All Aboard the 67, San Francisco’s Most Delayed Bus
2026 San Francisco Chinese New Year Parade: Route, Street Closures, Parking and More
Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own
It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse
Ongoing Clipper 2.0 Issues Plague Bay Area Transit Agencies, Seniors and Low-Income Riders
After Years of Parking Violations, SF is Stepping Up Enforcement in Transit-Only Lanes
Video Appears to Show MUNI Driver Asleep at Controls During ‘Frightening’ September Incident
San Francisco Completes Redesign of West Portal Station After Tragic 2024 Crash
Deadly Electric-Motor Vehicle Collisions in San Francisco Prompt Calls for Regulation
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However unreliable it can be, it still serves an estimated 800 daily riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But as SFMTA faces a budget deficit of more than $300 million in July, the 67 and other bus lines are at risk of disappearing if voters don’t approve \u003c/span>\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">ballot measures to fund transit this November.\u003c/span>\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">\u003cspan style=\"font-weight: 400\">It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3063602055&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:00] I’m Ericka Cruz-Gavara and welcome to The Bay, local news to keep you rooted. Bay Area transit agencies have drawn up nightmare scenarios if they can’t get enough money to help them close their budget deficits. Those nightmare scenarios include the elimination of the red and green BART lines, no BART or Muni after 9 p.m., and, if you can even imagine it, a San Francisco without cable cars.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:00:35] If that money isn’t raised, then we could see some really big changes to service in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:43] SFMTA, which is the agency that runs Muni, says it could cut entire bus lines if voters don’t approve ballot measures to fund transit this November. And even though some of those lines aren’t used by a ton of people, cutting them will impact entire neighborhoods. Today, we take you aboard one such bus line in San Francisco, Muni’s most delayed bus to meet the riders who rely on it every day.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:24] People actually call the 67 a rollercoaster because it goes over so many hills.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:32] Elize Manoukian is a reporter for KQED.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:36] It starts at Alemany and then just climbs up to the top of Bernal Heights Park. Beautiful park, has a view of the whole bay and a great view of downtown San Francisco. And then it sort of snakes its way down to 24th Street Mission and then back again. You can ride the whole loop in 25 minutes. It’s also visually kind of funny, it’s only 30 feet long, like about half of a normal bus. It’s diesel powered, because they really have to be chugging up those hills. One of the passengers I talked to for this story, he told me that he puts his backpack on top of his knees so that in case he slides into the seat in front of him, he has a little cushion.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:26] And who is riding this bus?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:02:28] It serves a pretty diverse swath of neighborhood residents, everyone from the people who live at the Alemany Apartments, which is a affordable housing complex. It also climbs up through the Bernal Heights hilly neighborhood, which has a lot of single-family homes, a lot of wealthier tech residents in the city. I see a lot of kids take it to school. It serves Paul Revere Elementary and a couple other schools in the mission in Bernal Heights. And then of course it serves the people who live in the Mission right by 24th Street.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:06] And is it often like a crowded bus? Are people like standing on this roller coaster?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:11] Not really. It’s quite, it can get a little busy during the morning commute, but it only gets about 800 riders per day, which is down from half before the pandemic. That’s a pretty low volume route. You know, some of the busses, like the 38, will serve up to 25,000 people a day. It’s a smaller neighborhood route that connects people from neighborhood to neighborhood, as opposed to taking them straight to downtown.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] And you are someone who frequently uses this bus, is that right?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:43] Yeah, I’m right off of Courtland Street, and so I take it to get to 24th Street BART all the time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:51] Just besides the fact that you ride it, what is so special about the 67? Why did you want to focus on this particular bus line in your reporting?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:00] Well, I agree. I think it is a very magical line, but yeah, it also is the most delayed bus in San Francisco, which I learned one day when I was trying to take it to BART so I could go see my friend in Oakland on Valentine’s Day. And it never came. And it made me wonder, like, is this a common experience? And I found out that one in 67’s will depart very late.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:27] So if I miss one bus, I could be waiting 20, 30 minutes for the next one, maybe longer.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:33] I also talked to a guy named Gil Diaz. He also rides the 67 and he gets on at the same stop as me and he takes it to 24th Street and then goes to work from there.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:44] I just noticed that there’s a gap between pickups. Yeah, I get that anxiety. Like, oh, every minute’s counting because it’s going to affect the next bus.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:54] You know, the bus runs every 20 minutes, so if one doesn’t come or one is very delayed, then you can be waiting like almost an hour for it to show up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:04] That’s the worst feeling.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:05] I know, especially on a cold San Francisco chilly day, you know?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:08] Totally. And then what do you do if you miss the bus? Like what are your options?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:17] You know, there’s always another bus, luckily Muni is really well connected, but you can end up taking a completely different route, having to travel to different corners of the city to get to where you need to be.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:28] Going up and down those hills on foot.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:30] That’s true, you can always take the “chevro-legs” and just climb up the hill, climb up to the top of Bernal Heights and climb down, which is really a workout.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:41] I mean, why is this particular line the most delayed bus in San Francisco?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:48] So I asked SFMTA the same question, and it really does have to do with the steep grades of the route, the very sharp turns that it has to make as it snakes around the Bernal Heights Hill and around these very narrow streets and neighborhoods. I asked if it had to do with a Muni operator shortage or a vehicle shortage, and they told me that there wasn’t one at this time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:17] A lot of people still rely on the 67, it sounds like, but it could actually also go away, right? Can you explain the sort of looming threats to SFMTA and also lines like the 67?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:06:31] So like other transit agencies in the Bay, the SFMTA is in trouble. It’s facing a more than $300 million deficit starting in July. And that number is only projected to grow over the next couple of years because of things like rising costs and lower fare revenue since the pandemic. So the SFMTA, they’re looking at a lot of different scenarios to help them work through this. One of them is a parcel tax on the ballot in November. There’s also a second regional tax that people across the Bay Area can vote on. Part of the revenue raised by that sales tax will go to fund Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:16] As well as BART.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:07:19] Exactly. AC Transit, among others. But, you know, that’s all hypothetical at this point. If that money isn’t raised, then we could see some really big changes to service in San Francisco. And one of the proposed changes would be cutting the 67, which, yeah, like I said, serves a really hilly community and there is no parallel line and 11 other lines like it which also serve hilly neighborhoods, could also be impacted.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:51] Is SFMTA doing to try and prove that it is still worth funding? I mean, with these ballot measures going before voters, I imagine they want to make a good case that they’re worth keeping around.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:08:07] Definitely. And I will say, the SFMTA actually just released its ridership survey for the year, and it got really, really high reviews from San Francisco residents. I think it was something like 78% said that they had good or excellent experiences with Muni. So I think that people are happy with the service that they’re getting for the most part. But they’re also trying some kind of interesting things, too, to improve their service, especially since the pandemic, when a lot of lines were cut pretty much overnight, but some people still needed to get around the city. So one thing that they did was switch their busier lines, like the 38, the 22, and the 1, they switched those busier lines over to a system that’s called headway. So instead of operating on traditional bus schedules, they switched to intervals. They really focused on making sure that busses were spaced out evenly instead of adhering to a strict schedule. So instead if your bus coming right at 3 p.m., your bus would come every 10 minutes or every five minutes for some of these busier lines. And they said that they were getting really positive feedback from that.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:26] The whole idea is to stay flexible and nimble and be able to adjust our service with the actual customer needs.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:09:34] Brent Jones is the director of transit for SFMTA. He’s been with the agency for nearly three decades. And he was there when they decided to make this switch over from a schedule-based system for the busier lines over to this thing that’s called headway.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:51] So what we found was that we had less issues with people being upset about their vehicle being late as opposed to, hey, but even if I see it pulling off, I know another one will be there within 10 minutes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:05] Yeah, I feel like that is something that would help me as someone who’s not really always interested in checking which bus I should take. It’s good to just show up to a bus stop and know that if there’s not one there, there will at least be one in 10 minutes or less, essentially.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:22] Yeah, you know that it’s going to come and that you’re not going to see like three busses bunched up and then one doesn’t come for half an hour. It’s going be more regular.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:31] And so is this happening with the 67 as well?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:36] No, it’s not. Because the 67 is a smaller line and it comes every 20 minutes, it doesn’t make sense for the agency to make this change for all of its busses in circulation. So about half of them are still on schedules and then half of the have switched over to this kind of experimental system. Out of all of these lower volume routes, which are still on schedules, only 56% of them depart on time, which is still not great. But at least they’re trying the headway and it’s getting them some better results for the busier lines.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:12] There are these efforts like this parcel tax in San Francisco, this region-wide ballot measure to try and prevent these worst-case scenarios where lines like the 67 go away completely. Do we know how helpful some of these efforts might actually be?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:30] I think they would be a game changer. I think collectively they would raise enough to be able to allow it to keep operating. And they would for sure stop it from having to make major reductions, not just to service, but also to staff and to some of their other projects, like improving bus stops across the city.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:51] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:52] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:55] I mean, if it went away, like, what would that mean for you and all the other folks who rely on it?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:03] For people who are trying to connect from these hilly neighborhoods to BART, their commutes are gonna be a lot more challenging. For the kids who are trying to get from the Alemany Apartments to their middle school across the street, it’s gonna be, a lot, it’s going to be a really long, difficult walk every morning. So, yeah, it would definitely throw a wrench in people’s mornings. I love the 67 community and I love the bus drivers on it. Shouts out to Hannibal Thompson, who’s one of my favorite drivers. And I hope that they stay, they stick around.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:39] Hope it sticks around for you and all those kids. Thank you so much for joining me, Elize. I appreciate it.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:45] Thanks for letting me talk about my bus.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">The 67 is Muni’s most delayed bus line, snaking through the hills along Alemany Boulevard and Bernal Heights, ending at the 24th and Mission BART station. However unreliable it can be, it still serves an estimated 800 daily riders. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">But as SFMTA faces a budget deficit of more than $300 million in July, the 67 and other bus lines are at risk of disappearing if voters don’t approve \u003c/span>\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">ballot measures to fund transit this November.\u003c/span>\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12073883/its-san-franciscos-most-delayed-bus-for-riders-a-frustrating-problem-may-get-worse\">\u003cspan style=\"font-weight: 400\">It’s San Francisco’s Most Delayed Bus. For Riders, a Frustrating Problem May Get Worse\u003c/span>\u003c/a>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/12074874/amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own\">\u003cspan style=\"font-weight: 400\">Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own\u003c/span>\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003ci>\u003cspan style=\"font-weight: 400\">Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/span>\u003c/i>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC3063602055&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:00] I’m Ericka Cruz-Gavara and welcome to The Bay, local news to keep you rooted. Bay Area transit agencies have drawn up nightmare scenarios if they can’t get enough money to help them close their budget deficits. Those nightmare scenarios include the elimination of the red and green BART lines, no BART or Muni after 9 p.m., and, if you can even imagine it, a San Francisco without cable cars.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:00:35] If that money isn’t raised, then we could see some really big changes to service in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:43] SFMTA, which is the agency that runs Muni, says it could cut entire bus lines if voters don’t approve ballot measures to fund transit this November. And even though some of those lines aren’t used by a ton of people, cutting them will impact entire neighborhoods. Today, we take you aboard one such bus line in San Francisco, Muni’s most delayed bus to meet the riders who rely on it every day.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:24] People actually call the 67 a rollercoaster because it goes over so many hills.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:32] Elize Manoukian is a reporter for KQED.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:01:36] It starts at Alemany and then just climbs up to the top of Bernal Heights Park. Beautiful park, has a view of the whole bay and a great view of downtown San Francisco. And then it sort of snakes its way down to 24th Street Mission and then back again. You can ride the whole loop in 25 minutes. It’s also visually kind of funny, it’s only 30 feet long, like about half of a normal bus. It’s diesel powered, because they really have to be chugging up those hills. One of the passengers I talked to for this story, he told me that he puts his backpack on top of his knees so that in case he slides into the seat in front of him, he has a little cushion.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:26] And who is riding this bus?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:02:28] It serves a pretty diverse swath of neighborhood residents, everyone from the people who live at the Alemany Apartments, which is a affordable housing complex. It also climbs up through the Bernal Heights hilly neighborhood, which has a lot of single-family homes, a lot of wealthier tech residents in the city. I see a lot of kids take it to school. It serves Paul Revere Elementary and a couple other schools in the mission in Bernal Heights. And then of course it serves the people who live in the Mission right by 24th Street.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:06] And is it often like a crowded bus? Are people like standing on this roller coaster?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:11] Not really. It’s quite, it can get a little busy during the morning commute, but it only gets about 800 riders per day, which is down from half before the pandemic. That’s a pretty low volume route. You know, some of the busses, like the 38, will serve up to 25,000 people a day. It’s a smaller neighborhood route that connects people from neighborhood to neighborhood, as opposed to taking them straight to downtown.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:40] And you are someone who frequently uses this bus, is that right?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:03:43] Yeah, I’m right off of Courtland Street, and so I take it to get to 24th Street BART all the time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:03:51] Just besides the fact that you ride it, what is so special about the 67? Why did you want to focus on this particular bus line in your reporting?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:00] Well, I agree. I think it is a very magical line, but yeah, it also is the most delayed bus in San Francisco, which I learned one day when I was trying to take it to BART so I could go see my friend in Oakland on Valentine’s Day. And it never came. And it made me wonder, like, is this a common experience? And I found out that one in 67’s will depart very late.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:27] So if I miss one bus, I could be waiting 20, 30 minutes for the next one, maybe longer.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:33] I also talked to a guy named Gil Diaz. He also rides the 67 and he gets on at the same stop as me and he takes it to 24th Street and then goes to work from there.\u003c/p>\n\u003cp>\u003cstrong>Gil Diaz \u003c/strong>[00:04:44] I just noticed that there’s a gap between pickups. Yeah, I get that anxiety. Like, oh, every minute’s counting because it’s going to affect the next bus.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:04:54] You know, the bus runs every 20 minutes, so if one doesn’t come or one is very delayed, then you can be waiting like almost an hour for it to show up.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:04] That’s the worst feeling.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:05] I know, especially on a cold San Francisco chilly day, you know?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:08] Totally. And then what do you do if you miss the bus? Like what are your options?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:17] You know, there’s always another bus, luckily Muni is really well connected, but you can end up taking a completely different route, having to travel to different corners of the city to get to where you need to be.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:28] Going up and down those hills on foot.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:30] That’s true, you can always take the “chevro-legs” and just climb up the hill, climb up to the top of Bernal Heights and climb down, which is really a workout.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:41] I mean, why is this particular line the most delayed bus in San Francisco?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:05:48] So I asked SFMTA the same question, and it really does have to do with the steep grades of the route, the very sharp turns that it has to make as it snakes around the Bernal Heights Hill and around these very narrow streets and neighborhoods. I asked if it had to do with a Muni operator shortage or a vehicle shortage, and they told me that there wasn’t one at this time.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:06:17] A lot of people still rely on the 67, it sounds like, but it could actually also go away, right? Can you explain the sort of looming threats to SFMTA and also lines like the 67?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:06:31] So like other transit agencies in the Bay, the SFMTA is in trouble. It’s facing a more than $300 million deficit starting in July. And that number is only projected to grow over the next couple of years because of things like rising costs and lower fare revenue since the pandemic. So the SFMTA, they’re looking at a lot of different scenarios to help them work through this. One of them is a parcel tax on the ballot in November. There’s also a second regional tax that people across the Bay Area can vote on. Part of the revenue raised by that sales tax will go to fund Muni.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:16] As well as BART.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:07:19] Exactly. AC Transit, among others. But, you know, that’s all hypothetical at this point. If that money isn’t raised, then we could see some really big changes to service in San Francisco. And one of the proposed changes would be cutting the 67, which, yeah, like I said, serves a really hilly community and there is no parallel line and 11 other lines like it which also serve hilly neighborhoods, could also be impacted.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:07:51] Is SFMTA doing to try and prove that it is still worth funding? I mean, with these ballot measures going before voters, I imagine they want to make a good case that they’re worth keeping around.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:08:07] Definitely. And I will say, the SFMTA actually just released its ridership survey for the year, and it got really, really high reviews from San Francisco residents. I think it was something like 78% said that they had good or excellent experiences with Muni. So I think that people are happy with the service that they’re getting for the most part. But they’re also trying some kind of interesting things, too, to improve their service, especially since the pandemic, when a lot of lines were cut pretty much overnight, but some people still needed to get around the city. So one thing that they did was switch their busier lines, like the 38, the 22, and the 1, they switched those busier lines over to a system that’s called headway. So instead of operating on traditional bus schedules, they switched to intervals. They really focused on making sure that busses were spaced out evenly instead of adhering to a strict schedule. So instead if your bus coming right at 3 p.m., your bus would come every 10 minutes or every five minutes for some of these busier lines. And they said that they were getting really positive feedback from that.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:26] The whole idea is to stay flexible and nimble and be able to adjust our service with the actual customer needs.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:09:34] Brent Jones is the director of transit for SFMTA. He’s been with the agency for nearly three decades. And he was there when they decided to make this switch over from a schedule-based system for the busier lines over to this thing that’s called headway.\u003c/p>\n\u003cp>\u003cstrong>Brent Jones \u003c/strong>[00:09:51] So what we found was that we had less issues with people being upset about their vehicle being late as opposed to, hey, but even if I see it pulling off, I know another one will be there within 10 minutes.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:05] Yeah, I feel like that is something that would help me as someone who’s not really always interested in checking which bus I should take. It’s good to just show up to a bus stop and know that if there’s not one there, there will at least be one in 10 minutes or less, essentially.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:22] Yeah, you know that it’s going to come and that you’re not going to see like three busses bunched up and then one doesn’t come for half an hour. It’s going be more regular.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:31] And so is this happening with the 67 as well?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:10:36] No, it’s not. Because the 67 is a smaller line and it comes every 20 minutes, it doesn’t make sense for the agency to make this change for all of its busses in circulation. So about half of them are still on schedules and then half of the have switched over to this kind of experimental system. Out of all of these lower volume routes, which are still on schedules, only 56% of them depart on time, which is still not great. But at least they’re trying the headway and it’s getting them some better results for the busier lines.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:12] There are these efforts like this parcel tax in San Francisco, this region-wide ballot measure to try and prevent these worst-case scenarios where lines like the 67 go away completely. Do we know how helpful some of these efforts might actually be?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:30] I think they would be a game changer. I think collectively they would raise enough to be able to allow it to keep operating. And they would for sure stop it from having to make major reductions, not just to service, but also to staff and to some of their other projects, like improving bus stops across the city.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:51] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:11:52] And saving the 67.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:11:55] I mean, if it went away, like, what would that mean for you and all the other folks who rely on it?\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:03] For people who are trying to connect from these hilly neighborhoods to BART, their commutes are gonna be a lot more challenging. For the kids who are trying to get from the Alemany Apartments to their middle school across the street, it’s gonna be, a lot, it’s going to be a really long, difficult walk every morning. So, yeah, it would definitely throw a wrench in people’s mornings. I love the 67 community and I love the bus drivers on it. Shouts out to Hannibal Thompson, who’s one of my favorite drivers. And I hope that they stay, they stick around.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:39] Hope it sticks around for you and all those kids. Thank you so much for joining me, Elize. I appreciate it.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Elize Manoukian \u003c/strong>[00:12:45] Thanks for letting me talk about my bus.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "2026-san-francisco-chinese-new-year-sf-parade-map-route-closures-events-parking",
"title": "2026 San Francisco Chinese New Year Parade: Route, Street Closures, Parking and More",
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"headTitle": "2026 San Francisco Chinese New Year Parade: Route, Street Closures, Parking and More | KQED",
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"content": "\u003cp>It’s the Year of the Fire Horse, and the Bay Area will be celebrating with a long-standing tradition: \u003ca href=\"https://www.kqed.org/news/12027348/san-francisco-celebrates-the-lunar-new-year-with-iconic-chinatown-parade\">the Chinese New Year Parade\u003c/a> in San Francisco on Saturday.\u003c/p>\n\u003cp>Many different cultures observe \u003ca href=\"https://www.kqed.org/arts/tag/lunar-new-year\">Lunar New Year\u003c/a>, and this year is the Year of the Fire Horse, representing \u003ca href=\"https://www.npr.org/2026/02/16/nx-s1-5713534/on-the-streets-of-beijing-many-wish-for-economic-stability-this-lunar-new-year\">action, risk-taking\u003c/a> and \u003ca href=\"https://www.elle.com/uk/horoscopes/a70327986/year-of-the-fire-horse/\">even financial positivity\u003c/a>.\u003c/p>\n\u003cp>Past Fire Horse years \u003ca href=\"https://www.travelchinaguide.com/intro/social_customs/zodiac/horse.htm\">include\u003c/a> 1930, 1942, 1954, 1966, 1978, 1990, 2002 and 2014.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>(And for some fun further reading, take a look at how \u003ca href=\"https://www.theguardian.com/world/2026/feb/04/harry-potter-draco-malfoy-mascot-year-of-horse-china\">Harry Potter’s Draco Malfoy character\u003c/a> has somehow become a Year of the Horse \u003ca href=\"https://x.com/abc/status/2024084429493170330?s=46&t=7BBzFwo6eYLzJIVfAlumEQ\">meme mascot for 2026\u003c/a>.)\u003c/p>\n\u003cp>This year’s Parade Grand Marshall will be San Francisco-born \u003ca href=\"https://www.instagram.com/reel/DU3W3fjiG-O/\">Eileen Gu\u003c/a>, an \u003ca href=\"https://www.kqed.org/news/12072038/2026-winter-olympics-how-to-watch-bay-area-athletes-tahoe-figure-skating-skiing-snowboarding-cortina\">Olympic gold medalist and freestyle skier.\u003c/a> The parade is always free, so you should expect large crowds.\u003c/p>\n\u003cfigure id=\"attachment_12027359\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027359\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL.jpg\" alt=\"Fireworks are seen above a string of red lanterns.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fireworks go off in Chinatown during the Chinese New Year Parade in San Francisco on Feb. 15, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Keep reading for what to know about the San Francisco Chinese New Year Parade this weekend, including the parade route map and street closures that day.\u003c/p>\n\u003cp>For timely updates, you can follow the Chinese New Year Festival and Parade’s \u003ca href=\"https://www.instagram.com/chineseparade/\">official social media pages\u003c/a> and \u003ca href=\"https://chineseparade.com/faq/\">website.\u003c/a>\u003c/p>\n\u003ch2>\u003cstrong>Jump straight to:\u003c/strong>\u003c/h2>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#WhatstheSanFranciscoChineseNewYearparaderoute\"> What’s the San Francisco Chinese New Year parade route?\u003cbr>\n\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#Whatstreetswillbeclosedfortheparade\"> What streets will be closed for the parade?\u003cbr>\n\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca id=\"WhatstheSanFranciscoChineseNewYearparaderoute\">\u003c/a>What is the San Francisco Chinese New Year Parade route?\u003c/h2>\n\u003cp>The parade starts at 5:15 p.m. on Saturday, March 7.\u003c/p>\n\u003cp>The \u003ca href=\"https://chineseparade.com/faq/\">route\u003c/a> begins at Second and Market streets, goes around Union Square and ends at Kearny Street and Columbus Avenue. The total route is around 1.3 miles long.\u003c/p>\n\u003ch2>\u003cstrong>Do I need tickets to the San Francisco Chinese New Year parade?\u003c/strong>\u003c/h2>\n\u003cp>The parade is \u003ca href=\"https://chineseparade.com/faq/\">a free event\u003c/a>. However, if you want to sit on the bleachers, you’ll need paid tickets to be assigned a specific section (but not a specific seat).\u003c/p>\n\u003cp>There are four bleacher sections, each on:\u003c/p>\n\u003cul>\n\u003cli>Washington and Jackson streets\u003c/li>\n\u003cli>California and Sacramento streets\u003c/li>\n\u003cli>Kearny and Grant streets\u003c/li>\n\u003cli>Stockton and Powell streets\u003c/li>\n\u003c/ul>\n\u003cp>Tickets range from $45 to $75, and \u003ca href=\"https://chineseparade.com/tickets/\">can be bought online\u003c/a> for email delivery. The more expensive options include a gift bag. Bleacher seating is \u003ca href=\"https://chineseparade.com/tickets/\">free for children under two\u003c/a>, as long as they are sitting on the lap of a caregiver.\u003c/p>\n\u003cp>Organizers suggest that if you buy tickets, you’ll need to check in and be seated early on Saturday, close to 4 p.m., to be ready for the start of the parade.\u003c/p>\n\u003cfigure id=\"attachment_11977013\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11977013\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Fireworks go off at the Chinese New Year Parade in San Francisco on Feb. 24, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All sections of the bleachers will have wheelchair seating, but you will need a ticket regardless.\u003c/p>\n\u003cp>If you need accessible spaces, you will also need a ticket. Portable restrooms will be available near the bleachers.\u003c/p>\n\u003ch2>\u003ca id=\"Whatstreetswillbeclosedfortheparade\">\u003c/a>How can I get to the San Francisco Chinese New Year parade? Are there street closures?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">Chinese New Year Parade organizers \u003c/span>\u003ca href=\"https://chineseparade.com/transportation/\">\u003cspan style=\"font-weight: 400\">strongly encourage public transportation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, and all Muni rides (except for cable cars) will be \u003c/span>\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\">\u003cspan style=\"font-weight: 400\">free that day\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">If you are driving, there will \u003c/span>\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\">\u003cspan style=\"font-weight: 400\">also be street closures\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> around the area.\u003c/span>\u003c/p>\n\u003cp>But if you’d like an idea of what to expect, last year, \u003ca href=\"https://www.kqed.org/news/12024779/2025-san-francisco-chinese-new-year-parade-map-route-closures-events\">the following areas\u003c/a> were closed:[aside postID=arts_13986607 hero='https://cdn.kqed.org/wp-content/uploads/sites/2/2026/02/020626GOLDEN-AGE-OF-ASIAN-STYLE-HIGH-TEA_GH_037-KQED.jpg']\u003cstrong>From 2 p.m. to around 9:30 p.m.\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli> 2nd Street between Market and Mission streets\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>From 3 p.m. to around 9:30 p.m\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Market Street between 2nd and Geary streets\u003c/li>\n\u003cli>Geary Street between Market and Powell streets\u003c/li>\n\u003cli>Powell Street between Geary and Post streets\u003c/li>\n\u003cli>Post Street between Kearny and Powell streets\u003c/li>\n\u003cli>Kearny Street between Geary and Pacific streets.\u003c/li>\n\u003c/ul>\n\u003cp>According to \u003ca href=\"https://www.sfmta.com/project-updates/chinese-new-year-parade-service-alert\">the 2025 SFMTA guidance\u003c/a>, the easiest way to get to the parade is through the Market Street Subway at Montgomery Station, near the beginning of the parade. However, SFMTA also recommends using nearby Powell Station, “just a few blocks from where the Parade goes around Union Square,” which is the transfer point between the Central Subway and the Market Street Subway.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\">The bus routes to the parade\u003c/a> are 1, 2, 5, 7, 8, 9, 12, 14, 14R, 15, 30, 31, 38R and 45. The metro and streetcar lines are F, J, K, L, M, N and T.\u003c/p>\n\u003cp>You can use \u003ca href=\"https://www.sfmta.com/getting-around/muni/routes-stops\">SFMTA’s website\u003c/a> or call 311 to plan out your route.\u003c/p>\n\u003cp>The closest BART stations are Montgomery Station (at Market and 2nd streets), Embarcadero and Powell St.\u003c/p>\n\u003ch2>Is there any parking for the Chinese New Year parade?\u003c/h2>\n\u003cp>There are \u003ca href=\"https://chineseparade.com/transportation/\">parking garages\u003c/a> at:\u003c/p>\n\u003cul>\n\u003cli>Portsmouth Square Garage at 733 Kearny Street in Chinatown, which will also provide\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\"> one hour of free parking through Sunday\u003c/a>.\u003c/li>\n\u003cli>Union Square at 123 O’Farrell St.\u003c/li>\n\u003cli>Chinatown at 250 Clay St. and 733 Kearny St.\u003c/li>\n\u003cli>North Beach at 735 and 766 Vallejo St.\u003c/li>\n\u003c/ul>\n\u003cp>You can also get \u003ca href=\"https://spothero.com/search?kind=destination&id=81237&%243p=a_hasoffers&%24affiliate_json=http%3A%2F%2Ftracking.spothero.com%2Faff_c%3Foffer_id%3D1%26aff_id%3D1391%26file_id%3D28%26source%3Dchinesenewyearfestival%26aff_sub2%3Dparkingpage%26aff_sub3%3Dlink%26format%3Djson&_branch_match_id=1553116847317693714&utm_source=Partnerships&utm_campaign=Tune_Platform&utm_medium=paid+advertising&_branch_referrer=H4sIAAAAAAAAA42RTU%2FDMAyGf01z3NqEjQ0pQgjEkQviXLmpu4R1SUhSpl3223E66PgSQsohfu04j1%2FrlHy8ms%2Bjd0ljcDPwftYbu52nWHn%2B8PKI1fXGQc8lZwW%2FEF5CrSG6rsMQWVQadyh17sK2xrayxZiMhWScZUfVG7WtTSurklei5etlxUXJVwIWZYcNL0XZ8MWKRTcEhVJpYzGixf0BIXS50yv0bAj96YdC3BT8ns4PWtLOvIWgmkVmLcTdJ9qCL8cLAVGionACzPGfiGOxi6lWQwho1YFePD3eTTJxDkhamZWIytkWwqH2Q9ObSKiUokzUUEPXmd5AwndpHJ3uvw9PFaP7VMDZB72smIek5Zep2Vc%2BSXR5YdN39XN0dvRxsjEFULS0zWzyU7kd6fSmVuTiN7eyfArEOsfUGE8CX%2F1rktwgDk0exkPIP3vY4DkhKHHa5rJzYQeJ4kzNNE0mfyydfbJelox8WdHuLtkxIHEHal83we0jBnmrg9vhG20%2FjF%2FtAgAA&view=dl\">a parking pass on websites like SpotHero\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong style=\"font-size: 24px\">What will the weather be like on Saturday for the Chinese New Year parade?\u003c/strong>\u003c/p>\n\u003cp>The parade will happen rain or shine, according to \u003ca href=\"https://chineseparade.com/faq/\">the Chinese New Year parade’s official website\u003c/a> — but luckily, \u003ca href=\"https://forecast.weather.gov/MapClick.php?lat=37.7800771&lon=-122.4201615\">the weather forecast for San Francisco\u003c/a> on Saturday promises sunshine, and highs of 78 degrees.\u003c/p>\n\u003cp>You can keep an eye out for the weather on \u003ca href=\"https://www.weather.gov/mtr/\">the National Weather Service website\u003c/a>, but remember: it’s the Bay Area, and layers are always helpful.\u003c/p>\n\u003cp>You can also adorn yourself in \u003ca href=\"https://www.lofficielusa.com/fashion/chinese-new-year-fashion-red-and-gold-runway-looks\">lucky colors like red and gold\u003c/a> to mark the Lunar New Year.\u003c/p>\n\u003ch2>\u003cstrong>What should I not bring to the Chinese New Year parade?\u003c/strong>\u003c/h2>\n\u003cp>The parade is a public event, so organizers say you should not bring things like weapons, firearms, explosives or drones.\u003c/p>\n\u003cfigure id=\"attachment_12027366\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027366\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL.jpg\" alt=\"Several women dressed in dance costumes perform on the street.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Members of Xiaopei Chinese Dance perform in the Chinese New Year Parade in San Francisco on Feb. 15, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Out of consideration for others, we request that large items that may encroach on others’ space—such as oversized cushions, coolers, pets, selfie sticks or camera tripods—are not brought into the bleacher sections,” \u003ca href=\"https://chineseparade.com/faq/\">the website reads\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s the Year of the Fire Horse, and the Bay Area will be celebrating with a long-standing tradition: \u003ca href=\"https://www.kqed.org/news/12027348/san-francisco-celebrates-the-lunar-new-year-with-iconic-chinatown-parade\">the Chinese New Year Parade\u003c/a> in San Francisco on Saturday.\u003c/p>\n\u003cp>Many different cultures observe \u003ca href=\"https://www.kqed.org/arts/tag/lunar-new-year\">Lunar New Year\u003c/a>, and this year is the Year of the Fire Horse, representing \u003ca href=\"https://www.npr.org/2026/02/16/nx-s1-5713534/on-the-streets-of-beijing-many-wish-for-economic-stability-this-lunar-new-year\">action, risk-taking\u003c/a> and \u003ca href=\"https://www.elle.com/uk/horoscopes/a70327986/year-of-the-fire-horse/\">even financial positivity\u003c/a>.\u003c/p>\n\u003cp>Past Fire Horse years \u003ca href=\"https://www.travelchinaguide.com/intro/social_customs/zodiac/horse.htm\">include\u003c/a> 1930, 1942, 1954, 1966, 1978, 1990, 2002 and 2014.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>(And for some fun further reading, take a look at how \u003ca href=\"https://www.theguardian.com/world/2026/feb/04/harry-potter-draco-malfoy-mascot-year-of-horse-china\">Harry Potter’s Draco Malfoy character\u003c/a> has somehow become a Year of the Horse \u003ca href=\"https://x.com/abc/status/2024084429493170330?s=46&t=7BBzFwo6eYLzJIVfAlumEQ\">meme mascot for 2026\u003c/a>.)\u003c/p>\n\u003cp>This year’s Parade Grand Marshall will be San Francisco-born \u003ca href=\"https://www.instagram.com/reel/DU3W3fjiG-O/\">Eileen Gu\u003c/a>, an \u003ca href=\"https://www.kqed.org/news/12072038/2026-winter-olympics-how-to-watch-bay-area-athletes-tahoe-figure-skating-skiing-snowboarding-cortina\">Olympic gold medalist and freestyle skier.\u003c/a> The parade is always free, so you should expect large crowds.\u003c/p>\n\u003cfigure id=\"attachment_12027359\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027359\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL.jpg\" alt=\"Fireworks are seen above a string of red lanterns.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-25-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fireworks go off in Chinatown during the Chinese New Year Parade in San Francisco on Feb. 15, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Keep reading for what to know about the San Francisco Chinese New Year Parade this weekend, including the parade route map and street closures that day.\u003c/p>\n\u003cp>For timely updates, you can follow the Chinese New Year Festival and Parade’s \u003ca href=\"https://www.instagram.com/chineseparade/\">official social media pages\u003c/a> and \u003ca href=\"https://chineseparade.com/faq/\">website.\u003c/a>\u003c/p>\n\u003ch2>\u003cstrong>Jump straight to:\u003c/strong>\u003c/h2>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#WhatstheSanFranciscoChineseNewYearparaderoute\"> What’s the San Francisco Chinese New Year parade route?\u003cbr>\n\u003c/a>\u003c/strong>\u003c/li>\n\u003cli>\u003cstrong>\u003ca href=\"#Whatstreetswillbeclosedfortheparade\"> What streets will be closed for the parade?\u003cbr>\n\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca id=\"WhatstheSanFranciscoChineseNewYearparaderoute\">\u003c/a>What is the San Francisco Chinese New Year Parade route?\u003c/h2>\n\u003cp>The parade starts at 5:15 p.m. on Saturday, March 7.\u003c/p>\n\u003cp>The \u003ca href=\"https://chineseparade.com/faq/\">route\u003c/a> begins at Second and Market streets, goes around Union Square and ends at Kearny Street and Columbus Avenue. The total route is around 1.3 miles long.\u003c/p>\n\u003ch2>\u003cstrong>Do I need tickets to the San Francisco Chinese New Year parade?\u003c/strong>\u003c/h2>\n\u003cp>The parade is \u003ca href=\"https://chineseparade.com/faq/\">a free event\u003c/a>. However, if you want to sit on the bleachers, you’ll need paid tickets to be assigned a specific section (but not a specific seat).\u003c/p>\n\u003cp>There are four bleacher sections, each on:\u003c/p>\n\u003cul>\n\u003cli>Washington and Jackson streets\u003c/li>\n\u003cli>California and Sacramento streets\u003c/li>\n\u003cli>Kearny and Grant streets\u003c/li>\n\u003cli>Stockton and Powell streets\u003c/li>\n\u003c/ul>\n\u003cp>Tickets range from $45 to $75, and \u003ca href=\"https://chineseparade.com/tickets/\">can be bought online\u003c/a> for email delivery. The more expensive options include a gift bag. Bleacher seating is \u003ca href=\"https://chineseparade.com/tickets/\">free for children under two\u003c/a>, as long as they are sitting on the lap of a caregiver.\u003c/p>\n\u003cp>Organizers suggest that if you buy tickets, you’ll need to check in and be seated early on Saturday, close to 4 p.m., to be ready for the start of the parade.\u003c/p>\n\u003cfigure id=\"attachment_11977013\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11977013\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/02/240224-ChineseNYParade-60-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Fireworks go off at the Chinese New Year Parade in San Francisco on Feb. 24, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>All sections of the bleachers will have wheelchair seating, but you will need a ticket regardless.\u003c/p>\n\u003cp>If you need accessible spaces, you will also need a ticket. Portable restrooms will be available near the bleachers.\u003c/p>\n\u003ch2>\u003ca id=\"Whatstreetswillbeclosedfortheparade\">\u003c/a>How can I get to the San Francisco Chinese New Year parade? Are there street closures?\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">Chinese New Year Parade organizers \u003c/span>\u003ca href=\"https://chineseparade.com/transportation/\">\u003cspan style=\"font-weight: 400\">strongly encourage public transportation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, and all Muni rides (except for cable cars) will be \u003c/span>\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\">\u003cspan style=\"font-weight: 400\">free that day\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">If you are driving, there will \u003c/span>\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\">\u003cspan style=\"font-weight: 400\">also be street closures\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> around the area.\u003c/span>\u003c/p>\n\u003cp>But if you’d like an idea of what to expect, last year, \u003ca href=\"https://www.kqed.org/news/12024779/2025-san-francisco-chinese-new-year-parade-map-route-closures-events\">the following areas\u003c/a> were closed:\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cstrong>From 2 p.m. to around 9:30 p.m.\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli> 2nd Street between Market and Mission streets\u003c/li>\n\u003c/ul>\n\u003cp>\u003cstrong>From 3 p.m. to around 9:30 p.m\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>Market Street between 2nd and Geary streets\u003c/li>\n\u003cli>Geary Street between Market and Powell streets\u003c/li>\n\u003cli>Powell Street between Geary and Post streets\u003c/li>\n\u003cli>Post Street between Kearny and Powell streets\u003c/li>\n\u003cli>Kearny Street between Geary and Pacific streets.\u003c/li>\n\u003c/ul>\n\u003cp>According to \u003ca href=\"https://www.sfmta.com/project-updates/chinese-new-year-parade-service-alert\">the 2025 SFMTA guidance\u003c/a>, the easiest way to get to the parade is through the Market Street Subway at Montgomery Station, near the beginning of the parade. However, SFMTA also recommends using nearby Powell Station, “just a few blocks from where the Parade goes around Union Square,” which is the transfer point between the Central Subway and the Market Street Subway.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\">The bus routes to the parade\u003c/a> are 1, 2, 5, 7, 8, 9, 12, 14, 14R, 15, 30, 31, 38R and 45. The metro and streetcar lines are F, J, K, L, M, N and T.\u003c/p>\n\u003cp>You can use \u003ca href=\"https://www.sfmta.com/getting-around/muni/routes-stops\">SFMTA’s website\u003c/a> or call 311 to plan out your route.\u003c/p>\n\u003cp>The closest BART stations are Montgomery Station (at Market and 2nd streets), Embarcadero and Powell St.\u003c/p>\n\u003ch2>Is there any parking for the Chinese New Year parade?\u003c/h2>\n\u003cp>There are \u003ca href=\"https://chineseparade.com/transportation/\">parking garages\u003c/a> at:\u003c/p>\n\u003cul>\n\u003cli>Portsmouth Square Garage at 733 Kearny Street in Chinatown, which will also provide\u003ca href=\"https://www.sfmta.com/blog/free-muni-march-7-chinese-new-year-parade-learn-details\"> one hour of free parking through Sunday\u003c/a>.\u003c/li>\n\u003cli>Union Square at 123 O’Farrell St.\u003c/li>\n\u003cli>Chinatown at 250 Clay St. and 733 Kearny St.\u003c/li>\n\u003cli>North Beach at 735 and 766 Vallejo St.\u003c/li>\n\u003c/ul>\n\u003cp>You can also get \u003ca href=\"https://spothero.com/search?kind=destination&id=81237&%243p=a_hasoffers&%24affiliate_json=http%3A%2F%2Ftracking.spothero.com%2Faff_c%3Foffer_id%3D1%26aff_id%3D1391%26file_id%3D28%26source%3Dchinesenewyearfestival%26aff_sub2%3Dparkingpage%26aff_sub3%3Dlink%26format%3Djson&_branch_match_id=1553116847317693714&utm_source=Partnerships&utm_campaign=Tune_Platform&utm_medium=paid+advertising&_branch_referrer=H4sIAAAAAAAAA42RTU%2FDMAyGf01z3NqEjQ0pQgjEkQviXLmpu4R1SUhSpl3223E66PgSQsohfu04j1%2FrlHy8ms%2Bjd0ljcDPwftYbu52nWHn%2B8PKI1fXGQc8lZwW%2FEF5CrSG6rsMQWVQadyh17sK2xrayxZiMhWScZUfVG7WtTSurklei5etlxUXJVwIWZYcNL0XZ8MWKRTcEhVJpYzGixf0BIXS50yv0bAj96YdC3BT8ns4PWtLOvIWgmkVmLcTdJ9qCL8cLAVGionACzPGfiGOxi6lWQwho1YFePD3eTTJxDkhamZWIytkWwqH2Q9ObSKiUokzUUEPXmd5AwndpHJ3uvw9PFaP7VMDZB72smIek5Zep2Vc%2BSXR5YdN39XN0dvRxsjEFULS0zWzyU7kd6fSmVuTiN7eyfArEOsfUGE8CX%2F1rktwgDk0exkPIP3vY4DkhKHHa5rJzYQeJ4kzNNE0mfyydfbJelox8WdHuLtkxIHEHal83we0jBnmrg9vhG20%2FjF%2FtAgAA&view=dl\">a parking pass on websites like SpotHero\u003c/a>.\u003c/p>\n\u003cp>\u003cstrong style=\"font-size: 24px\">What will the weather be like on Saturday for the Chinese New Year parade?\u003c/strong>\u003c/p>\n\u003cp>The parade will happen rain or shine, according to \u003ca href=\"https://chineseparade.com/faq/\">the Chinese New Year parade’s official website\u003c/a> — but luckily, \u003ca href=\"https://forecast.weather.gov/MapClick.php?lat=37.7800771&lon=-122.4201615\">the weather forecast for San Francisco\u003c/a> on Saturday promises sunshine, and highs of 78 degrees.\u003c/p>\n\u003cp>You can keep an eye out for the weather on \u003ca href=\"https://www.weather.gov/mtr/\">the National Weather Service website\u003c/a>, but remember: it’s the Bay Area, and layers are always helpful.\u003c/p>\n\u003cp>You can also adorn yourself in \u003ca href=\"https://www.lofficielusa.com/fashion/chinese-new-year-fashion-red-and-gold-runway-looks\">lucky colors like red and gold\u003c/a> to mark the Lunar New Year.\u003c/p>\n\u003ch2>\u003cstrong>What should I not bring to the Chinese New Year parade?\u003c/strong>\u003c/h2>\n\u003cp>The parade is a public event, so organizers say you should not bring things like weapons, firearms, explosives or drones.\u003c/p>\n\u003cfigure id=\"attachment_12027366\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027366\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL.jpg\" alt=\"Several women dressed in dance costumes perform on the street.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/250215-ChineseNewYear-09-BL-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Members of Xiaopei Chinese Dance perform in the Chinese New Year Parade in San Francisco on Feb. 15, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Out of consideration for others, we request that large items that may encroach on others’ space—such as oversized cushions, coolers, pets, selfie sticks or camera tripods—are not brought into the bleacher sections,” \u003ca href=\"https://chineseparade.com/faq/\">the website reads\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "amid-bid-to-save-bay-area-transit-muni-gets-a-campaign-of-its-own",
"title": "Amid Bid to Save Bay Area Transit, Muni Gets a Campaign of Its Own",
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"content": "\u003cp>No more cable cars. Double the wait times. No more regular service after 9 p.m. and the elimination of 20 \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a> bus routes.\u003c/p>\n\u003cp>These are the dire scenarios elected officials and public transit advocates in San Francisco are working to prevent as they kicked off the Stronger Muni For All campaign at the city’s Dolores Park on Tuesday.\u003c/p>\n\u003cp>“The success of San Francisco’s economic recovery is dependent on safe, reliable, and affordable public transit. Without it, older adults can’t get to their appointments. Kids can’t get to school, and workers can’t get to their jobs,” San Francisco Mayor Daniel Lurie said.\u003c/p>\n\u003cp>The campaign aims to put a parcel tax measure on the November ballot that, if approved by voters, would generate around $160 million for Muni annually in order to help stave off those cuts. It’s one of two campaigns now underway to generate revenue for Bay Area transit agencies. The campaign for the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax measure that would generate around $1 billion annually for Muni, AC Transit, BART and Caltrain, among others, began gathering signatures in late January.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measures come at a precarious time for public transit across the region, and Muni in particular, as the agencies stare down immense budget deficits that could force extreme reductions of their networks. Proponents of the measure include representatives from the San Francisco Chamber of Commerce, organized labor and community advocacy groups.\u003c/p>\n\u003cp>“ What’s the point of living in a city if you have to drive everywhere?” asked Mario Guerrieri, who plans to volunteer as a signature gatherer for the campaign. “I love San Francisco, and Muni is one of the things that makes it great.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, the city’s public train, cable car and bus provider, is still reeling from the pandemic. The economic downturn and shelter-in-place order that accompanied COVID-19 negatively impacted all of SFMTA’s funding sources, including tax revenue, parking fees, grants and Muni fares, all of which have not rebounded to pre-pandemic levels.\u003c/p>\n\u003cfigure id=\"attachment_12075255\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The J Church Muni line at Church and Market streets in San Francisco on March 3, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since that time, the SFMTA has relied on federal, state and regional pandemic relief funding to stay in the black, but that money is set to run out this summer.\u003c/p>\n\u003cp>If the measure makes it to the November ballot and passes, property owners would be billed annually based on the type of property and square footage. Owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and owners of non-residential parcels would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>Certain property owners would be exempted. Parcels or units owned by seniors who occupy that space as their primary residence wouldn’t pay, nor would occupants or owners of Single Room Occupancy (SRO) buildings. Non-profits, hospitals, museums and government-owned land would also be exempt under existing rules for property taxes.[aside postID=news_12073883 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_014-KQED.jpg']At a recent meeting of the San Francisco County Transportation Authority, District 2 Supervisor Stephen Sherrill said he was “broadly very supportive of this, despite concerns about some of the details.”\u003c/p>\n\u003cp>“Seniors being exempted generally makes sense, but was there any thought given to seniors who can definitely afford this, say in the 5,000-square-foot mansion properties?” Sherrill asked SFMTA staff.\u003c/p>\n\u003cp>SFMTA staff confirmed that all senior property owners, regardless of the extravagance of their property, would be exempt from the tax.\u003c/p>\n\u003cp>The language of the measure also allows a “pass-through,” where owners of single-family properties may pass up to 50% of the tax onto renters of rent-controlled units.\u003c/p>\n\u003cp>Sherrill noted that while senior property owners are exempt from the tax, senior renters could still be charged the pass-through.\u003c/p>\n\u003cp>SFMTA staff said they modeled this parcel tax off previous ones used by the San Francisco Unified School District.\u003c/p>\n\u003cp>“Throughout this process, what we were balancing was the need to avoid complexity,” SFMTA Director of Transportation Julie Kirschbaum said. “This is already going to be a very complex task to administer and deliver, as well as trying to make sure that we were focusing on the people who needed [the exemptions] the most.”\u003c/p>\n\u003cp>Kat Siegal, one of the measure’s proponents, said the parcel tax is one of the best stable funding mechanisms for public transit.\u003c/p>\n\u003cfigure id=\"attachment_12075260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It doesn’t fluctuate with the economic situation the same way that a sales tax or a gross receipts tax might,” Siegal said.\u003c/p>\n\u003cp>Siegal acknowledged it is hard to ask voters to tax themselves twice in the November election to fund transit, but she said the costs would be far higher to everyone in the city if Muni reduced service.\u003c/p>\n\u003cp>”It’s a flat rate, $129 a year tax. So that’s pretty reasonable compared to the price of buying a car because your bus line isn’t there anymore,” Siegal said.\u003c/p>\n\u003cp>If voters approve just one of the two proposed taxes, Muni officials say it won’t be enough to prevent service cuts. The agency’s budget deficit is projected to be $344 million in fiscal year 2027, growing to $435 million in fiscal year 2030.[aside postID=news_12070685 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/260123-SIGNATUREKICKOFF00248_TV-KQED.jpg']\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">The Connect Bay Area Act\u003c/a> would levy a 1-cent sales tax in San Francisco, and a half-cent sales tax in four other Bay Area counties, providing $155 million per year for the agency, but even with that additional funding, it wouldn’t close the full funding gap.\u003c/p>\n\u003cp>To make up the difference, the SFMTA also plans to reduce costs by further cutting vacant positions, optimizing maintenance shifts to reduce premium pay and scaling back the work it requests from other city departments, among other policy shifts. The agency also plans to generate more revenue by increasing meter rates and citation late penalties, along with eliminating the Clipper card fare discount, to name a few. Combined, these efforts are expected to contribute up to $42.5 million.\u003c/p>\n\u003cp>Dylan Fabris, the community and policy manager with the non-profit advocacy group San Francisco Transit Riders, said he would have preferred that the two ballot measures be merged into one, but the depth of Muni’s deficit, in particular, combined with that of other transit agencies, meant Muni also needs to “self-help.”\u003c/p>\n\u003cp>“It’s not one or the other. At the end of the day, we need both of these measures to pass to prevent catastrophic cuts,” Fabris said.\u003c/p>\n\u003cp>The Stronger Muni For All campaign has until July 6 to collect and submit just over 10,600 valid signatures to get the measure on the November ballot.\u003c/p>\n\u003cp>“ Structurally, we just need new funding, and it’s not coming from the federal government or the state government,” Siegal said. “We need to do it ourselves.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>No more cable cars. Double the wait times. No more regular service after 9 p.m. and the elimination of 20 \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a> bus routes.\u003c/p>\n\u003cp>These are the dire scenarios elected officials and public transit advocates in San Francisco are working to prevent as they kicked off the Stronger Muni For All campaign at the city’s Dolores Park on Tuesday.\u003c/p>\n\u003cp>“The success of San Francisco’s economic recovery is dependent on safe, reliable, and affordable public transit. Without it, older adults can’t get to their appointments. Kids can’t get to school, and workers can’t get to their jobs,” San Francisco Mayor Daniel Lurie said.\u003c/p>\n\u003cp>The campaign aims to put a parcel tax measure on the November ballot that, if approved by voters, would generate around $160 million for Muni annually in order to help stave off those cuts. It’s one of two campaigns now underway to generate revenue for Bay Area transit agencies. The campaign for the \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">Connect Bay Area Act\u003c/a>, a regional sales tax measure that would generate around $1 billion annually for Muni, AC Transit, BART and Caltrain, among others, began gathering signatures in late January.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measures come at a precarious time for public transit across the region, and Muni in particular, as the agencies stare down immense budget deficits that could force extreme reductions of their networks. Proponents of the measure include representatives from the San Francisco Chamber of Commerce, organized labor and community advocacy groups.\u003c/p>\n\u003cp>“ What’s the point of living in a city if you have to drive everywhere?” asked Mario Guerrieri, who plans to volunteer as a signature gatherer for the campaign. “I love San Francisco, and Muni is one of the things that makes it great.”\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency, which runs Muni, the city’s public train, cable car and bus provider, is still reeling from the pandemic. The economic downturn and shelter-in-place order that accompanied COVID-19 negatively impacted all of SFMTA’s funding sources, including tax revenue, parking fees, grants and Muni fares, all of which have not rebounded to pre-pandemic levels.\u003c/p>\n\u003cfigure id=\"attachment_12075255\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The J Church Muni line at Church and Market streets in San Francisco on March 3, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Since that time, the SFMTA has relied on federal, state and regional pandemic relief funding to stay in the black, but that money is set to run out this summer.\u003c/p>\n\u003cp>If the measure makes it to the November ballot and passes, property owners would be billed annually based on the type of property and square footage. Owners of single-family properties would need to pay $129 annually, multifamily property owners would owe $249 and owners of non-residential parcels would have to shell out $799, with additional tax levied if the properties exceed a certain square footage limit.\u003c/p>\n\u003cp>About $150 million of the revenue generated annually from this tax would be used to reduce Muni’s deficit, and about $10 million would pay for “marginal service quality improvements,” according to the SFMTA. The measure would expire in 15 years, and the tax amount would be annually adjusted for inflation.\u003c/p>\n\u003cp>Certain property owners would be exempted. Parcels or units owned by seniors who occupy that space as their primary residence wouldn’t pay, nor would occupants or owners of Single Room Occupancy (SRO) buildings. Non-profits, hospitals, museums and government-owned land would also be exempt under existing rules for property taxes.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>At a recent meeting of the San Francisco County Transportation Authority, District 2 Supervisor Stephen Sherrill said he was “broadly very supportive of this, despite concerns about some of the details.”\u003c/p>\n\u003cp>“Seniors being exempted generally makes sense, but was there any thought given to seniors who can definitely afford this, say in the 5,000-square-foot mansion properties?” Sherrill asked SFMTA staff.\u003c/p>\n\u003cp>SFMTA staff confirmed that all senior property owners, regardless of the extravagance of their property, would be exempt from the tax.\u003c/p>\n\u003cp>The language of the measure also allows a “pass-through,” where owners of single-family properties may pass up to 50% of the tax onto renters of rent-controlled units.\u003c/p>\n\u003cp>Sherrill noted that while senior property owners are exempt from the tax, senior renters could still be charged the pass-through.\u003c/p>\n\u003cp>SFMTA staff said they modeled this parcel tax off previous ones used by the San Francisco Unified School District.\u003c/p>\n\u003cp>“Throughout this process, what we were balancing was the need to avoid complexity,” SFMTA Director of Transportation Julie Kirschbaum said. “This is already going to be a very complex task to administer and deliver, as well as trying to make sure that we were focusing on the people who needed [the exemptions] the most.”\u003c/p>\n\u003cp>Kat Siegal, one of the measure’s proponents, said the parcel tax is one of the best stable funding mechanisms for public transit.\u003c/p>\n\u003cfigure id=\"attachment_12075260\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-26-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A kickoff event for the “Stronger Muni for All” measure at Dolores Park in San Francisco on March 3, 2026. Supporters say the proposal would prevent major Muni service cuts as the transit system faces a budget shortfall. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It doesn’t fluctuate with the economic situation the same way that a sales tax or a gross receipts tax might,” Siegal said.\u003c/p>\n\u003cp>Siegal acknowledged it is hard to ask voters to tax themselves twice in the November election to fund transit, but she said the costs would be far higher to everyone in the city if Muni reduced service.\u003c/p>\n\u003cp>”It’s a flat rate, $129 a year tax. So that’s pretty reasonable compared to the price of buying a car because your bus line isn’t there anymore,” Siegal said.\u003c/p>\n\u003cp>If voters approve just one of the two proposed taxes, Muni officials say it won’t be enough to prevent service cuts. The agency’s budget deficit is projected to be $344 million in fiscal year 2027, growing to $435 million in fiscal year 2030.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">The Connect Bay Area Act\u003c/a> would levy a 1-cent sales tax in San Francisco, and a half-cent sales tax in four other Bay Area counties, providing $155 million per year for the agency, but even with that additional funding, it wouldn’t close the full funding gap.\u003c/p>\n\u003cp>To make up the difference, the SFMTA also plans to reduce costs by further cutting vacant positions, optimizing maintenance shifts to reduce premium pay and scaling back the work it requests from other city departments, among other policy shifts. The agency also plans to generate more revenue by increasing meter rates and citation late penalties, along with eliminating the Clipper card fare discount, to name a few. Combined, these efforts are expected to contribute up to $42.5 million.\u003c/p>\n\u003cp>Dylan Fabris, the community and policy manager with the non-profit advocacy group San Francisco Transit Riders, said he would have preferred that the two ballot measures be merged into one, but the depth of Muni’s deficit, in particular, combined with that of other transit agencies, meant Muni also needs to “self-help.”\u003c/p>\n\u003cp>“It’s not one or the other. At the end of the day, we need both of these measures to pass to prevent catastrophic cuts,” Fabris said.\u003c/p>\n\u003cp>The Stronger Muni For All campaign has until July 6 to collect and submit just over 10,600 valid signatures to get the measure on the November ballot.\u003c/p>\n\u003cp>“ Structurally, we just need new funding, and it’s not coming from the federal government or the state government,” Siegal said. “We need to do it ourselves.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Maria Castillo huddled under her umbrella on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cortland Street as she waited for her bus in the frigid rain.\u003c/p>\n\u003cp>“It’s so cold right now,” the 56-year-old told KQED in Spanish earlier this month, drawing her two-wheeled cart full of cleaning supplies close. “I’m dealing with a lot of cold.”\u003c/p>\n\u003cp>Castillo, who lives in the Bayview neighborhood, relies on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a>’s 67-Bernal Heights route to reach her house cleaning job by Precita Park. She often sees familiar faces on the squat, 30-foot bus, which snakes up and around Bernal Heights Park and down to the 24th Street Mission BART station.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The friendliness of the passengers and drivers usually makes for a calm morning commute. But on days like these, she’s frustrated when the bus keeps her waiting.\u003c/p>\n\u003cp>“The only problem is the delay,” Castillo said. “Sometimes half an hour passes.”\u003c/p>\n\u003cp>Castillo’s experience on the 67 bus — a hilly loop that takes just 25 minutes to complete and serves public housing on Ellsworth Street as well as the Alemany Farmer’s Market — is not out of the ordinary. The route is the most likely to be delayed, with 1 in 5 buses departing “very late,” according to the San Francisco Municipal Transportation Agency’s on-time performance dashboard.\u003c/p>\n\u003cfigure id=\"attachment_12073742\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073742\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Maria Castillo rides aboard the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In fact, only 40% of the route’s buses were on time between October 2024 and October 2025, according to the dashboard. That’s a far cry from the 85% goal set by a voter mandate in 1999 with \u003ca href=\"https://www.spur.org/publications/voter-guide/2007-11-01/proposition-muni-reform\">Proposition E\u003c/a>, which created SFMTA.\u003c/p>\n\u003cp>“I noticed there’s a gap between pickups,” said Gil Diaz, 42, who catches the bus from the same corner as Castillo to connect to 24th Street BART as part of his morning commute. “If I miss one bus, I could be waiting 20–30 minutes for the next one, maybe longer. I get that anxiety like, oh, every minute is counting, because it’s going to affect the next bus.”\u003c/p>\n\u003cp>The SFMTA attributed the delays to the sharp turns and treacherously tight streets that the 67 navigates as it inches along Bernal Heights Boulevard. More slowdowns come from traffic around 24th Street. The agency denied that operator shortages or vehicle availability were responsible for service issues.\u003c/p>\n\u003cp>“We’re always trying to improve,” said Brent Jones, SFMTA’s director of transit. “People should know that we are always working to expand our service, to make it efficient. Even at times where we have budgetary constraints, we are already thinking about what building back better looks like.”[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']Those looming budget cuts threaten to make waits for the 67 \u003ca href=\"https://www.sfmta.com/project-updates/approaches-possible-muni-service-cuts\">longer\u003c/a> or eliminate the route entirely. Because of exhausted state and federal funding, rising costs, and lower fare and parking revenue, the agency faces a $322 million budget deficit beginning in July, one that will continue to grow over the next five years.\u003c/p>\n\u003cp>In addition to a wide range of street safety, maintenance and staff reductions, SFMTA said it will be forced to reduce Muni service if that budget gap isn’t plugged.\u003c/p>\n\u003cp>The agency’s worst-case scenario includes suspending up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_November_13_Meeting_Slides_-_Service_Cuts_Options.pdf\">12 low-ridership routes\u003c/a> without parallel service in hilly neighborhoods of the city, including the 67. While the route serves a modest \u003ca href=\"https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present\">800 \u003c/a>daily riders, they represent a diverse swath of residents — many of whom live on the steep streets above Alemany Boulevard or near Bernal Heights Park, and who rely on the bus to navigate the area’s sharp grades.\u003c/p>\n\u003cp>“That’s the trade-off,” said Jaime Viloria, outreach manager for advocacy group SF Transit Riders. “Do you just put all the resources on your core services with the most usage, or do you spread it around a little bit more? You make those choices about which communities get their transit and which ones don’t. That’s the difficult part of what the SFMTA has to do.”\u003c/p>\n\u003cp>As SFMTA looks to strike that balance, Jones said that for the most part, the agency has moved away from using schedules to measure the reliability of its service, especially for its busier trains and buses.\u003c/p>\n\u003cp>Since the pandemic, about half of all city transit switched from tracking specific departure times to what transit agencies call “headway management” — a frequency-based system that prioritizes even space between buses, instead of keeping them on a schedule.\u003c/p>\n\u003cfigure id=\"attachment_12073740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni driver Hannibal Thompson is reflected in a rearview mirror as he operates the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. The route is among those with the most persistent delays, according to Muni performance data. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea is to create fewer gaps in service between buses and to avoid having buses bunch up at a stop at the same time, leaving future riders stranded. Passengers on high-volume lines should expect buses and trains to come at regular intervals, instead of at fixed times.\u003c/p>\n\u003cp>According to the SFMTA, the agency averages an 85% to 87% headway adherence rate. Data for January 2026, the most recent made available to KQED, shows that the 38R-Geary, the 28R-19th Avenue and the 14R-Mission — all Rapid routes that served a combined 54,100 riders daily in December 2025 — averaged higher than 90% adherence to their headway targets.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Headway Adherence by Route, January 2026\" aria-label=\"Table\" id=\"datawrapper-chart-a91bS\" src=\"https://datawrapper.dwcdn.net/a91bS/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"483\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>By comparison, SFMTA’s lower-volume Muni buses, such as the 67, still run on the old schedule system. Collectively, only 56% of those buses departed on time between October 2024 and October 2025.\u003c/p>\n\u003cp>The agency acknowledged that headway data is not included on the city’s public transit performance dashboard and that Muni’s “percentage of trips with service gaps” \u003ca href=\"https://www.sfgov.org/scorecards/transportation/service-gaps\">data\u003c/a>, which formerly tracked headway arrivals, has not been published \u003ca href=\"https://www.sfmta.com/reports/percentage-muni-trips-service-gaps-archived-metric\">publicly\u003c/a> since 2021.\u003c/p>\n\u003cp>Agency spokesperson Michael Roccaforte noted that SFMTA has other ways of sharing its results — including reporting to the Board of Directors and other public meetings.\u003c/p>\n\u003cp>While SFMTA and city leaders are committed to avoiding service cuts, officials face a funding quagmire that’s growing each year. Although \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">Gov. Gavin Newsom authorized a $590 million bridge loan\u003c/a> to Bay Area transit agencies in early February, that money will be split between the region’s operators — and is only a stopgap before the coming fiscal cliff.\u003c/p>\n\u003cfigure id=\"attachment_12073739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mano Ram, a Belmont resident, stands beneath a 67 Bernal Heights bus shelter near the Alemany Apartments in Bernal Heights, San Francisco, on Feb. 18, 2026. Ram commutes by transit from Belmont to his job as a security guard at the Alemany Apartments. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State officials have pushed for a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transit tax\u003c/a> to fund the Bay Area’s largest transit agencies — BART, Caltrain, Muni and AC Transit. The measure proposes a 1% sales tax increase in San Francisco and a 0.5% increase in Alameda, San Mateo, Contra Costa and Santa Clara counties. SFMTA is expected to see about $155 million in revenue from that tax each year.\u003c/p>\n\u003cp>And in November, San Francisco residents will vote on a parcel tax to shore up SFMTA funding, which is expected to generate more than \u003ca href=\"https://www.sfmta.com/tl/media/44175/download?inline\">$180 million\u003c/a> yearly to address the deficit.\u003c/p>\n\u003cp>If passed, the stabilizing effects of these measures would ripple across the Bay Area for some transit riders.\u003c/p>\n\u003cp>Mano Ram is the area director for security at the Alemany Apartments public housing complex. To reach his home in Belmont, he rides the 67 to 24th Street BART, which connects him to Caltrain through Millbrae. Sometimes, delays leave him stranded for 45 minutes to over an hour, resulting in a two-hour commute to travel 20 miles.\u003c/p>\n\u003cp>Still, he said, without the bus, “I would be stuck. I would have to rent a car.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Maria Castillo huddled under her umbrella on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cortland Street as she waited for her bus in the frigid rain.\u003c/p>\n\u003cp>“It’s so cold right now,” the 56-year-old told KQED in Spanish earlier this month, drawing her two-wheeled cart full of cleaning supplies close. “I’m dealing with a lot of cold.”\u003c/p>\n\u003cp>Castillo, who lives in the Bayview neighborhood, relies on \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-muni\">Muni\u003c/a>’s 67-Bernal Heights route to reach her house cleaning job by Precita Park. She often sees familiar faces on the squat, 30-foot bus, which snakes up and around Bernal Heights Park and down to the 24th Street Mission BART station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The friendliness of the passengers and drivers usually makes for a calm morning commute. But on days like these, she’s frustrated when the bus keeps her waiting.\u003c/p>\n\u003cp>“The only problem is the delay,” Castillo said. “Sometimes half an hour passes.”\u003c/p>\n\u003cp>Castillo’s experience on the 67 bus — a hilly loop that takes just 25 minutes to complete and serves public housing on Ellsworth Street as well as the Alemany Farmer’s Market — is not out of the ordinary. The route is the most likely to be delayed, with 1 in 5 buses departing “very late,” according to the San Francisco Municipal Transportation Agency’s on-time performance dashboard.\u003c/p>\n\u003cfigure id=\"attachment_12073742\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073742\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_015-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Maria Castillo rides aboard the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In fact, only 40% of the route’s buses were on time between October 2024 and October 2025, according to the dashboard. That’s a far cry from the 85% goal set by a voter mandate in 1999 with \u003ca href=\"https://www.spur.org/publications/voter-guide/2007-11-01/proposition-muni-reform\">Proposition E\u003c/a>, which created SFMTA.\u003c/p>\n\u003cp>“I noticed there’s a gap between pickups,” said Gil Diaz, 42, who catches the bus from the same corner as Castillo to connect to 24th Street BART as part of his morning commute. “If I miss one bus, I could be waiting 20–30 minutes for the next one, maybe longer. I get that anxiety like, oh, every minute is counting, because it’s going to affect the next bus.”\u003c/p>\n\u003cp>The SFMTA attributed the delays to the sharp turns and treacherously tight streets that the 67 navigates as it inches along Bernal Heights Boulevard. More slowdowns come from traffic around 24th Street. The agency denied that operator shortages or vehicle availability were responsible for service issues.\u003c/p>\n\u003cp>“We’re always trying to improve,” said Brent Jones, SFMTA’s director of transit. “People should know that we are always working to expand our service, to make it efficient. Even at times where we have budgetary constraints, we are already thinking about what building back better looks like.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Those looming budget cuts threaten to make waits for the 67 \u003ca href=\"https://www.sfmta.com/project-updates/approaches-possible-muni-service-cuts\">longer\u003c/a> or eliminate the route entirely. Because of exhausted state and federal funding, rising costs, and lower fare and parking revenue, the agency faces a $322 million budget deficit beginning in July, one that will continue to grow over the next five years.\u003c/p>\n\u003cp>In addition to a wide range of street safety, maintenance and staff reductions, SFMTA said it will be forced to reduce Muni service if that budget gap isn’t plugged.\u003c/p>\n\u003cp>The agency’s worst-case scenario includes suspending up to \u003ca href=\"https://media.api.sf.gov/documents/Muni_Funding_Working_Group_November_13_Meeting_Slides_-_Service_Cuts_Options.pdf\">12 low-ridership routes\u003c/a> without parallel service in hilly neighborhoods of the city, including the 67. While the route serves a modest \u003ca href=\"https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present\">800 \u003c/a>daily riders, they represent a diverse swath of residents — many of whom live on the steep streets above Alemany Boulevard or near Bernal Heights Park, and who rely on the bus to navigate the area’s sharp grades.\u003c/p>\n\u003cp>“That’s the trade-off,” said Jaime Viloria, outreach manager for advocacy group SF Transit Riders. “Do you just put all the resources on your core services with the most usage, or do you spread it around a little bit more? You make those choices about which communities get their transit and which ones don’t. That’s the difficult part of what the SFMTA has to do.”\u003c/p>\n\u003cp>As SFMTA looks to strike that balance, Jones said that for the most part, the agency has moved away from using schedules to measure the reliability of its service, especially for its busier trains and buses.\u003c/p>\n\u003cp>Since the pandemic, about half of all city transit switched from tracking specific departure times to what transit agencies call “headway management” — a frequency-based system that prioritizes even space between buses, instead of keeping them on a schedule.\u003c/p>\n\u003cfigure id=\"attachment_12073740\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073740\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_011-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni driver Hannibal Thompson is reflected in a rearview mirror as he operates the 67 Bernal Heights bus in San Francisco on Feb. 18, 2026. The route is among those with the most persistent delays, according to Muni performance data. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The idea is to create fewer gaps in service between buses and to avoid having buses bunch up at a stop at the same time, leaving future riders stranded. Passengers on high-volume lines should expect buses and trains to come at regular intervals, instead of at fixed times.\u003c/p>\n\u003cp>According to the SFMTA, the agency averages an 85% to 87% headway adherence rate. Data for January 2026, the most recent made available to KQED, shows that the 38R-Geary, the 28R-19th Avenue and the 14R-Mission — all Rapid routes that served a combined 54,100 riders daily in December 2025 — averaged higher than 90% adherence to their headway targets.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Headway Adherence by Route, January 2026\" aria-label=\"Table\" id=\"datawrapper-chart-a91bS\" src=\"https://datawrapper.dwcdn.net/a91bS/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"600\" height=\"483\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>By comparison, SFMTA’s lower-volume Muni buses, such as the 67, still run on the old schedule system. Collectively, only 56% of those buses departed on time between October 2024 and October 2025.\u003c/p>\n\u003cp>The agency acknowledged that headway data is not included on the city’s public transit performance dashboard and that Muni’s “percentage of trips with service gaps” \u003ca href=\"https://www.sfgov.org/scorecards/transportation/service-gaps\">data\u003c/a>, which formerly tracked headway arrivals, has not been published \u003ca href=\"https://www.sfmta.com/reports/percentage-muni-trips-service-gaps-archived-metric\">publicly\u003c/a> since 2021.\u003c/p>\n\u003cp>Agency spokesperson Michael Roccaforte noted that SFMTA has other ways of sharing its results — including reporting to the Board of Directors and other public meetings.\u003c/p>\n\u003cp>While SFMTA and city leaders are committed to avoiding service cuts, officials face a funding quagmire that’s growing each year. Although \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">Gov. Gavin Newsom authorized a $590 million bridge loan\u003c/a> to Bay Area transit agencies in early February, that money will be split between the region’s operators — and is only a stopgap before the coming fiscal cliff.\u003c/p>\n\u003cfigure id=\"attachment_12073739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12073739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/021826_LATEBUSES-_GH_010-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mano Ram, a Belmont resident, stands beneath a 67 Bernal Heights bus shelter near the Alemany Apartments in Bernal Heights, San Francisco, on Feb. 18, 2026. Ram commutes by transit from Belmont to his job as a security guard at the Alemany Apartments. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>State officials have pushed for a \u003ca href=\"https://www.kqed.org/news/12032607/first-look-at-2026-tax-proposal-to-keep-bay-area-transit-running\">regional transit tax\u003c/a> to fund the Bay Area’s largest transit agencies — BART, Caltrain, Muni and AC Transit. The measure proposes a 1% sales tax increase in San Francisco and a 0.5% increase in Alameda, San Mateo, Contra Costa and Santa Clara counties. SFMTA is expected to see about $155 million in revenue from that tax each year.\u003c/p>\n\u003cp>And in November, San Francisco residents will vote on a parcel tax to shore up SFMTA funding, which is expected to generate more than \u003ca href=\"https://www.sfmta.com/tl/media/44175/download?inline\">$180 million\u003c/a> yearly to address the deficit.\u003c/p>\n\u003cp>If passed, the stabilizing effects of these measures would ripple across the Bay Area for some transit riders.\u003c/p>\n\u003cp>Mano Ram is the area director for security at the Alemany Apartments public housing complex. To reach his home in Belmont, he rides the 67 to 24th Street BART, which connects him to Caltrain through Millbrae. Sometimes, delays leave him stranded for 45 minutes to over an hour, resulting in a two-hour commute to travel 20 miles.\u003c/p>\n\u003cp>Still, he said, without the bus, “I would be stuck. I would have to rent a car.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Ongoing Clipper 2.0 Issues Plague Bay Area Transit Agencies, Seniors and Low-Income Riders",
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"headTitle": "Ongoing Clipper 2.0 Issues Plague Bay Area Transit Agencies, Seniors and Low-Income Riders | KQED",
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"content": "\u003cp>More than two months after the debut of \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">next generation Clipper\u003c/a>, glitches continue to plague the fare payment system, leaving transit agencies unsure of their revenue, riders guessing at how much money is on their cards and the entire project far behind schedule.\u003c/p>\n\u003cp>Representatives from Cubic Transportation Systems, which holds the over $400 million contract to develop and run the new payment system, also known as Clipper 2.0, appeared before the Clipper Executive Board on Monday to once again deliver a laundry list of problems with the long-awaited update, and a timeline for solutions.\u003c/p>\n\u003cp>“We have remaining issues that continue to affect riders, frontline staff and operators, and we take those issues seriously and continue to work to resolve specific issues with vending machines, inspection devices, and account transitions,” said Peter Montgomery-Torrellas, the president of Cubic Transportation Systems.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Next generation Clipper promised long-awaited improvements like transfer discounts, the option to pay with a credit or debit card and the ability to apply for discounted accounts online. It’s the first major update to the Clipper system since it debuted — then known as TransLink — in 2006. But the rollout of the system has been plagued with errors that have taken months to fix, frustrating transit agencies and riders alike.\u003c/p>\n\u003cp>Transit riders who have been upgraded to next-generation Clipper have experienced a variety of issues, including being overcharged, the inability to access their accounts, and customer service representatives who themselves are stymied by software issues.\u003c/p>\n\u003cp>At Monday’s meeting, transit officials from around the region emphasized the negative effects Clipper 2.0 has had on their customers.\u003c/p>\n\u003cfigure id=\"attachment_12074395\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12074395 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie (left) and SFMTA Director Julie Kirschbaum (right) pose for a picture in one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It feels to me like we have made the first next-generation Clipper users beta testers,” said Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>The new system has also caused unreliability in the fare inspection devices used by transit agencies like Caltrain and Muni.\u003c/p>\n\u003cp>“If we can’t check proof of payment, that affects our ability to collect the funding that we need to run our agency,” said Jason Baker, director of government affairs for Caltrain.\u003c/p>\n\u003cp>Cubic acknowledged issues with fare inspection devices, including overly long transaction times, and said that it was in the process of updating the machines to fix them, with work on that front set to continue into April.[aside postID=news_12071026 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/20241204-BART-JY-023_qed.jpg']“We do fare inspections on 100-person crowded Muni buses, and that transaction time is just making fair compliance impossible,” Kirschbaum said.\u003c/p>\n\u003cp>Data from WSP USA Services Inc., the company contracted to staff the Clipper customer service center, indicates many customers are still experiencing issues with the system. About 2,000 Clipper customers call the customer service center each weekday, although average wait times have trended downward over the last few weeks — around 26 minutes, down from over 40.\u003c/p>\n\u003cp>In Clipper 2.0’s implementation, the Metropolitan Transportation Commission prioritized upgrading the accounts of users on Clipper START, a discounted fare program for low-income riders and those with discounted youth or senior accounts. People also had the opportunity to jumpstart the upgrade by calling Clipper customer service.\u003c/p>\n\u003cp>At Monday’s meeting, Denis Mulligan, the general manager of the Golden Gate Highway & Transportation District, lamented that those groups, in particular, have suffered the brunt of next generation Clipper’s faults.\u003c/p>\n\u003cp>‘For the last two and a half months, seniors trying to ride transit to see their grandkids or go to appointments have had challenges with Clipper. The same thing for poor people in our community,” Mulligan said. “They did not do anything wrong. Cubic rolled out Clipper 2.0, and they lost the ability to live their lives like they normally do.”\u003c/p>\n\u003cfigure id=\"attachment_12067633\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067633\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The MTC originally estimated that it would take eight to 12 weeks to upgrade all Clipper users’ accounts to the new version, but as that date draws near, less than 10%of the estimated 15 million cards have been upgraded.\u003c/p>\n\u003cp>Initially, the MTC planned to migrate Clipper users’ accounts in large batches, but the intensity of the glitches has meant that Cubic has only been able to do the upgrades “on demand,” when customers contact customer service.\u003c/p>\n\u003cp>Mulligan implored Cubic to hold off on larger-batch transfers to Clipper 2.0 until all the glitches were ironed out.\u003c/p>\n\u003cp>“Until we address all the outstanding seniors and poor individuals who have a dysfunctioning Clipper account, we should not do bulk migration,” he said.[aside postID=news_12073891 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/GETTYIMAGES-2262016709-KQED.jpg']Christy Wegener, the executive director of the Livermore Amador Valley Transit Authority, said that at the current rate, with about seven to eight thousand accounts upgraded per day, it would take over three years to fully transition all accounts to next-generation Clipper.\u003c/p>\n\u003cp>Last month, BART General Manager Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>At Monday’s meeting, it appeared that threshold had not been reached, although some board members suggested that after the dust settles, the MTC should review what went wrong with Clipper 2.0.\u003c/p>\n\u003cp>“What went wrong from when Clipper 2.0 was tested to whoever made the decision and said ‘Yes, let’s go live?’” said Danielle Schmitz, executive director of Napa Valley Transportation Authority, who indicated support for an “after-action review.”\u003c/p>\n\u003cp>Cubic has laid out a timeline for resolution of existing problems, with most expected to be solved by mid-March. The company said that less than 1% of the 920,000 cards that have been upgraded to next generation Clipper still have issues.\u003c/p>\n\u003cp>In the meantime, some transit agencies reported being skittish about recommending Clipper to riders during high-profile events, a choice made all the more consequential by the\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\"> looming budget crisis\u003c/a> for many of them.\u003c/p>\n\u003cp>“During the Super Bowl or anything that whole week, we really just sort of focused on [tap to pay debit and credit cards,]” said Carolyn Gonot, the general manager of the Santa Clara Valley Transportation Authority. “Buying Clipper cards was a little nerve-racking because we didn’t know if they would work.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than two months after the debut of \u003ca href=\"https://www.kqed.org/news/12065714/clipper-card-new-bart-caltrain-login-next-generation-discounts\">next generation Clipper\u003c/a>, glitches continue to plague the fare payment system, leaving transit agencies unsure of their revenue, riders guessing at how much money is on their cards and the entire project far behind schedule.\u003c/p>\n\u003cp>Representatives from Cubic Transportation Systems, which holds the over $400 million contract to develop and run the new payment system, also known as Clipper 2.0, appeared before the Clipper Executive Board on Monday to once again deliver a laundry list of problems with the long-awaited update, and a timeline for solutions.\u003c/p>\n\u003cp>“We have remaining issues that continue to affect riders, frontline staff and operators, and we take those issues seriously and continue to work to resolve specific issues with vending machines, inspection devices, and account transitions,” said Peter Montgomery-Torrellas, the president of Cubic Transportation Systems.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Next generation Clipper promised long-awaited improvements like transfer discounts, the option to pay with a credit or debit card and the ability to apply for discounted accounts online. It’s the first major update to the Clipper system since it debuted — then known as TransLink — in 2006. But the rollout of the system has been plagued with errors that have taken months to fix, frustrating transit agencies and riders alike.\u003c/p>\n\u003cp>Transit riders who have been upgraded to next-generation Clipper have experienced a variety of issues, including being overcharged, the inability to access their accounts, and customer service representatives who themselves are stymied by software issues.\u003c/p>\n\u003cp>At Monday’s meeting, transit officials from around the region emphasized the negative effects Clipper 2.0 has had on their customers.\u003c/p>\n\u003cfigure id=\"attachment_12074395\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12074395 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/250722-deadcomuni_00059_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie (left) and SFMTA Director Julie Kirschbaum (right) pose for a picture in one of the psychedelic-themed buses in the Haight Ashbury District in San Francisco on July 22, 2025. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It feels to me like we have made the first next-generation Clipper users beta testers,” said Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>The new system has also caused unreliability in the fare inspection devices used by transit agencies like Caltrain and Muni.\u003c/p>\n\u003cp>“If we can’t check proof of payment, that affects our ability to collect the funding that we need to run our agency,” said Jason Baker, director of government affairs for Caltrain.\u003c/p>\n\u003cp>Cubic acknowledged issues with fare inspection devices, including overly long transaction times, and said that it was in the process of updating the machines to fix them, with work on that front set to continue into April.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We do fare inspections on 100-person crowded Muni buses, and that transaction time is just making fair compliance impossible,” Kirschbaum said.\u003c/p>\n\u003cp>Data from WSP USA Services Inc., the company contracted to staff the Clipper customer service center, indicates many customers are still experiencing issues with the system. About 2,000 Clipper customers call the customer service center each weekday, although average wait times have trended downward over the last few weeks — around 26 minutes, down from over 40.\u003c/p>\n\u003cp>In Clipper 2.0’s implementation, the Metropolitan Transportation Commission prioritized upgrading the accounts of users on Clipper START, a discounted fare program for low-income riders and those with discounted youth or senior accounts. People also had the opportunity to jumpstart the upgrade by calling Clipper customer service.\u003c/p>\n\u003cp>At Monday’s meeting, Denis Mulligan, the general manager of the Golden Gate Highway & Transportation District, lamented that those groups, in particular, have suffered the brunt of next generation Clipper’s faults.\u003c/p>\n\u003cp>‘For the last two and a half months, seniors trying to ride transit to see their grandkids or go to appointments have had challenges with Clipper. The same thing for poor people in our community,” Mulligan said. “They did not do anything wrong. Cubic rolled out Clipper 2.0, and they lost the ability to live their lives like they normally do.”\u003c/p>\n\u003cfigure id=\"attachment_12067633\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067633\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251217-CLIPPER-EQUITY-MD-01-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a bus at the Eastmont Transit Center in Oakland on Dec. 17, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The MTC originally estimated that it would take eight to 12 weeks to upgrade all Clipper users’ accounts to the new version, but as that date draws near, less than 10%of the estimated 15 million cards have been upgraded.\u003c/p>\n\u003cp>Initially, the MTC planned to migrate Clipper users’ accounts in large batches, but the intensity of the glitches has meant that Cubic has only been able to do the upgrades “on demand,” when customers contact customer service.\u003c/p>\n\u003cp>Mulligan implored Cubic to hold off on larger-batch transfers to Clipper 2.0 until all the glitches were ironed out.\u003c/p>\n\u003cp>“Until we address all the outstanding seniors and poor individuals who have a dysfunctioning Clipper account, we should not do bulk migration,” he said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Christy Wegener, the executive director of the Livermore Amador Valley Transit Authority, said that at the current rate, with about seven to eight thousand accounts upgraded per day, it would take over three years to fully transition all accounts to next-generation Clipper.\u003c/p>\n\u003cp>Last month, BART General Manager Robert Powers said Cubic needed to make a “180-degree turn in the performance of this system and the rider experience, because if it isn’t and it’s much of the same, then it may be a bridge too far to recover from.”\u003c/p>\n\u003cp>At Monday’s meeting, it appeared that threshold had not been reached, although some board members suggested that after the dust settles, the MTC should review what went wrong with Clipper 2.0.\u003c/p>\n\u003cp>“What went wrong from when Clipper 2.0 was tested to whoever made the decision and said ‘Yes, let’s go live?’” said Danielle Schmitz, executive director of Napa Valley Transportation Authority, who indicated support for an “after-action review.”\u003c/p>\n\u003cp>Cubic has laid out a timeline for resolution of existing problems, with most expected to be solved by mid-March. The company said that less than 1% of the 920,000 cards that have been upgraded to next generation Clipper still have issues.\u003c/p>\n\u003cp>In the meantime, some transit agencies reported being skittish about recommending Clipper to riders during high-profile events, a choice made all the more consequential by the\u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\"> looming budget crisis\u003c/a> for many of them.\u003c/p>\n\u003cp>“During the Super Bowl or anything that whole week, we really just sort of focused on [tap to pay debit and credit cards,]” said Carolyn Gonot, the general manager of the Santa Clara Valley Transportation Authority. “Buying Clipper cards was a little nerve-racking because we didn’t know if they would work.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "After Years of Parking Violations, SF is Stepping Up Enforcement in Transit-Only Lanes",
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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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"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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"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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"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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"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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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
"id": "possible",
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"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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"pri-the-world": {
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"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"radiolab": {
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"reveal": {
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
"info": "Rightnowish digs into life in the Bay Area right now… ish. Journalist Pendarvis Harshaw takes us to galleries painted on the sides of liquor stores in West Oakland. We'll dance in warehouses in the Bayview, make smoothies with kids in South Berkeley, and listen to classical music in a 1984 Cutlass Supreme in Richmond. Every week, Pen talks to movers and shakers about how the Bay Area shapes what they create, and how they shape the place we call home.",
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},
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"info": "Science Friday is a weekly science talk show, broadcast live over public radio stations nationwide. Each week, the show focuses on science topics that are in the news and tries to bring an educated, balanced discussion to bear on the scientific issues at hand. Panels of expert guests join host Ira Flatow, a veteran science journalist, to discuss science and to take questions from listeners during the call-in portion of the program.",
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"snap-judgment": {
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"title": "Snap Judgment",
"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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