which is moving under the new Administration Division; Finance & IT, which will become the Finance Division; and Taxis, Access & Mobility Services, which will now be under the Streets Division.\u003c/p>\n\u003cp>The restructuring announcement comes just after Kirschbaum’s term hit the 100-day mark. She previously served as acting director of transportation until Mayor Daniel Lurie appointed her to the position permanently in February.\u003c/p>\n\u003cp>Her biggest challenge is the $50 million deficit for the 2025–26 fiscal year, which she described in the Friday staff memo as the agency’s “most formidable task.” The deficit could balloon to $322 million by the 2026–27 fiscal year, which could force SFMTA to make major cuts and hike service fees, in addition to those already approved earlier this month.\u003c/p>\n\u003cp>The consolidated Finance Division will have a new unit focused on revenue growth, Kirschbaum said in the Friday staff memo. She said the team will “build strong partnerships and drive the complex analytical work required to pick up where the Muni Funding Working Group left off to work toward a balanced budget.”\u003c/p>\n\u003cp>“The safety of everyone using our streets depends on our delivery of multimodal improvements across the city. We need to organize our work to meet these goals,” she wrote.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.[aside postID=news_12005173 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-14-BL-KQED.jpg']\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SF’s Overnight RV Parking Ban Has Yet to Be Enforced as Advocates Try to Reverse It",
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"content": "\u003cp>Advocates for unhoused San Franciscans are fighting back against an overnight RV parking ban that city transportation officials passed last month, leaving enforcement of the policy on hold.\u003c/p>\n\u003cp>The appeal, which the End Poverty Tows Coalition filed \u003ca href=\"https://sfgov.legistar.com/LegislationDetail.aspx?ID=7013291&GUID=88BA7974-12AC-489B-AA4B-9BBE62C7C372&Options=ID%7CText%7C&Search=241079\">with the Board of Supervisors on Oct. 29\u003c/a>, argues the ban is an unjust attack on residents who don’t have permanent housing.\u003c/p>\n\u003cp>“It’s really just not a good policy and not the correct approach,” said Eleana Binder, policy manager for GLIDE’s Center for Social Justice, who filed the appeal on behalf of the coalition. “Especially when we know that we haven’t sufficiently invested in safe parking sites or targeted outreach to people who are living in our views as it stands.”\u003c/p>\n\u003cp>In a first since the city enacted a \u003ca href=\"https://codelibrary.amlegal.com/codes/san_francisco/latest/sf_transportation/0-0-0-52039#JD_10.1\">process for reviewing\u003c/a> SF Municipal Transportation Authority decisions in 2018, the Board of Supervisors will hear the appeal and decide whether to reverse or affirm the parking policy. The new parking rules were set to go into effect on Nov. 1, but they’re on hold while the process plays out.\u003c/p>\n\u003cp>SFMTA did not respond to requests for comment on the appeal.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>SFMTA’s board approved the parking rules change at a contentious Oct. 1 meeting, allowing the city to tow oversized vehicles if the people living in them turn down offers of shelter, housing or services. Current city law allows RVs to park overnight on certain streets, but under the new policy, large RVs and trailers parked between midnight and 6 a.m. on city streets where signage is posted could get towed. If someone lives inside, city workers would first have to offer shelter.\u003c/p>\n\u003cp>Mayor London Breed \u003ca href=\"https://www.sf.gov/news/mayor-london-breed-proposes-new-city-policy-address-oversized-vehicle-parking-across-san\">proposed the change\u003c/a> as part of her broader effort to crack down on visible homelessness.\u003c/p>\n\u003cp>The change comes as the number of people living in vehicles rises in the city. At last count, 9% of people experiencing homelessness in San Francisco lived in vehicles, up from 5% in 2022. Officials say the increase is driven in part by rising family homelessness.\u003c/p>\n\u003cp>In its appeal, the coalition — which includes Bay Area Legal Aid, Compass Family Services and the Coalition on Homelessness — argues the rule changes will result in “dire economic hardship for impoverished individuals and families who cannot afford the fees” and disproportionately affect women and families.\u003c/p>\n\u003cp>The group calls the protections included in the new policy “insufficient and ill-advised, noting there aren’t enough shelter beds even for those sleeping on the streets. “Individuals and families inhabiting RV’s should not be given access to shelter in front of those who are in worse situations,” it wrote in the appeal.\u003c/p>\n\u003cfigure id=\"attachment_11771351\" class=\"wp-caption aligncenter\" style=\"max-width: 1655px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11771351\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF.jpg\" alt=\"An RV is parked in Balboa Park up the street from San Francisco's first proposed safe parking lot, where people living in their vehicles would be able to park legally and access services.\" width=\"1655\" height=\"1186\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF.jpg 1655w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-160x115.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-800x573.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-1020x731.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-1200x860.jpg 1200w\" sizes=\"auto, (max-width: 1655px) 100vw, 1655px\">\u003cfigcaption class=\"wp-caption-text\">An RV is parked in Balboa Park up the street from San Francisco’s first safe parking lot, where people living in their vehicles were able to park legally and access services. San Francisco ran the site from 2019 to 2021. \u003ccite>(Kate Wolffe/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Earlier this summer, \u003ca href=\"https://www.kqed.org/news/12000285/unhoused-rv-families-return-to-winston-drive-after-eviction-from-s-f-zoo-road\">the city evicted\u003c/a> an RV community near Lake Merced made up primarily of Latino families established during the pandemic. The community, which included some 50 children, had been in talks with the city about finding a safe parking site for years. That never materialized, and the city began \u003ca href=\"https://www.kqed.org/news/11983146/san-franciscos-new-parking-rules-set-to-displace-rv-community-near-sf-state\">enforcing four-hour parking restrictions\u003c/a> in an effort to force out the RVs before eventually evicting them. Twenty families accepted offers of shelter and housing from the city.\u003c/p>\n\u003cp>The city currently operates a single-sanctioned RV parking site at Candlestick Point in the Bayview, but problems have dogged it since opening in 2022.\u003c/p>\n\u003cp>A local neighborhood group tried to block it with a lawsuit, the site’s residents have complained about the living conditions, and a report from the city’s \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=12320995&GUID=059EBD1F-2F09-42E5-816A-E23E32FD85CC\">Budget and Legislative Analyst\u003c/a> deemed it “by far the most expensive homeless response intervention” at an annual cost of $140,000 per RV. The site was intended to house 135 RVs, but PG&E delays establishing power to the site delayed the expansion, driving the high cost.[aside postID=news_12007425 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/10/231017-LakeMercedRVs-009-BL-KQED.jpg']\u003c/p>\n\u003cp>The future of the site is unclear, but the city \u003ca href=\"https://hsh.sfgov.org/wp-content/uploads/2024/08/RFP-150-Jerrold-Commons.pdf\">plans to open another sanctioned RV parking area\u003c/a> and tiny home community next year, with spots for 20 vehicles.\u003c/p>\n\u003cp>Department of Homelessness and Supportive Housing executive director Shireen McSpadden told the Homeless Oversight Commission in October that the agency is working on a broader RV strategy for the city.\u003c/p>\n\u003cp>But asked if there’s funding for a safe parking site on the city’s west side, Emily Cohen, deputy director for communications and legislative affairs for HSH, told commissioners that it’s limited. “I’m not sure it’s everything we would need to do it,” she said, adding that the city would continue looking for sites there and elsewhere “because we know there’s a lot of demand.”\u003c/p>\n\u003cp>The SFMTA decision review process requires the buy-in of five board members: Supervisors Ahsha Safaí, Aaron Peskin, Shamann Walton, Hillary Ronen and Dean Preston agreed to hear the coalition’s appeal.\u003c/p>\n\u003cp>The hearing is scheduled for the Dec. 10 board meeting, where the group appealing will have a chance to present its case, the SFMTA and other city departments will respond, and the public will have the chance to comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Supervisors have 60 days from the day the appeal was filed to decide.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Advocates for unhoused San Franciscans are fighting back against an overnight RV parking ban that city transportation officials passed last month, leaving enforcement of the policy on hold.\u003c/p>\n\u003cp>The appeal, which the End Poverty Tows Coalition filed \u003ca href=\"https://sfgov.legistar.com/LegislationDetail.aspx?ID=7013291&GUID=88BA7974-12AC-489B-AA4B-9BBE62C7C372&Options=ID%7CText%7C&Search=241079\">with the Board of Supervisors on Oct. 29\u003c/a>, argues the ban is an unjust attack on residents who don’t have permanent housing.\u003c/p>\n\u003cp>“It’s really just not a good policy and not the correct approach,” said Eleana Binder, policy manager for GLIDE’s Center for Social Justice, who filed the appeal on behalf of the coalition. “Especially when we know that we haven’t sufficiently invested in safe parking sites or targeted outreach to people who are living in our views as it stands.”\u003c/p>\n\u003cp>In a first since the city enacted a \u003ca href=\"https://codelibrary.amlegal.com/codes/san_francisco/latest/sf_transportation/0-0-0-52039#JD_10.1\">process for reviewing\u003c/a> SF Municipal Transportation Authority decisions in 2018, the Board of Supervisors will hear the appeal and decide whether to reverse or affirm the parking policy. The new parking rules were set to go into effect on Nov. 1, but they’re on hold while the process plays out.\u003c/p>\n\u003cp>SFMTA did not respond to requests for comment on the appeal.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>SFMTA’s board approved the parking rules change at a contentious Oct. 1 meeting, allowing the city to tow oversized vehicles if the people living in them turn down offers of shelter, housing or services. Current city law allows RVs to park overnight on certain streets, but under the new policy, large RVs and trailers parked between midnight and 6 a.m. on city streets where signage is posted could get towed. If someone lives inside, city workers would first have to offer shelter.\u003c/p>\n\u003cp>Mayor London Breed \u003ca href=\"https://www.sf.gov/news/mayor-london-breed-proposes-new-city-policy-address-oversized-vehicle-parking-across-san\">proposed the change\u003c/a> as part of her broader effort to crack down on visible homelessness.\u003c/p>\n\u003cp>The change comes as the number of people living in vehicles rises in the city. At last count, 9% of people experiencing homelessness in San Francisco lived in vehicles, up from 5% in 2022. Officials say the increase is driven in part by rising family homelessness.\u003c/p>\n\u003cp>In its appeal, the coalition — which includes Bay Area Legal Aid, Compass Family Services and the Coalition on Homelessness — argues the rule changes will result in “dire economic hardship for impoverished individuals and families who cannot afford the fees” and disproportionately affect women and families.\u003c/p>\n\u003cp>The group calls the protections included in the new policy “insufficient and ill-advised, noting there aren’t enough shelter beds even for those sleeping on the streets. “Individuals and families inhabiting RV’s should not be given access to shelter in front of those who are in worse situations,” it wrote in the appeal.\u003c/p>\n\u003cfigure id=\"attachment_11771351\" class=\"wp-caption aligncenter\" style=\"max-width: 1655px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11771351\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF.jpg\" alt=\"An RV is parked in Balboa Park up the street from San Francisco's first proposed safe parking lot, where people living in their vehicles would be able to park legally and access services.\" width=\"1655\" height=\"1186\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF.jpg 1655w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-160x115.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-800x573.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-1020x731.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2019/08/RV-Balboa-Park-SF-1200x860.jpg 1200w\" sizes=\"auto, (max-width: 1655px) 100vw, 1655px\">\u003cfigcaption class=\"wp-caption-text\">An RV is parked in Balboa Park up the street from San Francisco’s first safe parking lot, where people living in their vehicles were able to park legally and access services. San Francisco ran the site from 2019 to 2021. \u003ccite>(Kate Wolffe/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Earlier this summer, \u003ca href=\"https://www.kqed.org/news/12000285/unhoused-rv-families-return-to-winston-drive-after-eviction-from-s-f-zoo-road\">the city evicted\u003c/a> an RV community near Lake Merced made up primarily of Latino families established during the pandemic. The community, which included some 50 children, had been in talks with the city about finding a safe parking site for years. That never materialized, and the city began \u003ca href=\"https://www.kqed.org/news/11983146/san-franciscos-new-parking-rules-set-to-displace-rv-community-near-sf-state\">enforcing four-hour parking restrictions\u003c/a> in an effort to force out the RVs before eventually evicting them. Twenty families accepted offers of shelter and housing from the city.\u003c/p>\n\u003cp>The city currently operates a single-sanctioned RV parking site at Candlestick Point in the Bayview, but problems have dogged it since opening in 2022.\u003c/p>\n\u003cp>A local neighborhood group tried to block it with a lawsuit, the site’s residents have complained about the living conditions, and a report from the city’s \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=12320995&GUID=059EBD1F-2F09-42E5-816A-E23E32FD85CC\">Budget and Legislative Analyst\u003c/a> deemed it “by far the most expensive homeless response intervention” at an annual cost of $140,000 per RV. The site was intended to house 135 RVs, but PG&E delays establishing power to the site delayed the expansion, driving the high cost.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The future of the site is unclear, but the city \u003ca href=\"https://hsh.sfgov.org/wp-content/uploads/2024/08/RFP-150-Jerrold-Commons.pdf\">plans to open another sanctioned RV parking area\u003c/a> and tiny home community next year, with spots for 20 vehicles.\u003c/p>\n\u003cp>Department of Homelessness and Supportive Housing executive director Shireen McSpadden told the Homeless Oversight Commission in October that the agency is working on a broader RV strategy for the city.\u003c/p>\n\u003cp>But asked if there’s funding for a safe parking site on the city’s west side, Emily Cohen, deputy director for communications and legislative affairs for HSH, told commissioners that it’s limited. “I’m not sure it’s everything we would need to do it,” she said, adding that the city would continue looking for sites there and elsewhere “because we know there’s a lot of demand.”\u003c/p>\n\u003cp>The SFMTA decision review process requires the buy-in of five board members: Supervisors Ahsha Safaí, Aaron Peskin, Shamann Walton, Hillary Ronen and Dean Preston agreed to hear the coalition’s appeal.\u003c/p>\n\u003cp>The hearing is scheduled for the Dec. 10 board meeting, where the group appealing will have a chance to present its case, the SFMTA and other city departments will respond, and the public will have the chance to comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Supervisors have 60 days from the day the appeal was filed to decide.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it",
"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It",
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"content": "\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>[aside postID=\"news_12003826,news_11991651,news_11976185\" label=\"Related Stories\"]\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\n",
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"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"radiolab": {
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"title": "Selected Shorts",
"info": "Spellbinding short stories by established and emerging writers take on a new life when they are performed by stars of the stage and screen.",
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