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"content": "\u003cp>Transit officials in\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\"> San Francisco\u003c/a> on Tuesday moved forward with a plan that would dramatically increase the number of citations the agency can issue to drivers who park in transit-only lanes and bus stops.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> will now issue a request for proposals for a “Next Generation Transit Lane and Bus Stop Enforcement System,” which is expected to increase by at least fivefold the number of citations parking control officers are able to issue for transit lane violations. Unauthorized parking in a transit lane carries a fine of $108.\u003c/p>\n\u003cp>The SFMTA launched the Transit-Only Lane Enforcement program in 2008. The program installed forward-facing cameras on buses to document drivers parked in transit-only lanes or bus stops.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But the agency says limited staffing and out-of-date equipment have hamstrung the ability of parking control officers to review and issue citations. The two parking control officers who work on the TOLE program must manually review thousands of hours of video footage a year, according to an SFMTA staff report. Because of this, the agency says those officers can only issue about 20 citations per day.\u003c/p>\n\u003cp>The new system will build on the existing TOLE program with upgrades like real-time data transmission, automated license plate readers and violation detection, as well as GPS mounted on buses to automatically generate evidence packages, which the agency says will allow it to process more citations with existing staffing levels.\u003c/p>\n\u003cfigure id=\"attachment_12031474\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12031474\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A painted bus stop sign along the 44 O’Shaughnessy line in San Francisco, March 13, 2025. Transit-only lanes are generally reserved for Muni, taxis and emergency vehicles. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Transit lanes are an essential tool to keep Muni moving on San Francisco’s busy streets as traffic congestion increases. Parking in bus lanes is both a safety issue and impedes Muni’s reliability,” says Erica Kato, Chief Spokesperson for SFMTA.\u003c/p>\n\u003cp>San Francisco introduced transit lanes over 40 years ago, and the city’s network of them has since swelled to over\u003ca href=\"https://www.sfmta.com/blog/decade-change-how-muni-forward-transforming-san-francisco\"> 75 miles\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/blog/rules-when-you-can-enter-transit-only-lane\">Transit-only lanes\u003c/a>, many of which can be identified by solid red paint, are generally reserved only for Muni, taxis and emergency vehicles. People in other vehicles are allowed to use transit lanes only to make a turn or to reach a parking space or a curb.\u003c/p>\n\u003cp>SFMTA expects to award a contract by April 2026. The system will initially be deployed on two buses as a pilot, with deployment expanding to an additional 210 buses, pending SFMTA approval of the pilot.[aside postID=news_12063703 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/240111-TransitFile-06-BL_qed.jpg']The agency is also reserving the option to expand the system into its remaining 600-plus New Flyer buses, subject to city approval processes. The total estimated cost of the project is $15,639,776 for an initial three-year term, with an option for three additional one-year terms. $2.5 million in installation costs will be covered by a Caltrans grant, and citations generated by the program will pay for the remainder.\u003c/p>\n\u003cp>SFMTA says improvements to the city’s transportation network over the past decade, including transit-only lanes, have led to faster travel times and reduced traffic-related injuries. The agency also claims that transit-lane enforcement is effective in reducing violations, citing a statistic that 93% of vehicles cited for transit lane violations do not receive a second citation.\u003c/p>\n\u003cp>The program allows for warnings for first-time violations.\u003c/p>\n\u003cp>“While an initial increase in citations is expected, the long-term goal is a reduction in violations as awareness and compliance improve,” the report says.\u003c/p>\n\u003cp>The contract will require approval by the SFMTA Board and the city’s Board of Supervisors.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "SFMTA officials say automated systems like bus-mounted license plate readers will help them issue more citations to drivers violating transit-only lane rules.",
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"title": "After Years of Parking Violations, SF is Stepping Up Enforcement in Transit-Only Lanes | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Transit officials in\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\"> San Francisco\u003c/a> on Tuesday moved forward with a plan that would dramatically increase the number of citations the agency can issue to drivers who park in transit-only lanes and bus stops.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> will now issue a request for proposals for a “Next Generation Transit Lane and Bus Stop Enforcement System,” which is expected to increase by at least fivefold the number of citations parking control officers are able to issue for transit lane violations. Unauthorized parking in a transit lane carries a fine of $108.\u003c/p>\n\u003cp>The SFMTA launched the Transit-Only Lane Enforcement program in 2008. The program installed forward-facing cameras on buses to document drivers parked in transit-only lanes or bus stops.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But the agency says limited staffing and out-of-date equipment have hamstrung the ability of parking control officers to review and issue citations. The two parking control officers who work on the TOLE program must manually review thousands of hours of video footage a year, according to an SFMTA staff report. Because of this, the agency says those officers can only issue about 20 citations per day.\u003c/p>\n\u003cp>The new system will build on the existing TOLE program with upgrades like real-time data transmission, automated license plate readers and violation detection, as well as GPS mounted on buses to automatically generate evidence packages, which the agency says will allow it to process more citations with existing staffing levels.\u003c/p>\n\u003cfigure id=\"attachment_12031474\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12031474\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250313_MUNI-OPERATOR-DAY_DMB_00072-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A painted bus stop sign along the 44 O’Shaughnessy line in San Francisco, March 13, 2025. Transit-only lanes are generally reserved for Muni, taxis and emergency vehicles. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Transit lanes are an essential tool to keep Muni moving on San Francisco’s busy streets as traffic congestion increases. Parking in bus lanes is both a safety issue and impedes Muni’s reliability,” says Erica Kato, Chief Spokesperson for SFMTA.\u003c/p>\n\u003cp>San Francisco introduced transit lanes over 40 years ago, and the city’s network of them has since swelled to over\u003ca href=\"https://www.sfmta.com/blog/decade-change-how-muni-forward-transforming-san-francisco\"> 75 miles\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/blog/rules-when-you-can-enter-transit-only-lane\">Transit-only lanes\u003c/a>, many of which can be identified by solid red paint, are generally reserved only for Muni, taxis and emergency vehicles. People in other vehicles are allowed to use transit lanes only to make a turn or to reach a parking space or a curb.\u003c/p>\n\u003cp>SFMTA expects to award a contract by April 2026. The system will initially be deployed on two buses as a pilot, with deployment expanding to an additional 210 buses, pending SFMTA approval of the pilot.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The agency is also reserving the option to expand the system into its remaining 600-plus New Flyer buses, subject to city approval processes. The total estimated cost of the project is $15,639,776 for an initial three-year term, with an option for three additional one-year terms. $2.5 million in installation costs will be covered by a Caltrans grant, and citations generated by the program will pay for the remainder.\u003c/p>\n\u003cp>SFMTA says improvements to the city’s transportation network over the past decade, including transit-only lanes, have led to faster travel times and reduced traffic-related injuries. The agency also claims that transit-lane enforcement is effective in reducing violations, citing a statistic that 93% of vehicles cited for transit lane violations do not receive a second citation.\u003c/p>\n\u003cp>The program allows for warnings for first-time violations.\u003c/p>\n\u003cp>“While an initial increase in citations is expected, the long-term goal is a reduction in violations as awareness and compliance improve,” the report says.\u003c/p>\n\u003cp>The contract will require approval by the SFMTA Board and the city’s Board of Supervisors.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "video-appears-to-show-muni-driver-asleep-at-controls-during-frightening-september-incident",
"title": "Video Appears to Show MUNI Driver Asleep at Controls During ‘Frightening’ September Incident",
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"content": "\u003cp>Minutes before the \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">N Judah train barrelled through a stop\u003c/a> in September, rattling passengers and prompting \u003ca href=\"https://www.kqed.org/news/12058145/frightening-incident-on-sf-muni-train-is-under-investigation-by-state-regulators\">a state investigation\u003c/a>, the driver was leaned back in the operator’s booth with her head down, snapping to attention after the train jolted passengers at top speed.\u003c/p>\n\u003cp>Seconds before the train began to take a series of curves at high speeds, causing commotion and knocking over riders, \u003ca href=\"https://www.youtube.com/watch?v=edOHnZFP1yU&t=92s\">video footage\u003c/a> obtained by KQED shows the operator appearing to drift off, her head falling forward. Minutes earlier, at a stop, she appeared leaned over, with her head resting on the control board.\u003c/p>\n\u003cp>The San Francisco Municipal Transit Agency said in a statement that it had confirmed that the error was a result of “operator fatigue.” It said it was “addressing the matter in accordance with internal protocols and the relevant contract, which included placing the operator on nondriving status.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Safety is always our top priority,” SFMTA Director Julie Kirschbaum said in a statement. “We are committed to accountability in response to this specific unacceptable incident and we are taking all necessary steps to keep Muni safe and reliable for all riders and the public.”\u003c/p>\n\u003cp>On Sept. 24, riders aboard the N Judah headed east had their usual morning commute upended after the train sped through its Duboce Ave. and Noe Street stop at the east end of the Sunset Tunnel, instead picking up speed and merging onto Duboce Avenue before halting abruptly about a half block later.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=edOHnZFP1yU&t=92s\u003c/p>\n\u003cp>Riders told KQED at the time that they were prepared to crash or derail as seconds seemed to pass without any effort to slow the vehicle down.\u003c/p>\n\u003cp>The video shows the train picking up significant speed in the tunnel, reaching 50 miles per hour just before it emerged. As its track veers right, passengers were jolted to the left. Some yelled out as the conductor appeared to come to attention and repeatedly press a button on the control board. Over the next few seconds, the train speed slows, dropping to about 25 miles per hour before it reaches the road and cuts off a car driving west.\u003c/p>\n\u003cp>Muni’s average speed is between \u003ca href=\"https://web.archive.org/web/20090205230220/http:/www.sfmta.com/cms/cmta/documents/MuniUniqueCostOpenEnv.pdf\">eight and 10 miles per hour\u003c/a>.[aside postID=news_12057465 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/250325-ApartmentsonWestside-21-BL_qed.jpg']“I had people fall on me as we were going around the first curve. There were a couple loud yells, but then the train didn’t really stop immediately,” Jack Logar, who was on his way to work downtown, told KQED at the time. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>Once the vehicle comes to a stop in front of Duboce Park Cafe, video footage shows the operator enter the front car, saying repeatedly that the vehicle “wouldn’t stop” and that the “emergency brake wouldn’t even hit.”\u003c/p>\n\u003cp>“I’m sorry. Relax, relax, relax,” she says in the footage. Later, speaking to another Muni employee, she says she was trying to slow down the train as it was emerging from the tunnel, but that it continued to pick up speed.\u003c/p>\n\u003cp>Muni said shortly after the incident that its preliminary investigation found no issues with the train, first raising questions of human error. The agency confirmed Monday that the braking system performed as designed.\u003c/p>\n\u003cp>It also said it has reinforced existing training on watching for signs of fatigue, and was beginning to work with manufacturers or software that could limit speeds in specific locations.\u003c/p>\n\u003cp>“It’s really, really concerning,” Kenny Sandon, who was on board, said Monday. “I really hope this is like a smoking gun for Muni to take action and make sure this doesn’t happen again.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Downtown San Francisco-bound passengers aboard the N Judah had their usual morning commute upended when the train sped through a stop.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Minutes before the \u003ca href=\"https://www.kqed.org/news/12057465/sf-muni-riders-say-morning-train-barreled-through-stop-felt-like-it-could-derail\">N Judah train barrelled through a stop\u003c/a> in September, rattling passengers and prompting \u003ca href=\"https://www.kqed.org/news/12058145/frightening-incident-on-sf-muni-train-is-under-investigation-by-state-regulators\">a state investigation\u003c/a>, the driver was leaned back in the operator’s booth with her head down, snapping to attention after the train jolted passengers at top speed.\u003c/p>\n\u003cp>Seconds before the train began to take a series of curves at high speeds, causing commotion and knocking over riders, \u003ca href=\"https://www.youtube.com/watch?v=edOHnZFP1yU&t=92s\">video footage\u003c/a> obtained by KQED shows the operator appearing to drift off, her head falling forward. Minutes earlier, at a stop, she appeared leaned over, with her head resting on the control board.\u003c/p>\n\u003cp>The San Francisco Municipal Transit Agency said in a statement that it had confirmed that the error was a result of “operator fatigue.” It said it was “addressing the matter in accordance with internal protocols and the relevant contract, which included placing the operator on nondriving status.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Safety is always our top priority,” SFMTA Director Julie Kirschbaum said in a statement. “We are committed to accountability in response to this specific unacceptable incident and we are taking all necessary steps to keep Muni safe and reliable for all riders and the public.”\u003c/p>\n\u003cp>On Sept. 24, riders aboard the N Judah headed east had their usual morning commute upended after the train sped through its Duboce Ave. and Noe Street stop at the east end of the Sunset Tunnel, instead picking up speed and merging onto Duboce Avenue before halting abruptly about a half block later.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/edOHnZFP1yU'\n title='//www.youtube.com/embed/edOHnZFP1yU'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>Riders told KQED at the time that they were prepared to crash or derail as seconds seemed to pass without any effort to slow the vehicle down.\u003c/p>\n\u003cp>The video shows the train picking up significant speed in the tunnel, reaching 50 miles per hour just before it emerged. As its track veers right, passengers were jolted to the left. Some yelled out as the conductor appeared to come to attention and repeatedly press a button on the control board. Over the next few seconds, the train speed slows, dropping to about 25 miles per hour before it reaches the road and cuts off a car driving west.\u003c/p>\n\u003cp>Muni’s average speed is between \u003ca href=\"https://web.archive.org/web/20090205230220/http:/www.sfmta.com/cms/cmta/documents/MuniUniqueCostOpenEnv.pdf\">eight and 10 miles per hour\u003c/a>.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I had people fall on me as we were going around the first curve. There were a couple loud yells, but then the train didn’t really stop immediately,” Jack Logar, who was on his way to work downtown, told KQED at the time. “It definitely seemed like for at least five seconds, maybe longer, the train was just flying.”\u003c/p>\n\u003cp>Once the vehicle comes to a stop in front of Duboce Park Cafe, video footage shows the operator enter the front car, saying repeatedly that the vehicle “wouldn’t stop” and that the “emergency brake wouldn’t even hit.”\u003c/p>\n\u003cp>“I’m sorry. Relax, relax, relax,” she says in the footage. Later, speaking to another Muni employee, she says she was trying to slow down the train as it was emerging from the tunnel, but that it continued to pick up speed.\u003c/p>\n\u003cp>Muni said shortly after the incident that its preliminary investigation found no issues with the train, first raising questions of human error. The agency confirmed Monday that the braking system performed as designed.\u003c/p>\n\u003cp>It also said it has reinforced existing training on watching for signs of fatigue, and was beginning to work with manufacturers or software that could limit speeds in specific locations.\u003c/p>\n\u003cp>“It’s really, really concerning,” Kenny Sandon, who was on board, said Monday. “I really hope this is like a smoking gun for Muni to take action and make sure this doesn’t happen again.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-francisco-completes-redesign-of-west-portal-station-after-tragic-2024-crash",
"title": "San Francisco Completes Redesign of West Portal Station After Tragic 2024 Crash",
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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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"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>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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"excerpt": "With two fatal accidents occurring just days apart, San Francisco traffic safety groups point to a lack of regulation and classification for electric vehicles, ranging from e-bikes to e-mopeds. ",
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"title": "Deadly Electric-Motor Vehicle Collisions in San Francisco Prompt Calls for Regulation | KQED",
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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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"slug": "catch-them-if-you-can-man-sfmta-rolls-out-grateful-dead-inspired-muni-buses",
"title": "Catch Them If You Can, Man: SFMTA Rolls Out Grateful Dead-Inspired Muni Buses",
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"headTitle": "Catch Them If You Can, Man: SFMTA Rolls Out Grateful Dead-Inspired Muni Buses | KQED",
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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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"slug": "sfmta-coming-up-short-on-daylighting-sfs-red-curbs-parents-say",
"title": "SFMTA Coming Up Short on Daylighting SF’s Red Curbs, Parents Say",
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"content": "\u003cp>Frustrated San Francisco parents are calling on city leaders to address what they say is the\u003ca href=\"https://www.kqed.org/news/tag/sfmta\"> San Francisco Municipal Transportation Agency’s\u003c/a> noncompliance with the \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">state’s daylighting law\u003c/a>.\u003c/p>\n\u003cp>Assembly Bill 413, which went into effect last year, makes it illegal for drivers to park or stop their vehicles within 20 feet of a crosswalk or within 15 feet of a curb extension. The practice makes people crossing the street more visible to drivers — reducing the risk of someone getting hit.\u003c/p>\n\u003cp>As part of their enforcement, San Francisco transportation officials have begun painting curbs red to indicate where parking is prohibited, with a plan to daylight all intersections by the end of 2026.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But since the city began enforcing the law earlier this year, some parents have reported seeing painted curbs extending to just 10 feet or less, even in areas considered high risk.\u003c/p>\n\u003cp>Jen Nossokoff, a mother of two who lives in the Inner Richmond, said she reached out to the city after she noticed that four of the eight no-parking “buffers” near her child’s elementary school were of insufficient length.\u003c/p>\n\u003cfigure id=\"attachment_12019140\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12019140\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A red curb designates a no-parking area at the intersection of Sutter and Leavenworth Streets in San Francisco on Dec. 18, 2024.\u003c/figcaption>\u003c/figure>\n\u003cp>After a brief back-and-forth with the city’s traffic engineer, which Nossokoff said “was fruitless,” she and other parents formally requested that the SFMTA conduct a review of the curbs to determine whether they are in compliance with the daylighting law and next steps if they are not.\u003c/p>\n\u003cp>According to Nossokoff, officials with the transportation agency said they would get the intersections under compliance, but made no mention of addressing curbs in other parts of the city. No changes have been made to the curbs near the school either, she said.[aside postID=news_12045959 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/250228-WaterCitiesSF-06-BL_qed.jpg']“Nobody appears to be doing anything, and that’s where my frustration as a parent comes from,” Nossokoff said.\u003c/p>\n\u003cp>In a statement, SFMTA said daylighting lengths throughout the city’s high-collision areas vary based on engineering reviews that show how much space is necessary to maintain street safety. To be more consistent and “in compliance with state law,” the agency said it will move forward with 20-foot daylighting zones throughout the city.\u003c/p>\n\u003cp>Under AB 314, local authorities are allowed to establish a different distance for the approach if the change is marked by paint or a sign. An ordinance must also be passed that explicitly includes data proving that the shortened distance is justified by existing safety standards.\u003c/p>\n\u003cp>Other community members have also said they have expressed concerns about the curbs to the SFMTA, and the dangers created by parked cars near intersections. Danielle Jezienicki, a mother of three who also lives in the Richmond, was waiting for her husband to pick their son up from school when she received news that the 6-year-old was involved in a life-threatening crash.\u003c/p>\n\u003cp>The crash, which happened in October, took place only 100 feet away from her child’s elementary school. The boy’s father had just picked him up on the family’s bike when a distracted driver struck the pair at the intersection of 7th Avenue and Balboa Street.\u003c/p>\n\u003cfigure id=\"attachment_12025207\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025207\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg\" alt=\"\" width=\"1920\" height=\"1330\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1020x707.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1536x1064.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A curb at the intersection of 19th Avenue and Balboa Street in San Francisco’s Richmond District. The curb had previously been painted red by an unknown source, but was soon repainted by the city (as shown here). \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The curb where Jezienicki’s son was hit is one of the buffer zones that is painted to less than 20 feet, Nossokoff noted. The intersection is also part of \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">San Francisco’s high-injury network\u003c/a>, a collection of streets with the highest percentage of serious injuries and fatalities caused by car crashes.\u003c/p>\n\u003cp>Jezienicki said she doesn’t know whether daylighting law enforcement would have prevented the driver from veering into her husband and son, but noted that it could have given the driver more time to see them.\u003c/p>\n\u003cp>The city needs to enforce laws that protect pedestrians and cyclists, especially in areas that are already considered high-collision corridors, such as Balboa Street, she said.[aside postID=news_12041243 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1020x680.jpg']“Daylighting costs almost nothing,” Jezienicki said. “Logic would lead you to believe that if they just implemented safety measures they know would work, you can reduce accidents and fatalities.”\u003c/p>\n\u003cp>“Our son would have been killed if he wasn’t wearing a helmet,” she continued. “It’s very frustrating to hear that they can’t enforce things that have no reason not to be enforced, especially in school districts.”\u003c/p>\n\u003cp>Nossokoff said she and other parents are demanding that the Board of Supervisors step in if the SFMTA fails to fix the compliance issues with the curbs. She also wants to see education campaigns teaching residents and drivers about the daylighting law and why it’s important for pedestrian safety.\u003c/p>\n\u003cp>Fortunately, Jezienicki’s child has made what appears to be a full recovery, she said.\u003c/p>\n\u003cp>But her family has not used the bike since the crash, she said, and she feels paranoid every time she crosses the street. Jezienicki said she also struggles with crossing the intersection at Balboa Street when she picks her son up or drops him off at school.\u003c/p>\n\u003cp>“It’s just an unpleasant reminder of the worst day and moments of my life,” she said.\u003c/p>\n\u003cp>Haunted by reminders of the accident, Jezienicki is now working with groups such as Walk San Francisco to advocate for safer streets.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Frustrated San Francisco parents are calling on city leaders to address what they say is the\u003ca href=\"https://www.kqed.org/news/tag/sfmta\"> San Francisco Municipal Transportation Agency’s\u003c/a> noncompliance with the \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">state’s daylighting law\u003c/a>.\u003c/p>\n\u003cp>Assembly Bill 413, which went into effect last year, makes it illegal for drivers to park or stop their vehicles within 20 feet of a crosswalk or within 15 feet of a curb extension. The practice makes people crossing the street more visible to drivers — reducing the risk of someone getting hit.\u003c/p>\n\u003cp>As part of their enforcement, San Francisco transportation officials have begun painting curbs red to indicate where parking is prohibited, with a plan to daylight all intersections by the end of 2026.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But since the city began enforcing the law earlier this year, some parents have reported seeing painted curbs extending to just 10 feet or less, even in areas considered high risk.\u003c/p>\n\u003cp>Jen Nossokoff, a mother of two who lives in the Inner Richmond, said she reached out to the city after she noticed that four of the eight no-parking “buffers” near her child’s elementary school were of insufficient length.\u003c/p>\n\u003cfigure id=\"attachment_12019140\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12019140\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241218-DaylightingLaws-22-BL-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A red curb designates a no-parking area at the intersection of Sutter and Leavenworth Streets in San Francisco on Dec. 18, 2024.\u003c/figcaption>\u003c/figure>\n\u003cp>After a brief back-and-forth with the city’s traffic engineer, which Nossokoff said “was fruitless,” she and other parents formally requested that the SFMTA conduct a review of the curbs to determine whether they are in compliance with the daylighting law and next steps if they are not.\u003c/p>\n\u003cp>According to Nossokoff, officials with the transportation agency said they would get the intersections under compliance, but made no mention of addressing curbs in other parts of the city. No changes have been made to the curbs near the school either, she said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Nobody appears to be doing anything, and that’s where my frustration as a parent comes from,” Nossokoff said.\u003c/p>\n\u003cp>In a statement, SFMTA said daylighting lengths throughout the city’s high-collision areas vary based on engineering reviews that show how much space is necessary to maintain street safety. To be more consistent and “in compliance with state law,” the agency said it will move forward with 20-foot daylighting zones throughout the city.\u003c/p>\n\u003cp>Under AB 314, local authorities are allowed to establish a different distance for the approach if the change is marked by paint or a sign. An ordinance must also be passed that explicitly includes data proving that the shortened distance is justified by existing safety standards.\u003c/p>\n\u003cp>Other community members have also said they have expressed concerns about the curbs to the SFMTA, and the dangers created by parked cars near intersections. Danielle Jezienicki, a mother of three who also lives in the Richmond, was waiting for her husband to pick their son up from school when she received news that the 6-year-old was involved in a life-threatening crash.\u003c/p>\n\u003cp>The crash, which happened in October, took place only 100 feet away from her child’s elementary school. The boy’s father had just picked him up on the family’s bike when a distracted driver struck the pair at the intersection of 7th Avenue and Balboa Street.\u003c/p>\n\u003cfigure id=\"attachment_12025207\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025207\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg\" alt=\"\" width=\"1920\" height=\"1330\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1020x707.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1536x1064.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A curb at the intersection of 19th Avenue and Balboa Street in San Francisco’s Richmond District. The curb had previously been painted red by an unknown source, but was soon repainted by the city (as shown here). \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The curb where Jezienicki’s son was hit is one of the buffer zones that is painted to less than 20 feet, Nossokoff noted. The intersection is also part of \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">San Francisco’s high-injury network\u003c/a>, a collection of streets with the highest percentage of serious injuries and fatalities caused by car crashes.\u003c/p>\n\u003cp>Jezienicki said she doesn’t know whether daylighting law enforcement would have prevented the driver from veering into her husband and son, but noted that it could have given the driver more time to see them.\u003c/p>\n\u003cp>The city needs to enforce laws that protect pedestrians and cyclists, especially in areas that are already considered high-collision corridors, such as Balboa Street, she said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Daylighting costs almost nothing,” Jezienicki said. “Logic would lead you to believe that if they just implemented safety measures they know would work, you can reduce accidents and fatalities.”\u003c/p>\n\u003cp>“Our son would have been killed if he wasn’t wearing a helmet,” she continued. “It’s very frustrating to hear that they can’t enforce things that have no reason not to be enforced, especially in school districts.”\u003c/p>\n\u003cp>Nossokoff said she and other parents are demanding that the Board of Supervisors step in if the SFMTA fails to fix the compliance issues with the curbs. She also wants to see education campaigns teaching residents and drivers about the daylighting law and why it’s important for pedestrian safety.\u003c/p>\n\u003cp>Fortunately, Jezienicki’s child has made what appears to be a full recovery, she said.\u003c/p>\n\u003cp>But her family has not used the bike since the crash, she said, and she feels paranoid every time she crosses the street. Jezienicki said she also struggles with crossing the intersection at Balboa Street when she picks her son up or drops him off at school.\u003c/p>\n\u003cp>“It’s just an unpleasant reminder of the worst day and moments of my life,” she said.\u003c/p>\n\u003cp>Haunted by reminders of the accident, Jezienicki is now working with groups such as Walk San Francisco to advocate for safer streets.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sfs-rv-crackdown-backfired-6-takeaways-from-el-tecolotes-investigation",
"title": "SF’s RV Crackdown Backfired: 6 Takeaways From El Tecolote’s Investigation",
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"headTitle": "SF’s RV Crackdown Backfired: 6 Takeaways From El Tecolote’s Investigation | KQED",
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"content": "\u003cp>\u003cem>\u003cstrong>An \u003ca href=\"https://eltecolote.org/content/en/sf-rv-crackdown-weaponized-parking/\">El Tecolote investigation\u003c/a> reveals how officials quietly coordinated a crackdown, using parking laws and construction projects to push out RV residents.\u003c/strong> \u003c/em>\u003c/p>\n\u003cp>For years, dozens of working-class families living in RVs along Winston Drive built a stable, self-reliant community on San Francisco’s west side. But in 2024, new city policies tore it apart.\u003c/p>\n\u003cp>An \u003cem>El Tecolote\u003c/em> investigation — based on thousands of internal emails, city records and firsthand accounts — reveals how officials quietly coordinated a crackdown, using parking laws and construction projects to push out RV residents even when safe alternatives didn’t exist.\u003c/p>\n\u003cp>Behind closed doors, staff warned the crackdown would likely fail and destabilize vulnerable residents. But officials moved forward anyway — citing political pressure, optics and infrastructure plans.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We still need a reasonable, feasible answer to the question, ‘Where will all these people go if they can’t park here?’” SFMTA’s policy analyst Andy Thornley wrote in a \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/04/05-23-23_Melgar-understands-risks.jpg\">May 2023 email\u003c/a> to homelessness director Emily Cohen.\u003c/p>\n\u003cp>He added that Supervisor Melgar “understands fully” the risks of mass displacement.\u003c/p>\n\u003cp>Officials framed the evictions as public safety measures or routine maintenance. But records show a broader pattern. These five takeaways reveal how the crackdown unfolded — and how it became San Francisco’s playbook for displacing RV communities.\u003c/p>\n\u003cfigure id=\"attachment_12043961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1322\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED-1536x1015.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">RVs line up on Winston Drive near San Francisco State University in San Francisco, on April 17, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>1. A crackdown driven by politics, not safety\u003c/h2>\n\u003cp>Publicly, city leaders said the Winston Drive displacement was about safety and the need for more parking near San Francisco State University. SFSU official Jason Porth \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/06/07-26-23_Jason_SFSU.jpg\">cited\u003c/a> “syringes with needles, broken beer bottles, a chair.” Supervisor Melgar echoed those concerns, requesting 4-hour parking limits to protect schools and pedestrians.[aside postID=news_12043516 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250520-BERKELEYRVBUYBACK-25-BL-KQED.jpg']\u003c/p>\n\u003cp>But internal emails tell a different story. SFMTA staff \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/06/Shelter-vehicle-encampment-on-SFSU-vicinity-streets.docx-Google-Docs.pdf\" target=\"_blank\" rel=\"noopener\">noted\u003c/a> that most RV residents on Winston were “mostly obeying parking rules,” staying registered, moving their vehicles for street cleaning, and keeping the area tidy. Even so, Melgar and SFMTA moved ahead with new 4-hour parking restrictions designed to force residents out.\u003c/p>\n\u003cp>Residents say the deepest betrayal came from Melgar — the city’s only Latina supervisor at the time — who had personally visited the community and promised families they wouldn’t be displaced without alternatives.\u003c/p>\n\u003cp>“We trusted [Melgar] a lot,” said Angela Arostegui, who lived in an RV on Winston with her husband and two daughters. “She gave us false hope. She played with us.”\u003c/p>\n\u003cp>Melgar, in a \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/El-Tecolote-Mail-Request-for-Comment_-Investigative-Report-on-RV-Enforcement-Policies.pdf\" target=\"_blank\" rel=\"noopener\">written response\u003c/a> to \u003cem>El Tecolote’s\u003c/em> investigative findings, rejected claims that her office misled RV residents.\u003c/p>\n\u003cp>“My staff and I worked for 3 years to find safe alternatives for the folks living on Winston and Buckingham drives. It took great effort,” wrote Melgar on April 28, 2025. “However, the goal was always to restore the public right of way, and I never said anything to the contrary.”\u003c/p>\n\u003cfigure id=\"attachment_12043968\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043968\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Carlos Lopez reacts in disbelief, as one of their neighbor’s RV was towed away on Zoo Road in San Francisco, on Aug. 8, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>2. When tickets didn’t work, the city turned to construction — and optics\u003c/h2>\n\u003cp>A July 2024 \u003ca href=\"https://law.justia.com/cases/california/court-of-appeal/2023/a164180.html\">court ruling\u003c/a> blocked San Francisco from towing legally parked vehicles for unpaid tickets. With towing off the table, officials looked for other tactics.\u003c/p>\n\u003cp>Melgar pushed for 4-hour limits on Winston, even though SFMTA staff noted enforcement would be difficult.[aside postID=news_11999643 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/SFZooRVs-1020x683.jpg']“Bear in mind that this enforcement will not result in towing,” SFMTA liaison Joél Ramos wrote in a July 2024 email. “It is the Supervisor’s hope that the threat and/or issuance of parking citations alone will result in people moving the RVs.”\u003c/p>\n\u003cp>When tickets didn’t work, officials used a street repaving project to clear RVs, citing safety and logistics. The project became a public-facing justification that masked what internal emails described as political urgency.\u003c/p>\n\u003cp>The strategy worked. Families were pushed out. The press framed the evictions as development-driven.\u003c/p>\n\u003cp>Three days before the city’s July 2024 deadline to clear Winston Drive, more than 20 RVs \u003ca href=\"https://eltecolote.org/content/en/winston-drive-rv-sf-zoo/\">caravanned\u003c/a> to an empty private lot near the San Francisco Zoo in an attempt to pressure the city to provide an alternative safe parking site. That same night, police and park rangers redirected them to Zoo Road, near the Pomeroy Center.\u003c/p>\n\u003cp>That same strategy — combining parking restrictions and construction — was quickly replicated on Zoo Road.\u003c/p>\n\u003cp>SFMTA began enforcing the 72-hour parking rule. But internal emails questioned its use.\u003c/p>\n\u003cp>“The purpose of [the] 72-hour rule is to ensure vehicles are not abandoned,” \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/07-31-24_72-hour-not-applicable.jpg\">wrote\u003c/a> SFMTA’s Chadwick Lee. “I do not believe it’s applicable in this case.”\u003c/p>\n\u003cfigure id=\"attachment_12043967\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043967\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Families who live in RVs stressfully wait to see if their vehicles will be towed on Zoo Road during the morning time in San Francisco, on Aug. 8, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Director of Parking Enforcement Scott Edwards said in another \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/08-05-24-chalk-policy-zoo-rd.pdf\" target=\"_blank\" rel=\"noopener\">email\u003c/a>: “If a vehicle moves an inch, then it cannot be cited or towed.”\u003c/p>\n\u003cp>To work around this limitation, SFMTA signed a work order for curb painting and restriping on Zoo Road, using the same contract from Winston. Advocates questioned whether the work was even necessary.\u003c/p>\n\u003cp>“Families who did not qualify for housing who were promised safe parking for 3 years by [the] city are being evicted again,” read a Coalition on Homelessness \u003ca href=\"https://www.instagram.com/p/C-lBVOsPcoE/?img_index=2&igsh=NTc4MTIwNjQ2YQ%3D%3D\">Instagram post\u003c/a>. “We spoke to workers who confirmed the [restriping] work has been completed so why exactly does the city require them to move?”\u003c/p>\n\u003ch2>3. Evictions resulted in predictable consequences\u003c/h2>\n\u003cp>Even before enforcement began, internal emails flagged likely fallout: displaced families would scatter across the city.\u003c/p>\n\u003cp>As early as March 2023, SFMTA policy manager Hank Wilson flagged in an \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/04/04-20-23_4-hour-policy-internal-reviews.jpg\">email\u003c/a> to Melgar’s office the likely fallout: “as we all know, the proposed 4-hour time limits would impact the large number of vehicles (120 or so).” He added that “It likely will push those folks living in vehicles to other blocks in the City.”\u003c/p>\n\u003cp>That’s exactly what happened. As RVs were cleared from Winston and Zoo Road, they appeared on John Muir Drive, Vidal, 19th Avenue, the Bayview neighborhood, and beyond. Neighbors complained. Supervisors called for new restrictions.\u003c/p>\n\u003cp>“As many predicted, displacing these vehicles from Winston Drive has merely moved the problem to other areas,” wrote an anonymous constituent to District 4 Supervisor Joe Engardio on Aug. 9, 2024. “Each day more and more RVs, vans, trailers, and trucks are showing up in front of Rolph Nicol Park and around the Merced Manor Reservoir.”\u003c/p>\n\u003cp>“We obviously need a bigger citywide plan and process,” \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/RE-Phelps-st-RVs.pdf\" target=\"_blank\" rel=\"noopener\">wrote\u003c/a> Thornley on Aug. 21, responding to a complaint on Phelps Street. “Or we’ll just keep pushing large vehicles around from neighborhood to neighborhood — not good for anyone.”\u003c/p>\n\u003cfigure id=\"attachment_12043966\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043966\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Juan Carlo, 36, drives through the street where RVs are parked in San Francisco, on Wednesday, July 31, 2024. Carlo was a 4-year RV resident on Winston Drive. ‘It’s difficult what we are living through,’ Carlo said. ‘Mentally, it makes you feel depressed.’ \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>4. Winston became the city’s de-facto eviction playbook\u003c/h2>\n\u003cp>After Winston and Zoo Road, SFMTA began using the same enforcement blueprint across the city.\u003c/p>\n\u003cp>By December 2024, 19th Avenue had become the next target. “Question might be how will we handle enforcement,” \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/Re-Webex-link-to-this-afternoon_s-MTAB-meeting-please.pdf\" target=\"_blank\" rel=\"noopener\">wrote (PDF)\u003c/a> SFMTA’s Director of Streets Viktoriya Wise to Thornley. “My plan is to say we would handle it similar to Winston. Do you agree?”\u003c/p>\n\u003cp>Thornley \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/Re-Webex-link-to-this-afternoons-MTAB-meeting-please.pdf\" target=\"_blank\" rel=\"noopener\">replied\u003c/a> with a now-refined strategy: legislate the restriction, coordinate sign installation, post multilingual flyers, allow a two-week grace period and begin enforcement — while looping the homeless department and other agencies to manage fallout. But he also flagged the limits of this strategy: “Vidal Drive is more parked-up than it’s ever been,” he wrote. “It’s a stark illustration of our limitations, to put it mildly.”\u003c/p>\n\u003cp>In a statement to \u003cem>El Tecolote\u003c/em>, SFMTA said: “We’ll continue working with the Department of Homelessness and Supportive Housing, SFPD, and the Mayor’s Office to make sure that anyone living on our streets or in recreational vehicles (RVs) has information about the many city services and resources available to them.”\u003c/p>\n\u003cfigure id=\"attachment_12043962\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043962\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Veronica Cañas, an RV resident, speaks to the media while holding her 1-year old son on Winston Drive, to appeal to the city to find a safe parking site for the RV community before a parking enforcement deadline, in San Francisco, on June 11, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>5. Immigrant families suffered most\u003c/h2>\n\u003cp>Throughout the eviction process, it was working-class immigrant families who were hit hardest.\u003c/p>\n\u003cp>San Francisco offered the Arostegui family a city subsidy in Parkmerced. Their rent is income-based, with support lasting up to three years. “Time flies,” said Angela Arostegui. “We’re already trying to find a more permanent option.”\u003c/p>\n\u003cp>Other relatives weren’t as lucky. Angela’s cousin Marlon remains in an RV nearby. Her nephew Lisandro, who couldn’t move in time, sold his RV and left San Francisco. He and his wife slept in their car before settling in Las Vegas. “At least in Winston, I had my family close,” Lisandro said. “We were helping each other. That made it easier.”\u003c/p>\n\u003cp>The Rosales family now lives under the shadow of another looming eviction. Verónica Cañas and her mother Eusebia were offered the same subsidy program to move into Parkmerced, but said they are being pressured to pay more rent soon, despite their inability to find stable work.\u003c/p>\n\u003cp>“If they kick us out,” Eusebia said, “we’ll return to our RVs again.”\u003c/p>\n\u003cp>For Angela Arostegui, who was leaving Zoo Road in August 2024, relentless pressure from city workers left the families exhausted and feeling coerced into signing rental agreements they didn’t fully understand or might have declined under different circumstances.\u003c/p>\n\u003cp>“The city has us at the brink of the abyss,” said Angela Arostegui. “First on Winston, they gave us 4-hour parking rules. Then on Zoo Road, there wasn’t a day without a ticket or a knock on the door.”\u003c/p>\n\u003cp>While several families moved out from Zoo Road into subsidized rentals at Parkmerced, other RV residents from Winston Drive remain uncertain about where they will park next.\u003c/p>\n\u003cp>“The city did nothing for us,” said Marcivon Oliviera, 46, an Uber and Lyft driver from Brazil. He said about twenty other RV residents from Winston Drive are now parking in Palo Alto, forced to move every 72 hours in a continuous search for a new street on which to park.\u003c/p>\n\u003cfigure id=\"attachment_12043963\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043963\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Veronica Cañas puts her hand on the window as her 1-year-old son looks out from their RV in San Francisco, on Wednesday, July 31, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>6. The city is doubling down on the same strategy\u003c/h2>\n\u003cp>On Tuesday, Mayor Daniel Lurie unveiled a sweeping new policy that would expand the tactics used on Winston Drive into a citywide mandate. His new legislation, introduced with support from Supervisor Melgar and others, would impose 24/7 two-hour parking limits for large vehicles across San Francisco.\u003c/p>\n\u003cp>Framed as part of Lurie’s “Breaking the Cycle” homelessness plan, the bill pledges $13 million for housing subsidies, a vehicle buyback program and specialized outreach teams. It would also create a temporary permit for people actively working with case managers to avoid displacement.\u003c/p>\n\u003cp>Supporters say the plan balances compassion with accountability. But advocates argue it formalizes the same enforcement-first model that scattered RV families from block to block, and now risks pushing even more residents into crisis.\u003c/p>\n\u003cp>\u003ca href=\"https://eltecolote.org/content/en/sf-rv-crackdown-weaponized-parking/\">\u003cem>Read part one of El Tecolote’s investigation here\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "An El Tecolote investigation — based on thousands of internal emails, city records and firsthand accounts — reveals how San Francisco officials quietly coordinated a crackdown to push out RV residents even when safe alternatives didn’t exist. ",
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"title": "SF’s RV Crackdown Backfired: 6 Takeaways From El Tecolote’s Investigation | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003cstrong>An \u003ca href=\"https://eltecolote.org/content/en/sf-rv-crackdown-weaponized-parking/\">El Tecolote investigation\u003c/a> reveals how officials quietly coordinated a crackdown, using parking laws and construction projects to push out RV residents.\u003c/strong> \u003c/em>\u003c/p>\n\u003cp>For years, dozens of working-class families living in RVs along Winston Drive built a stable, self-reliant community on San Francisco’s west side. But in 2024, new city policies tore it apart.\u003c/p>\n\u003cp>An \u003cem>El Tecolote\u003c/em> investigation — based on thousands of internal emails, city records and firsthand accounts — reveals how officials quietly coordinated a crackdown, using parking laws and construction projects to push out RV residents even when safe alternatives didn’t exist.\u003c/p>\n\u003cp>Behind closed doors, staff warned the crackdown would likely fail and destabilize vulnerable residents. But officials moved forward anyway — citing political pressure, optics and infrastructure plans.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We still need a reasonable, feasible answer to the question, ‘Where will all these people go if they can’t park here?’” SFMTA’s policy analyst Andy Thornley wrote in a \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/04/05-23-23_Melgar-understands-risks.jpg\">May 2023 email\u003c/a> to homelessness director Emily Cohen.\u003c/p>\n\u003cp>He added that Supervisor Melgar “understands fully” the risks of mass displacement.\u003c/p>\n\u003cp>Officials framed the evictions as public safety measures or routine maintenance. But records show a broader pattern. These five takeaways reveal how the crackdown unfolded — and how it became San Francisco’s playbook for displacing RV communities.\u003c/p>\n\u003cfigure id=\"attachment_12043961\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043961\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1322\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/04172024-RVBUCKINGHAMWAY-ET-PU-15-KQED-1536x1015.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">RVs line up on Winston Drive near San Francisco State University in San Francisco, on April 17, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>1. A crackdown driven by politics, not safety\u003c/h2>\n\u003cp>Publicly, city leaders said the Winston Drive displacement was about safety and the need for more parking near San Francisco State University. SFSU official Jason Porth \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/06/07-26-23_Jason_SFSU.jpg\">cited\u003c/a> “syringes with needles, broken beer bottles, a chair.” Supervisor Melgar echoed those concerns, requesting 4-hour parking limits to protect schools and pedestrians.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But internal emails tell a different story. SFMTA staff \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/06/Shelter-vehicle-encampment-on-SFSU-vicinity-streets.docx-Google-Docs.pdf\" target=\"_blank\" rel=\"noopener\">noted\u003c/a> that most RV residents on Winston were “mostly obeying parking rules,” staying registered, moving their vehicles for street cleaning, and keeping the area tidy. Even so, Melgar and SFMTA moved ahead with new 4-hour parking restrictions designed to force residents out.\u003c/p>\n\u003cp>Residents say the deepest betrayal came from Melgar — the city’s only Latina supervisor at the time — who had personally visited the community and promised families they wouldn’t be displaced without alternatives.\u003c/p>\n\u003cp>“We trusted [Melgar] a lot,” said Angela Arostegui, who lived in an RV on Winston with her husband and two daughters. “She gave us false hope. She played with us.”\u003c/p>\n\u003cp>Melgar, in a \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/El-Tecolote-Mail-Request-for-Comment_-Investigative-Report-on-RV-Enforcement-Policies.pdf\" target=\"_blank\" rel=\"noopener\">written response\u003c/a> to \u003cem>El Tecolote’s\u003c/em> investigative findings, rejected claims that her office misled RV residents.\u003c/p>\n\u003cp>“My staff and I worked for 3 years to find safe alternatives for the folks living on Winston and Buckingham drives. It took great effort,” wrote Melgar on April 28, 2025. “However, the goal was always to restore the public right of way, and I never said anything to the contrary.”\u003c/p>\n\u003cfigure id=\"attachment_12043968\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043968\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-9-COPY-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Carlos Lopez reacts in disbelief, as one of their neighbor’s RV was towed away on Zoo Road in San Francisco, on Aug. 8, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>2. When tickets didn’t work, the city turned to construction — and optics\u003c/h2>\n\u003cp>A July 2024 \u003ca href=\"https://law.justia.com/cases/california/court-of-appeal/2023/a164180.html\">court ruling\u003c/a> blocked San Francisco from towing legally parked vehicles for unpaid tickets. With towing off the table, officials looked for other tactics.\u003c/p>\n\u003cp>Melgar pushed for 4-hour limits on Winston, even though SFMTA staff noted enforcement would be difficult.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Bear in mind that this enforcement will not result in towing,” SFMTA liaison Joél Ramos wrote in a July 2024 email. “It is the Supervisor’s hope that the threat and/or issuance of parking citations alone will result in people moving the RVs.”\u003c/p>\n\u003cp>When tickets didn’t work, officials used a street repaving project to clear RVs, citing safety and logistics. The project became a public-facing justification that masked what internal emails described as political urgency.\u003c/p>\n\u003cp>The strategy worked. Families were pushed out. The press framed the evictions as development-driven.\u003c/p>\n\u003cp>Three days before the city’s July 2024 deadline to clear Winston Drive, more than 20 RVs \u003ca href=\"https://eltecolote.org/content/en/winston-drive-rv-sf-zoo/\">caravanned\u003c/a> to an empty private lot near the San Francisco Zoo in an attempt to pressure the city to provide an alternative safe parking site. That same night, police and park rangers redirected them to Zoo Road, near the Pomeroy Center.\u003c/p>\n\u003cp>That same strategy — combining parking restrictions and construction — was quickly replicated on Zoo Road.\u003c/p>\n\u003cp>SFMTA began enforcing the 72-hour parking rule. But internal emails questioned its use.\u003c/p>\n\u003cp>“The purpose of [the] 72-hour rule is to ensure vehicles are not abandoned,” \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/07-31-24_72-hour-not-applicable.jpg\">wrote\u003c/a> SFMTA’s Chadwick Lee. “I do not believe it’s applicable in this case.”\u003c/p>\n\u003cfigure id=\"attachment_12043967\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043967\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/08082024-RVRESIDENTSZOOROAD-ET-PU-1-COPY-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Families who live in RVs stressfully wait to see if their vehicles will be towed on Zoo Road during the morning time in San Francisco, on Aug. 8, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Director of Parking Enforcement Scott Edwards said in another \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/08-05-24-chalk-policy-zoo-rd.pdf\" target=\"_blank\" rel=\"noopener\">email\u003c/a>: “If a vehicle moves an inch, then it cannot be cited or towed.”\u003c/p>\n\u003cp>To work around this limitation, SFMTA signed a work order for curb painting and restriping on Zoo Road, using the same contract from Winston. Advocates questioned whether the work was even necessary.\u003c/p>\n\u003cp>“Families who did not qualify for housing who were promised safe parking for 3 years by [the] city are being evicted again,” read a Coalition on Homelessness \u003ca href=\"https://www.instagram.com/p/C-lBVOsPcoE/?img_index=2&igsh=NTc4MTIwNjQ2YQ%3D%3D\">Instagram post\u003c/a>. “We spoke to workers who confirmed the [restriping] work has been completed so why exactly does the city require them to move?”\u003c/p>\n\u003ch2>3. Evictions resulted in predictable consequences\u003c/h2>\n\u003cp>Even before enforcement began, internal emails flagged likely fallout: displaced families would scatter across the city.\u003c/p>\n\u003cp>As early as March 2023, SFMTA policy manager Hank Wilson flagged in an \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/04/04-20-23_4-hour-policy-internal-reviews.jpg\">email\u003c/a> to Melgar’s office the likely fallout: “as we all know, the proposed 4-hour time limits would impact the large number of vehicles (120 or so).” He added that “It likely will push those folks living in vehicles to other blocks in the City.”\u003c/p>\n\u003cp>That’s exactly what happened. As RVs were cleared from Winston and Zoo Road, they appeared on John Muir Drive, Vidal, 19th Avenue, the Bayview neighborhood, and beyond. Neighbors complained. Supervisors called for new restrictions.\u003c/p>\n\u003cp>“As many predicted, displacing these vehicles from Winston Drive has merely moved the problem to other areas,” wrote an anonymous constituent to District 4 Supervisor Joe Engardio on Aug. 9, 2024. “Each day more and more RVs, vans, trailers, and trucks are showing up in front of Rolph Nicol Park and around the Merced Manor Reservoir.”\u003c/p>\n\u003cp>“We obviously need a bigger citywide plan and process,” \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/RE-Phelps-st-RVs.pdf\" target=\"_blank\" rel=\"noopener\">wrote\u003c/a> Thornley on Aug. 21, responding to a complaint on Phelps Street. “Or we’ll just keep pushing large vehicles around from neighborhood to neighborhood — not good for anyone.”\u003c/p>\n\u003cfigure id=\"attachment_12043966\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043966\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-25-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Juan Carlo, 36, drives through the street where RVs are parked in San Francisco, on Wednesday, July 31, 2024. Carlo was a 4-year RV resident on Winston Drive. ‘It’s difficult what we are living through,’ Carlo said. ‘Mentally, it makes you feel depressed.’ \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>4. Winston became the city’s de-facto eviction playbook\u003c/h2>\n\u003cp>After Winston and Zoo Road, SFMTA began using the same enforcement blueprint across the city.\u003c/p>\n\u003cp>By December 2024, 19th Avenue had become the next target. “Question might be how will we handle enforcement,” \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/Re-Webex-link-to-this-afternoon_s-MTAB-meeting-please.pdf\" target=\"_blank\" rel=\"noopener\">wrote (PDF)\u003c/a> SFMTA’s Director of Streets Viktoriya Wise to Thornley. “My plan is to say we would handle it similar to Winston. Do you agree?”\u003c/p>\n\u003cp>Thornley \u003ca href=\"https://eltecolote.org/content/wp-content/uploads/2025/05/Re-Webex-link-to-this-afternoons-MTAB-meeting-please.pdf\" target=\"_blank\" rel=\"noopener\">replied\u003c/a> with a now-refined strategy: legislate the restriction, coordinate sign installation, post multilingual flyers, allow a two-week grace period and begin enforcement — while looping the homeless department and other agencies to manage fallout. But he also flagged the limits of this strategy: “Vidal Drive is more parked-up than it’s ever been,” he wrote. “It’s a stark illustration of our limitations, to put it mildly.”\u003c/p>\n\u003cp>In a statement to \u003cem>El Tecolote\u003c/em>, SFMTA said: “We’ll continue working with the Department of Homelessness and Supportive Housing, SFPD, and the Mayor’s Office to make sure that anyone living on our streets or in recreational vehicles (RVs) has information about the many city services and resources available to them.”\u003c/p>\n\u003cfigure id=\"attachment_12043962\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043962\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/06112024-RVWINSTONPRESSER-ET-PU-4-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Veronica Cañas, an RV resident, speaks to the media while holding her 1-year old son on Winston Drive, to appeal to the city to find a safe parking site for the RV community before a parking enforcement deadline, in San Francisco, on June 11, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>5. Immigrant families suffered most\u003c/h2>\n\u003cp>Throughout the eviction process, it was working-class immigrant families who were hit hardest.\u003c/p>\n\u003cp>San Francisco offered the Arostegui family a city subsidy in Parkmerced. Their rent is income-based, with support lasting up to three years. “Time flies,” said Angela Arostegui. “We’re already trying to find a more permanent option.”\u003c/p>\n\u003cp>Other relatives weren’t as lucky. Angela’s cousin Marlon remains in an RV nearby. Her nephew Lisandro, who couldn’t move in time, sold his RV and left San Francisco. He and his wife slept in their car before settling in Las Vegas. “At least in Winston, I had my family close,” Lisandro said. “We were helping each other. That made it easier.”\u003c/p>\n\u003cp>The Rosales family now lives under the shadow of another looming eviction. Verónica Cañas and her mother Eusebia were offered the same subsidy program to move into Parkmerced, but said they are being pressured to pay more rent soon, despite their inability to find stable work.\u003c/p>\n\u003cp>“If they kick us out,” Eusebia said, “we’ll return to our RVs again.”\u003c/p>\n\u003cp>For Angela Arostegui, who was leaving Zoo Road in August 2024, relentless pressure from city workers left the families exhausted and feeling coerced into signing rental agreements they didn’t fully understand or might have declined under different circumstances.\u003c/p>\n\u003cp>“The city has us at the brink of the abyss,” said Angela Arostegui. “First on Winston, they gave us 4-hour parking rules. Then on Zoo Road, there wasn’t a day without a ticket or a knock on the door.”\u003c/p>\n\u003cp>While several families moved out from Zoo Road into subsidized rentals at Parkmerced, other RV residents from Winston Drive remain uncertain about where they will park next.\u003c/p>\n\u003cp>“The city did nothing for us,” said Marcivon Oliviera, 46, an Uber and Lyft driver from Brazil. He said about twenty other RV residents from Winston Drive are now parking in Palo Alto, forced to move every 72 hours in a continuous search for a new street on which to park.\u003c/p>\n\u003cfigure id=\"attachment_12043963\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12043963\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1331\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/07312024-RVRESIDENTSWINSTON-ET-PU-21-COPY-KQED-1536x1022.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Veronica Cañas puts her hand on the window as her 1-year-old son looks out from their RV in San Francisco, on Wednesday, July 31, 2024. \u003ccite>(Pablo Unzueta for El Tecolote/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>6. The city is doubling down on the same strategy\u003c/h2>\n\u003cp>On Tuesday, Mayor Daniel Lurie unveiled a sweeping new policy that would expand the tactics used on Winston Drive into a citywide mandate. His new legislation, introduced with support from Supervisor Melgar and others, would impose 24/7 two-hour parking limits for large vehicles across San Francisco.\u003c/p>\n\u003cp>Framed as part of Lurie’s “Breaking the Cycle” homelessness plan, the bill pledges $13 million for housing subsidies, a vehicle buyback program and specialized outreach teams. It would also create a temporary permit for people actively working with case managers to avoid displacement.\u003c/p>\n\u003cp>Supporters say the plan balances compassion with accountability. But advocates argue it formalizes the same enforcement-first model that scattered RV families from block to block, and now risks pushing even more residents into crisis.\u003c/p>\n\u003cp>\u003ca href=\"https://eltecolote.org/content/en/sf-rv-crackdown-weaponized-parking/\">\u003cem>Read part one of El Tecolote’s investigation here\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.[aside postID=news_12040951 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-028_qed-1020x680.jpg']As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Bay Area transportation officials, advocates and elected leaders are expressing concern about Gov. Gavin Newsom’s latest \u003ca href=\"https://www.kqed.org/news/12040025/newsom-blames-trump-california-budget-deficit-aims-cap-undocumented-health-care\">budget proposal\u003c/a>, which they say could deepen the imminent financial crisis facing transit operators across the region.\u003c/p>\n\u003cp>At issue is \u003ca href=\"https://www.kqed.org/news/12041217/cap-and-trade-debate-includes-controversial-proposals\">Newsom’s move\u003c/a> to shift $1.5 billion in revenue from the state’s cap-and-trade climate program to Cal Fire, while omitting funds that had been committed to both day-to-day transit operations and longer-term capital projects under previous budget agreements.\u003c/p>\n\u003cp>State Sen. Scott Wiener, D-San Francisco, sounded the alarm on the proposal in \u003ca href=\"https://bsky.app/profile/scottwiener.bsky.social/post/3lps2m3ezec2h\">a social media post\u003c/a>, warning that the state’s biggest transit agencies, including BART and San Francisco’s Muni, could each be big losers if the governor’s proposal stands.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Diverting this money will take hundreds of millions of dollars away from Muni, hundreds of millions of dollars away from BART, and it’ll take money away from transit systems around the state,” Wiener said in an interview. “And that is going in the opposite direction that we’ve been trying to go, which is to increase support for transit so that we avoid service cuts.”\u003c/p>\n\u003cp>The California Transit Association estimates $3 billion in transit funding could be at risk over the next five years. Most of that would have gone to a range of projects to improve service over the long run, including a program that pays for agencies to purchase zero-emission vehicles.\u003c/p>\n\u003cfigure id=\"attachment_12040953\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040953\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/20241204-BART-JY-033_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People walk through Montgomery BART Station in San Francisco on Dec. 4, 2024. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The potential loss of funds comes as the Bay Area’s largest transit agencies face deficits that, if unsolved, will result in \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>An analysis presented to the Metropolitan Transportation Commission this week reported that five of the agencies — BART, Muni, AC Transit, Caltrain and Golden Gate Transit — face a combined $3.7 billion deficit between mid-2026 and mid-2030. Muni and BART account for the majority of that total, each forecasting total deficits of more than $1.4 billion during that period.\u003c/p>\n\u003cp>The deficits are a legacy of the pandemic, which triggered steep declines in ridership and fare revenue, and also lowered the sales tax revenue that flows to many transit operators.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>As part of a budget presentation last week, BART finance official Pamela Herhold said the cuts in Newsom’s proposal could involve funds that the agency is counting on to balance its budget in the coming year.\u003c/p>\n\u003cp>BART had been planning to use $350 million of the capital funding that’s now at risk for its core-capacity project. That’s a program that’s been years in the making to modernize its train-control system and significantly increase the frequency of trains. An additional $375 million that could now disappear had been committed to the BART-VTA extension through downtown San José.\u003c/p>\n\u003cp>“So, a lot is up in the air right now, and we’re actively monitoring the situation,” Herhold said. “It’s concerning, but it’s not a done deal.”\u003c/p>\n\u003cp>Wiener, serving this session as chair of the Senate Budget Committee, said, “There’s a lot of support for reversing this cut” through negotiations with the governor’s office.\u003c/p>\n\u003cp>Newsom’s latest budget proposal also ignored \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">an urgent request\u003c/a> from Bay Area lawmakers for an additional $2 billion in emergency funding that could be used by transit agencies facing hundreds of millions of dollars in deficits beginning in mid-2026.\u003c/p>\n\u003cfigure id=\"attachment_12027563\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027563\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250218-SFDowntown-04-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Senator Scott Wiener speaks during a press conference announcing legislation to increase nightlife in Downtown San Francisco to help the recovery of the neighborhood, in Union Square, San Francisco, on Tuesday, Feb. 18, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said that the proposal isn’t dead, though getting emergency aid will be a struggle given the state’s need to address crises in health care, \u003ca href=\"https://www.kqed.org/news/12041926/newsom-local-leaders-scuffle-over-homelessness-solutions\">housing and homelessness\u003c/a> funding.\u003c/p>\n\u003cp>Newsom’s proposal to cancel transit funding from the cap-and-trade program “makes it more challenging, because now you’re digging out of a hole, because that was a cut to existing funds,” Wiener said. “But there is definitely a lot of support in California for making sure that we have strong public transportation systems.”\u003c/p>\n\u003cp>In response to a request for comment from the governor’s office, California State Transportation Agency spokesperson Kimberly Erickson acknowledged challenges facing transit and said the administration is committed to negotiations with the Legislature.\u003c/p>\n\u003cp>“Transit ridership in California has been declining for many years, and the lingering impacts of COVID-19 have only heightened this challenge,” Erickson said in an emailed statement. “Despite substantial investments, increasing ridership remains the most pressing challenge for many transit agencies across the state.”\u003c/p>\n\u003cp>She said the goal of negotiations over cap-and-trade resources “is to align limited funding with shared statewide priorities while considering regional differences in need and fiscal capacity.”\u003c/p>\n\u003cp>The Legislature faces a June 15 deadline to approve a balanced budget.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more",
"title": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It",
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"headTitle": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It | KQED",
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"content": "\u003cp>More than seven years ago, Christian Rose was \u003ca href=\"https://www.kqed.org/news/tag/cycling\">cycling\u003c/a> down his usual route in San Francisco’s Richmond District on his way to a tune-up when the day he had long feared became a reality.\u003c/p>\n\u003cp>A car was barreling toward the bike lane on Arguello Boulevard. He yelled out, but the car hit him and sent him flying over its hood. His bike crushed and helmet scraped from the gravelly street, he landed on his right hip.\u003c/p>\n\u003cp>Rose was freshly through his emergency medicine residency at UCSF, and he said he had an immediate and sinking feeling that the hip that took the brunt of the impact was broken.\u003c/p>\n\u003cp>“Being an emergency physician training at San Francisco General, seeing tons of bike crashes, pedestrian crashes, car crashes, I used to leave those shifts sometimes joking … ‘Hopefully, today is not the day that I’ll come back to work before I’m supposed to,’” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So, just at the time I remember the sort of collapsing world of being like, ‘I expected this, I knew this would come at some point, and I just can’t believe it’s today,’” he continued.\u003c/p>\n\u003cp>The intersection where Rose was hit is on San Francisco’s high-injury network, which indicates streets that have the highest percentage of severe and fatal injuries from vehicle crashes, and where the San Francisco Municipal Transportation Agency said it should invest the majority of its resources to prevent future crashes.\u003c/p>\n\u003cp>Rose’s crash occurred three years into the city’s \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero campaign\u003c/a>, a 10-year effort to end traffic fatalities by making changes to infrastructure and driver behavior. That campaign officially ended in December, far from its goal. Now, transportation safety advocates are pushing Mayor Daniel Lurie and city officials to do more.\u003c/p>\n\u003cfigure id=\"attachment_12040818\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040818\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Eight years into Vision Zero, another cyclist was struck and killed less than half a mile north of where Rose was on Arguello Boulevard, at another intersection marked high risk.\u003c/p>\n\u003cp>Despite both crashes, the intersection at Cornwall and Arguello, Rose said, looked exactly the same when he rode past it Friday.\u003c/p>\n\u003cp>“Nothing has changed on the entire section,” he told KQED. “There’s only construction going on right now on the upper section, and the lower section hasn’t had any adjustments made either. There are no new traffic signs or anything in that intersection.”\u003c/p>\n\u003ch2>A commitment to ending traffic deaths\u003c/h2>\n\u003cp>In 2014, then-Supervisor Norman Yee, who had survived a crash himself in 2006, shepherded Vision Zero into San Francisco, promising to coordinate city agencies around creating safer intersections for pedestrians and cyclists, and redesigning city streets to curb crash deaths.[aside postID=news_12039914 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1020x680.jpg']The policy’s first action plan the following year had lofty goals: implement safety treatments along at least 13 miles of roadways on the high-injury network each year; assess which speed humps or signage slowed traffic and prevented accidents most effectively; and slow road speeds.\u003c/p>\n\u003cp>When Vision Zero was introduced in San Francisco, the city struggled with an average of about 20 pedestrian deaths and hundreds of critical injuries due to vehicle crashes each year.\u003c/p>\n\u003cp>“The result of this collaborative, citywide effort will be safer, more livable streets as we work to eliminate traffic fatalities by 2024,” the plan reads.\u003c/p>\n\u003cp>Despite high hopes, when the policy sunsetted in December, it came at the end of one of the \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">deadliest years yet\u003c/a> on San Francisco streets.\u003c/p>\n\u003ch2>Vision Zero expires with little to celebrate\u003c/h2>\n\u003cp>“The biggest tragedy is that 2024 was the worst year for traffic violence, and particularly for pedestrians, it was the worst year for traffic deaths for pedestrians since 2007,” said Jodie Medeiros, the executive director of pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>According to the nonprofit, 24 people were killed in crashes while walking last year, including a family of four who were waiting at a bus stop when they were \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">hit by a vehicle\u003c/a> that veered off the road in West Portal and onto the sidewalk.\u003c/p>\n\u003cp>Collectively, 42 people died in vehicle crashes while walking, biking and driving in 2024, and hundreds were injured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Medeiros said that since 2014, the city has made progress redesigning streets and adding traffic-slowing measures, including \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">speed cameras\u003c/a> that began to go online last month. But one of the reasons she believes San Francisco is continuing to have a high number of injuries and deaths is because policy change has moved at a glacial pace, and agencies aren’t collaborating the way they should.\u003c/p>\n\u003cp>“It’s important to know that the city is not organized. The agencies haven’t been well coordinated,” Medeiros told KQED.\u003c/p>\n\u003cp>At a street safety hearing in the city’s Land Use and Transportation Committee this month, the Department of Public Health presented traffic death and injury data from 2023 — the most recent the agency had completed, representatives told supervisors. Its most recent high-injury network map is from 2021.\u003c/p>\n\u003cp>SFMTA also revealed that it is lagging on safety improvements that were supposed to be complete along those streets last December, Medeiros said.\u003c/p>\n\u003ch2>The next 10 years of Vision Zero\u003c/h2>\n\u003cp>On the morning of the hearing, Medeiros and other traffic safety advocates gathered on the steps of City Hall to place white sneakers, flats and boots in rows in a somber protest. The 10 pairs of “ghost shoes” represented 10 people who have already died in vehicle crashes in 2025, since Vision Zero expired.\u003c/p>\n\u003cp>The group held signs calling out the lapse in street safety policy and urging Lurie to take up the task of reviving it.\u003c/p>\n\u003cp>In a letter Walk SF sent to Lurie the same day, advocates demanded that he finalize a new policy by July 30, and have an interagency traffic safety plan codified by the end of September for the five agencies responsible for carrying it out: SFMTA, the departments of public health and public works, and the police and fire departments.\u003c/p>\n\u003cfigure id=\"attachment_12040816\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, Executive Director of Walk San Francisco, places flowers on a memorial of white shoes during a rally with traffic safety advocates from Walk SF, Families for Safe Streets, and the Vision Zero Coalition on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The white shoes symbolize the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We feel like this is a fair amount of time for him to be in office, to understand the agencies, to understand the challenges, what’s worked, what’s not worked, and to really create and have a robust, thoughtful new Vision Zero,” Medeiros said.\u003c/p>\n\u003cp>The letter also lays out what Walk SF and Bay Area Families for Safer Streets, another advocacy group made up of crash survivors, want to see prioritized in the new policy.\u003c/p>\n\u003cp>One of their main focuses is speeding.\u003c/p>\n\u003cp>“Dangerous speeding is a risk factor,” said advocate Jenny Yu, whose mother was in a severe crash in 2011.\u003c/p>\n\u003cp>“She was crossing the street on Park Presidio and Anza in Golden Gate Park, and a driver was turning left, speeding,” she recalled. “The SUV struck her body and swung her body across the street.”\u003c/p>\n\u003cp>City data shows that 1 in 5 crashes are related to excessive speed, and as speed increases, so does the risk of severe injury and death. If a car traveling 20 mph hits a pedestrian, the risk of a fatality is 10%. If that car is going 40 mph, the risk surges to 80%.[aside postID=news_12028444 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2015/04/RS13995_5682289311_963280efff_o-1440x961.jpg']“Now, there’s people going more than 20 miles an hour over the speed limit,” Yu said. “So speeding is definitely a factor that [the new] traffic safety plan has to have elements to address.”\u003c/p>\n\u003cp>Just this week, San Francisco released the data from its first month operating speed-monitoring cameras that are meant to ticket drivers traveling more than 10 mph above the speed limit on certain roads. About 20 cameras sent out a collective 31,000 warnings to drivers on high-injury network streets in April, SFMTA reported.\u003c/p>\n\u003cp>Once all 33 of the city’s cameras have been active for 60 days, the cameras will start administering tickets, which Medeiros said she believed can have a real effect on driver behavior.\u003c/p>\n\u003cp>She pointed to the success of similar technology in New York: “The cameras have reduced crashes, reduced speeds, and have been part of their program for Vision Zero,” she said.\u003c/p>\n\u003cp>Walk SF’s letter to Lurie also requests that the new Vision Zero policy lower the speed limits on all high-injury network and commercial streets by 5 mph by 2027 and pursue state legislation to reduce speed limits on residential streets across the city to 20 mph the following year.\u003c/p>\n\u003cp>It also reiterates the importance of redesigning high-injury network streets.\u003c/p>\n\u003cp>“A great example is to look at the Tenderloin,” Medeiros said. “In the current high-injury network map, every single street on the Tenderloin is considered a dangerous street.”\u003c/p>\n\u003cfigure id=\"attachment_11982336\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982336\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg\" alt=\"A bicyclist rides in the street by parked cars and stores.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides by the Tilted Brim in the Tenderloin neighborhood, a part of the 5th Supervisorial District, in San Francisco on April 5, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last five years, she said, the Tenderloin saw speed limits reduced to 20 mph; added pedestrian safety zones and daylighting, which makes it illegal to park a car within 20 feet of a pedestrian crosswalk; and removed lanes from the widest streets with the worst speeding problems.\u003c/p>\n\u003cp>“These things were applied universally in the neighborhood. They were applied at scale. And what we’ve really seen is crash rates and close calls have dropped, and speeds have come down,” she told KQED.\u003c/p>\n\u003cp>For those results to be more widespread throughout the city, Medeiros said, there needs to be better collaboration and accountability between city agencies.\u003c/p>\n\u003cp>What has been missing so far, she said, is a mayoral administration that makes Vision Zero a priority.\u003c/p>\n\u003cp>“Vision Zero cities are where the mayors have embraced it and held agencies accountable for citywide change,” she said. “We are really looking at Mayor Lurie for taking a stand, embracing Vision Zero and holding these agencies accountable to make citywide changes to intersections and bringing down dangerous speeds and designing our streets for the most vulnerable people that are using them.”\u003c/p>\n\u003ch2>‘In leading Vision Zero cities, it’s the mayors’\u003c/h2>\n\u003cp>Vision Zero has plenty of promises that remain unrealized.\u003c/p>\n\u003cp>Miles of the high-injury network remain dangerous. Only \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">21 of the city’s 33 speed cameras have been set up\u003c/a>, despite the original March launch date. And while safety advocates had championed taking cars off Market Street in 2020, earlier this year, Lurie announced that autonomous vehicle company Waymo would \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">begin operating\u003c/a> on the downtown thoroughfare.\u003c/p>\n\u003cfigure id=\"attachment_12032139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city also scrapped plans to begin enforcing daylighting in March, after California passed legislation requiring the buffer zones at all intersections in 2023. SFMTA said it would hold off issuing citations until it was able to paint red all of the curbs the daylighting law applies to, which it estimated will take 18 months.\u003c/p>\n\u003cp>“Who has been held accountable? I have no evidence that anyone has been held accountable for any of the safe street issues,” Rose said. “Someone has to ultimately be responsible for enacting the changes and making sure that they happen, otherwise it just falls on deaf ears.”\u003c/p>\n\u003cp>Advocates hope that person will be Lurie, who assured them at the unveiling of the first speed cameras in April that pedestrian safety is part of his public safety agenda.\u003c/p>\n\u003cp>“It’s been a leadership void on this, to be frank,” Medeiros said. “We really did advocate for this with Mayor Breed, and we’re back advocating this for Mayor Lurie … the ingredient that is currently missing is Mayor Lurie holding these agencies accountable in getting the work done.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The city’s Vision Zero campaign to end traffic fatalities came to a close at the end of 2024 with arguably little progress on its lofty goals. Advocates have a list of requests for its next phase.",
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"title": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It | KQED",
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"headline": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than seven years ago, Christian Rose was \u003ca href=\"https://www.kqed.org/news/tag/cycling\">cycling\u003c/a> down his usual route in San Francisco’s Richmond District on his way to a tune-up when the day he had long feared became a reality.\u003c/p>\n\u003cp>A car was barreling toward the bike lane on Arguello Boulevard. He yelled out, but the car hit him and sent him flying over its hood. His bike crushed and helmet scraped from the gravelly street, he landed on his right hip.\u003c/p>\n\u003cp>Rose was freshly through his emergency medicine residency at UCSF, and he said he had an immediate and sinking feeling that the hip that took the brunt of the impact was broken.\u003c/p>\n\u003cp>“Being an emergency physician training at San Francisco General, seeing tons of bike crashes, pedestrian crashes, car crashes, I used to leave those shifts sometimes joking … ‘Hopefully, today is not the day that I’ll come back to work before I’m supposed to,’” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So, just at the time I remember the sort of collapsing world of being like, ‘I expected this, I knew this would come at some point, and I just can’t believe it’s today,’” he continued.\u003c/p>\n\u003cp>The intersection where Rose was hit is on San Francisco’s high-injury network, which indicates streets that have the highest percentage of severe and fatal injuries from vehicle crashes, and where the San Francisco Municipal Transportation Agency said it should invest the majority of its resources to prevent future crashes.\u003c/p>\n\u003cp>Rose’s crash occurred three years into the city’s \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero campaign\u003c/a>, a 10-year effort to end traffic fatalities by making changes to infrastructure and driver behavior. That campaign officially ended in December, far from its goal. Now, transportation safety advocates are pushing Mayor Daniel Lurie and city officials to do more.\u003c/p>\n\u003cfigure id=\"attachment_12040818\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040818\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Eight years into Vision Zero, another cyclist was struck and killed less than half a mile north of where Rose was on Arguello Boulevard, at another intersection marked high risk.\u003c/p>\n\u003cp>Despite both crashes, the intersection at Cornwall and Arguello, Rose said, looked exactly the same when he rode past it Friday.\u003c/p>\n\u003cp>“Nothing has changed on the entire section,” he told KQED. “There’s only construction going on right now on the upper section, and the lower section hasn’t had any adjustments made either. There are no new traffic signs or anything in that intersection.”\u003c/p>\n\u003ch2>A commitment to ending traffic deaths\u003c/h2>\n\u003cp>In 2014, then-Supervisor Norman Yee, who had survived a crash himself in 2006, shepherded Vision Zero into San Francisco, promising to coordinate city agencies around creating safer intersections for pedestrians and cyclists, and redesigning city streets to curb crash deaths.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The policy’s first action plan the following year had lofty goals: implement safety treatments along at least 13 miles of roadways on the high-injury network each year; assess which speed humps or signage slowed traffic and prevented accidents most effectively; and slow road speeds.\u003c/p>\n\u003cp>When Vision Zero was introduced in San Francisco, the city struggled with an average of about 20 pedestrian deaths and hundreds of critical injuries due to vehicle crashes each year.\u003c/p>\n\u003cp>“The result of this collaborative, citywide effort will be safer, more livable streets as we work to eliminate traffic fatalities by 2024,” the plan reads.\u003c/p>\n\u003cp>Despite high hopes, when the policy sunsetted in December, it came at the end of one of the \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">deadliest years yet\u003c/a> on San Francisco streets.\u003c/p>\n\u003ch2>Vision Zero expires with little to celebrate\u003c/h2>\n\u003cp>“The biggest tragedy is that 2024 was the worst year for traffic violence, and particularly for pedestrians, it was the worst year for traffic deaths for pedestrians since 2007,” said Jodie Medeiros, the executive director of pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>According to the nonprofit, 24 people were killed in crashes while walking last year, including a family of four who were waiting at a bus stop when they were \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">hit by a vehicle\u003c/a> that veered off the road in West Portal and onto the sidewalk.\u003c/p>\n\u003cp>Collectively, 42 people died in vehicle crashes while walking, biking and driving in 2024, and hundreds were injured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Medeiros said that since 2014, the city has made progress redesigning streets and adding traffic-slowing measures, including \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">speed cameras\u003c/a> that began to go online last month. But one of the reasons she believes San Francisco is continuing to have a high number of injuries and deaths is because policy change has moved at a glacial pace, and agencies aren’t collaborating the way they should.\u003c/p>\n\u003cp>“It’s important to know that the city is not organized. The agencies haven’t been well coordinated,” Medeiros told KQED.\u003c/p>\n\u003cp>At a street safety hearing in the city’s Land Use and Transportation Committee this month, the Department of Public Health presented traffic death and injury data from 2023 — the most recent the agency had completed, representatives told supervisors. Its most recent high-injury network map is from 2021.\u003c/p>\n\u003cp>SFMTA also revealed that it is lagging on safety improvements that were supposed to be complete along those streets last December, Medeiros said.\u003c/p>\n\u003ch2>The next 10 years of Vision Zero\u003c/h2>\n\u003cp>On the morning of the hearing, Medeiros and other traffic safety advocates gathered on the steps of City Hall to place white sneakers, flats and boots in rows in a somber protest. The 10 pairs of “ghost shoes” represented 10 people who have already died in vehicle crashes in 2025, since Vision Zero expired.\u003c/p>\n\u003cp>The group held signs calling out the lapse in street safety policy and urging Lurie to take up the task of reviving it.\u003c/p>\n\u003cp>In a letter Walk SF sent to Lurie the same day, advocates demanded that he finalize a new policy by July 30, and have an interagency traffic safety plan codified by the end of September for the five agencies responsible for carrying it out: SFMTA, the departments of public health and public works, and the police and fire departments.\u003c/p>\n\u003cfigure id=\"attachment_12040816\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, Executive Director of Walk San Francisco, places flowers on a memorial of white shoes during a rally with traffic safety advocates from Walk SF, Families for Safe Streets, and the Vision Zero Coalition on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The white shoes symbolize the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We feel like this is a fair amount of time for him to be in office, to understand the agencies, to understand the challenges, what’s worked, what’s not worked, and to really create and have a robust, thoughtful new Vision Zero,” Medeiros said.\u003c/p>\n\u003cp>The letter also lays out what Walk SF and Bay Area Families for Safer Streets, another advocacy group made up of crash survivors, want to see prioritized in the new policy.\u003c/p>\n\u003cp>One of their main focuses is speeding.\u003c/p>\n\u003cp>“Dangerous speeding is a risk factor,” said advocate Jenny Yu, whose mother was in a severe crash in 2011.\u003c/p>\n\u003cp>“She was crossing the street on Park Presidio and Anza in Golden Gate Park, and a driver was turning left, speeding,” she recalled. “The SUV struck her body and swung her body across the street.”\u003c/p>\n\u003cp>City data shows that 1 in 5 crashes are related to excessive speed, and as speed increases, so does the risk of severe injury and death. If a car traveling 20 mph hits a pedestrian, the risk of a fatality is 10%. If that car is going 40 mph, the risk surges to 80%.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Now, there’s people going more than 20 miles an hour over the speed limit,” Yu said. “So speeding is definitely a factor that [the new] traffic safety plan has to have elements to address.”\u003c/p>\n\u003cp>Just this week, San Francisco released the data from its first month operating speed-monitoring cameras that are meant to ticket drivers traveling more than 10 mph above the speed limit on certain roads. About 20 cameras sent out a collective 31,000 warnings to drivers on high-injury network streets in April, SFMTA reported.\u003c/p>\n\u003cp>Once all 33 of the city’s cameras have been active for 60 days, the cameras will start administering tickets, which Medeiros said she believed can have a real effect on driver behavior.\u003c/p>\n\u003cp>She pointed to the success of similar technology in New York: “The cameras have reduced crashes, reduced speeds, and have been part of their program for Vision Zero,” she said.\u003c/p>\n\u003cp>Walk SF’s letter to Lurie also requests that the new Vision Zero policy lower the speed limits on all high-injury network and commercial streets by 5 mph by 2027 and pursue state legislation to reduce speed limits on residential streets across the city to 20 mph the following year.\u003c/p>\n\u003cp>It also reiterates the importance of redesigning high-injury network streets.\u003c/p>\n\u003cp>“A great example is to look at the Tenderloin,” Medeiros said. “In the current high-injury network map, every single street on the Tenderloin is considered a dangerous street.”\u003c/p>\n\u003cfigure id=\"attachment_11982336\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982336\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg\" alt=\"A bicyclist rides in the street by parked cars and stores.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides by the Tilted Brim in the Tenderloin neighborhood, a part of the 5th Supervisorial District, in San Francisco on April 5, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last five years, she said, the Tenderloin saw speed limits reduced to 20 mph; added pedestrian safety zones and daylighting, which makes it illegal to park a car within 20 feet of a pedestrian crosswalk; and removed lanes from the widest streets with the worst speeding problems.\u003c/p>\n\u003cp>“These things were applied universally in the neighborhood. They were applied at scale. And what we’ve really seen is crash rates and close calls have dropped, and speeds have come down,” she told KQED.\u003c/p>\n\u003cp>For those results to be more widespread throughout the city, Medeiros said, there needs to be better collaboration and accountability between city agencies.\u003c/p>\n\u003cp>What has been missing so far, she said, is a mayoral administration that makes Vision Zero a priority.\u003c/p>\n\u003cp>“Vision Zero cities are where the mayors have embraced it and held agencies accountable for citywide change,” she said. “We are really looking at Mayor Lurie for taking a stand, embracing Vision Zero and holding these agencies accountable to make citywide changes to intersections and bringing down dangerous speeds and designing our streets for the most vulnerable people that are using them.”\u003c/p>\n\u003ch2>‘In leading Vision Zero cities, it’s the mayors’\u003c/h2>\n\u003cp>Vision Zero has plenty of promises that remain unrealized.\u003c/p>\n\u003cp>Miles of the high-injury network remain dangerous. Only \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">21 of the city’s 33 speed cameras have been set up\u003c/a>, despite the original March launch date. And while safety advocates had championed taking cars off Market Street in 2020, earlier this year, Lurie announced that autonomous vehicle company Waymo would \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">begin operating\u003c/a> on the downtown thoroughfare.\u003c/p>\n\u003cfigure id=\"attachment_12032139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city also scrapped plans to begin enforcing daylighting in March, after California passed legislation requiring the buffer zones at all intersections in 2023. SFMTA said it would hold off issuing citations until it was able to paint red all of the curbs the daylighting law applies to, which it estimated will take 18 months.\u003c/p>\n\u003cp>“Who has been held accountable? I have no evidence that anyone has been held accountable for any of the safe street issues,” Rose said. “Someone has to ultimately be responsible for enacting the changes and making sure that they happen, otherwise it just falls on deaf ears.”\u003c/p>\n\u003cp>Advocates hope that person will be Lurie, who assured them at the unveiling of the first speed cameras in April that pedestrian safety is part of his public safety agenda.\u003c/p>\n\u003cp>“It’s been a leadership void on this, to be frank,” Medeiros said. “We really did advocate for this with Mayor Breed, and we’re back advocating this for Mayor Lurie … the ingredient that is currently missing is Mayor Lurie holding these agencies accountable in getting the work done.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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