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"content": "\u003cp>A mysterious person who illegally paints curbs red and peppers parked cars with towing-threat notes handwritten on official San Francisco Municipal Transportation Agency envelopes.\u003c/p>\n\u003cp>Curbs that mysteriously turn red — or sometimes even pink or purple — overnight.\u003c/p>\n\u003cp>These are just some of the nearly 140 illegal curb-painting complaints that San Francisco residents have called in or submitted to the city’s 311 \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">online portal\u003c/a> from mid-June 2024 through January 2025, according to a KQED data analysis. The complaints underscore the frustration and confusion many residents experience when their neighbors take the task of curb painting into their own hands.\u003c/p>\n\u003cp>The complaints include terms like “fake,” “illegal, “and “unauthorized.” KQED’s analysis also identified multiple instances of repeated complaints from the same address but only counted each address once for the final tally.\u003c/p>\n\u003cp>Of nearly three dozen neighborhoods included in the data from 311 — the nonemergency phone number for city services — the Mission District had the highest number of complaints about illegally painted curbs, with a total of 17 over the seven-and-a-half month period.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Complaints by SF neighborhood\" aria-label=\"Multiple Columns\" id=\"datawrapper-chart-RcKiW\" src=\"https://datawrapper.dwcdn.net/RcKiW/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"956\" height=\"523\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“This morning, I found vehicles blocking my driveway again,” reads one entry. “The curb had been painted grey by someone, and now vehicles are taking the liberty of blocking my driveway. It’s getting very tiring to have to call parking enforcement on a daily basis.”\u003c/p>\n\u003cp>The issue of illegally painted curbs garnered \u003ca href=\"https://www.kqed.org/news/12025187/fake-red-zones-cause-confusion-for-san-francisco-drivers\">citywide attention\u003c/a> in January, when SFMTA — the agency responsible for responding to those complaints — confirmed that some curbs in the vicinity of 18th and 19th avenues and Balboa Street in the Outer Richmond District had been illegally painted overnight, in what a number of local residents presumed to be an attempt by a rogue painter to help enforce the state’s new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting law\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"7 months of curb complaints in San Francisco (6/24 to 1/25)\" aria-label=\"Map\" id=\"datawrapper-chart-FeLP4\" src=\"https://datawrapper.dwcdn.net/FeLP4/3/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"681\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240AB413\">AB 413\u003c/a>, commonly known as the “daylighting law,” went into effect in January. It allows municipalities to fine drivers for parking their cars within 20 feet of a crosswalk or 15 feet from a crosswalk \u003ca href=\"https://sfbetterstreets.org/find-project-types/pedestrian-safety-and-traffic-calming/traffic-calming-overview/curb-extensions/index.html\">bulbout\u003c/a>. Restricting parking near intersections has been shown to reduce pedestrian crashes by 30%, \u003ca href=\"https://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa18041/\">according to the Federal Highway Administration\u003c/a>.\u003c/p>\n\u003cp>SFMTA had planned to begin handing out citations to drivers who park in those daylighted zones — whether they were painted red or not — beginning in March, but recently walked back that plan after “community members and district supervisors shared their concerns about fairness in enforcement,” the agency said in a \u003ca href=\"https://www.sfmta.com/blog/making-enforcement-fair-our-new-plan-state-daylighting-law\">statement on its website\u003c/a>.\u003c/p>\n\u003cp>SFMTA has already issued more than 3,000 warnings to drivers parked in daylighted spots since Jan. 1 and said it will now only ticket cars that are parked in those spots if they are also marked with red curbs.\u003c/p>\n\u003cp>[aside label=\"Related coverage\" postID=\"news_12019725,news_12025187\"]\u003c/p>\n\u003cp>For Marcy Chapman, a resident of the city’s Richmond District, those fake curbs added a layer of confusion in a city where parking can already be stressful and in short supply — and will soon grow even scarcer when the city begins painting over more curbs in daylighted zones.\u003c/p>\n\u003cp>“We don’t have a garage, so it’s a sensitive topic for us losing parking,” said Chapman, “ I just want to know if I can park and not get a ticket, you know?”\u003c/p>\n\u003cp>People painting over official SFMTA red zones with gray paint in order to effectively nullify an official “no parking” zone is also an issue, several people told KQED.\u003c/p>\n\u003cp>Tony Albert filed a complaint to 311 in early 2024 after official SFMTA-painted red zones at the intersection of Octavia and Sutter streets, near San Francisco’s Japantown, were unofficially painted over in gray.\u003c/p>\n\u003cp>Albert said, “The [red] paint was practically still wet” when someone painted over it.\u003c/p>\n\u003cp>He said 311 marked his complaint as “resolved,” even though the red zones remain grayed out.\u003c/p>\n\u003cp>“I have a toddler, and that’s the one crosswalk that I’m most concerned about,” said Albert, arguing that the red zones, if properly enforced, would make the intersection safer because parked cars wouldn’t block the line of sight for pedestrians.\u003c/p>\n\u003cp>2024 was one of San Francisco’s deadliest years on record for traffic fatalities, with 41 deaths, including 24 pedestrians, \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">according to city data\u003c/a>, spurring calls from pedestrian advocates for the city to implement \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">further safety measures\u003c/a>.\u003c/p>\n\u003cp>Shanan Delp, a resident of Polk Gulch, said he is also disappointed by what he considers SFMTA’s lackluster response to fake-curb complaints.\u003c/p>\n\u003cp>In 2020, Delp said he submitted a request for SFMTA to paint red curbs on Polk Street at the northeast corners of Filbert and Greenwich streets to improve pedestrian visibility at what he considered a dangerous intersection.\u003c/p>\n\u003cfigure id=\"attachment_12028900\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12028900 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\" alt=\"A curb, with part of it painted red, and a smiley face painted on the sidewalk.\" width=\"2560\" height=\"1928\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-800x603.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-160x121.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1536x1157.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-2048x1543.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1920x1446.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A homemade-looking paint job on Hampshire Street in San Francisco’s Mission District. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I personally felt very unsafe crossing the street with my children,” Delp said.\u003c/p>\n\u003cp>The request was approved, and the city eventually painted the curbs red, but “ within weeks, they were painted over,” he said, adding that it took the city many months to finally repaint them.\u003c/p>\n\u003cp>“I think there are really good intentions in the SFMTA, but they’re very slow, and they don’t appear to be staffed well for solving pretty basic problems like this,” he said.\u003c/p>\n\u003cp>Ethan Elkind, director of the climate program at UC Berkeley Law’s Center for Law, Energy and the Environment, said there is a multitude of negative impacts caused by unofficial curb painting, including public safety risks and costs to local government.\u003c/p>\n\u003cp>“It’s a type of vandalism that takes money to monitor and enforce. You’re asking city employees to have to double-check what was painted, what was there before, and there’s a lot of cost to that,” he said.\u003c/p>\n\u003cp>One possible solution to the ongoing curb color wars could be for the city to install more permanent infrastructure in those spaces, like benches, large rocks and plastic posts, said Luke Bornheimer, executive director of Streets Forward, a San Francisco advocacy group.\u003c/p>\n\u003cp>That would make those parking restrictions more intuitive and ensure people don’t park cars in daylighting spaces while also “reducing wasted money and resources trying to undo a vigilante’s work,” he said.\u003c/p>\n\u003cp>Meanwhile, officials at 311 advise people to “report colored curbs that do not have an SFMTA logo,” although in some cases, residents have stenciled their own custom-made SFMTA logo on the illegally painted curbs.\u003c/p>\n\u003cp>For a fee, residents \u003ca href=\"https://www.sfmta.com/driveway-red-zones#:~:text=Driveway%20Red%20Zones%20provide%20additional,both%20sides%20of%20a%20driveway.\">can also apply\u003c/a> to have the city paint a roughly 2-foot red zone on either side of their driveways if they meet certain criteria and need additional street clearance.\u003c/p>\n\u003cp>When it comes to residents painting their own curbs, SFMTA is clear: It’s completely illegal, and can land a rogue painter a fine of up to $500.\u003c/p>\n\u003cp>Ernst Schoen-Rene said he called 311 about four years ago to report a suspicious 20-foot-long strip of red on a curb in front of an apartment building near his house in the SoMa neighborhood.\u003c/p>\n\u003cp>“It was funny because SFMTA had just done a red curb around the corner, and this SFMTA stencil didn’t even look close to right,” he said. “ It isn’t particularly fair if there’s free parking and someone is illegally claiming it.”\u003c/p>\n\u003cp>About a week after Schoen-Rene filed his complaint, the curb was repainted gray, he said, although it was unclear who did it.\u003c/p>\n\u003cp>The 311 complaints also include instances in which residents claim to have received tickets from SFMTA for parking in what they later learned were fake red zones.\u003c/p>\n\u003cp>The number of complaints over the seven-month period of data is typical for the city, according to a 311 spokesperson. The data doesn’t, however, always indicate whether the city ultimately determined whether the reported curbs were, in fact, illegal.\u003c/p>\n\u003cp>SFMTA did not respond to multiple requests for comment.\u003c/p>\n\u003cfigure id=\"attachment_12019137\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12019137 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a no parking area near a crosswalk on Dolores and 16th Streets in San Francisco on Dec. 17, 2024.\u003c/figcaption>\u003c/figure>\n\u003cp>In response to an earlier inquiry about fake curbs, SFMTA spokesperson Michael Roccaforte said in an email that the agency “would really prefer to not breathe more life into that story because our resources are stretched thin and unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff. We do not want for this behavior to be perpetuated.”\u003c/p>\n\u003cp>Among the 139 separate complaints KQED tallied over the most 7-month period, 44 were marked “invalid” or contained “insufficient information” due to a lack of contact details or photos of the allegedly illegal curb. But 95 of them were marked as “resolved” or “transferred,” indicating they were either forwarded to SFMTA’s color curb team or that more information had been requested.\u003c/p>\n\u003cp>In some of the resolved cases, 311’s data log indicated that a curb reported as fake was actually legitimate.\u003c/p>\n\u003cp>“Let caller know that there is a valid driveway red curb at that address but to send photos if he has any concerns,” one entry reads.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>There will be plenty of legitimate wet red paint on city curbs over the next 18 months, as SFMTA rushes to mark daylighted zones, in accordance with the new state daylighting law — likely aware that some of their work might be quickly defaced.\u003c/p>\n\n",
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"excerpt": "Since July 2024, more than 140 residents have submitted complaints to the city about illegally painted red curbs in their neighborhoods, an ongoing concern as San Francisco prepares to enforce its new daylighting law.",
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"title": "Here's the Data Behind San Francisco's Illegally Painted Curb Problem | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A mysterious person who illegally paints curbs red and peppers parked cars with towing-threat notes handwritten on official San Francisco Municipal Transportation Agency envelopes.\u003c/p>\n\u003cp>Curbs that mysteriously turn red — or sometimes even pink or purple — overnight.\u003c/p>\n\u003cp>These are just some of the nearly 140 illegal curb-painting complaints that San Francisco residents have called in or submitted to the city’s 311 \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">online portal\u003c/a> from mid-June 2024 through January 2025, according to a KQED data analysis. The complaints underscore the frustration and confusion many residents experience when their neighbors take the task of curb painting into their own hands.\u003c/p>\n\u003cp>The complaints include terms like “fake,” “illegal, “and “unauthorized.” KQED’s analysis also identified multiple instances of repeated complaints from the same address but only counted each address once for the final tally.\u003c/p>\n\u003cp>Of nearly three dozen neighborhoods included in the data from 311 — the nonemergency phone number for city services — the Mission District had the highest number of complaints about illegally painted curbs, with a total of 17 over the seven-and-a-half month period.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Complaints by SF neighborhood\" aria-label=\"Multiple Columns\" id=\"datawrapper-chart-RcKiW\" src=\"https://datawrapper.dwcdn.net/RcKiW/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"956\" height=\"523\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“This morning, I found vehicles blocking my driveway again,” reads one entry. “The curb had been painted grey by someone, and now vehicles are taking the liberty of blocking my driveway. It’s getting very tiring to have to call parking enforcement on a daily basis.”\u003c/p>\n\u003cp>The issue of illegally painted curbs garnered \u003ca href=\"https://www.kqed.org/news/12025187/fake-red-zones-cause-confusion-for-san-francisco-drivers\">citywide attention\u003c/a> in January, when SFMTA — the agency responsible for responding to those complaints — confirmed that some curbs in the vicinity of 18th and 19th avenues and Balboa Street in the Outer Richmond District had been illegally painted overnight, in what a number of local residents presumed to be an attempt by a rogue painter to help enforce the state’s new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting law\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"7 months of curb complaints in San Francisco (6/24 to 1/25)\" aria-label=\"Map\" id=\"datawrapper-chart-FeLP4\" src=\"https://datawrapper.dwcdn.net/FeLP4/3/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"681\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240AB413\">AB 413\u003c/a>, commonly known as the “daylighting law,” went into effect in January. It allows municipalities to fine drivers for parking their cars within 20 feet of a crosswalk or 15 feet from a crosswalk \u003ca href=\"https://sfbetterstreets.org/find-project-types/pedestrian-safety-and-traffic-calming/traffic-calming-overview/curb-extensions/index.html\">bulbout\u003c/a>. Restricting parking near intersections has been shown to reduce pedestrian crashes by 30%, \u003ca href=\"https://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa18041/\">according to the Federal Highway Administration\u003c/a>.\u003c/p>\n\u003cp>SFMTA had planned to begin handing out citations to drivers who park in those daylighted zones — whether they were painted red or not — beginning in March, but recently walked back that plan after “community members and district supervisors shared their concerns about fairness in enforcement,” the agency said in a \u003ca href=\"https://www.sfmta.com/blog/making-enforcement-fair-our-new-plan-state-daylighting-law\">statement on its website\u003c/a>.\u003c/p>\n\u003cp>SFMTA has already issued more than 3,000 warnings to drivers parked in daylighted spots since Jan. 1 and said it will now only ticket cars that are parked in those spots if they are also marked with red curbs.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For Marcy Chapman, a resident of the city’s Richmond District, those fake curbs added a layer of confusion in a city where parking can already be stressful and in short supply — and will soon grow even scarcer when the city begins painting over more curbs in daylighted zones.\u003c/p>\n\u003cp>“We don’t have a garage, so it’s a sensitive topic for us losing parking,” said Chapman, “ I just want to know if I can park and not get a ticket, you know?”\u003c/p>\n\u003cp>People painting over official SFMTA red zones with gray paint in order to effectively nullify an official “no parking” zone is also an issue, several people told KQED.\u003c/p>\n\u003cp>Tony Albert filed a complaint to 311 in early 2024 after official SFMTA-painted red zones at the intersection of Octavia and Sutter streets, near San Francisco’s Japantown, were unofficially painted over in gray.\u003c/p>\n\u003cp>Albert said, “The [red] paint was practically still wet” when someone painted over it.\u003c/p>\n\u003cp>He said 311 marked his complaint as “resolved,” even though the red zones remain grayed out.\u003c/p>\n\u003cp>“I have a toddler, and that’s the one crosswalk that I’m most concerned about,” said Albert, arguing that the red zones, if properly enforced, would make the intersection safer because parked cars wouldn’t block the line of sight for pedestrians.\u003c/p>\n\u003cp>2024 was one of San Francisco’s deadliest years on record for traffic fatalities, with 41 deaths, including 24 pedestrians, \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">according to city data\u003c/a>, spurring calls from pedestrian advocates for the city to implement \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">further safety measures\u003c/a>.\u003c/p>\n\u003cp>Shanan Delp, a resident of Polk Gulch, said he is also disappointed by what he considers SFMTA’s lackluster response to fake-curb complaints.\u003c/p>\n\u003cp>In 2020, Delp said he submitted a request for SFMTA to paint red curbs on Polk Street at the northeast corners of Filbert and Greenwich streets to improve pedestrian visibility at what he considered a dangerous intersection.\u003c/p>\n\u003cfigure id=\"attachment_12028900\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12028900 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\" alt=\"A curb, with part of it painted red, and a smiley face painted on the sidewalk.\" width=\"2560\" height=\"1928\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-800x603.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-160x121.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1536x1157.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-2048x1543.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1920x1446.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A homemade-looking paint job on Hampshire Street in San Francisco’s Mission District. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I personally felt very unsafe crossing the street with my children,” Delp said.\u003c/p>\n\u003cp>The request was approved, and the city eventually painted the curbs red, but “ within weeks, they were painted over,” he said, adding that it took the city many months to finally repaint them.\u003c/p>\n\u003cp>“I think there are really good intentions in the SFMTA, but they’re very slow, and they don’t appear to be staffed well for solving pretty basic problems like this,” he said.\u003c/p>\n\u003cp>Ethan Elkind, director of the climate program at UC Berkeley Law’s Center for Law, Energy and the Environment, said there is a multitude of negative impacts caused by unofficial curb painting, including public safety risks and costs to local government.\u003c/p>\n\u003cp>“It’s a type of vandalism that takes money to monitor and enforce. You’re asking city employees to have to double-check what was painted, what was there before, and there’s a lot of cost to that,” he said.\u003c/p>\n\u003cp>One possible solution to the ongoing curb color wars could be for the city to install more permanent infrastructure in those spaces, like benches, large rocks and plastic posts, said Luke Bornheimer, executive director of Streets Forward, a San Francisco advocacy group.\u003c/p>\n\u003cp>That would make those parking restrictions more intuitive and ensure people don’t park cars in daylighting spaces while also “reducing wasted money and resources trying to undo a vigilante’s work,” he said.\u003c/p>\n\u003cp>Meanwhile, officials at 311 advise people to “report colored curbs that do not have an SFMTA logo,” although in some cases, residents have stenciled their own custom-made SFMTA logo on the illegally painted curbs.\u003c/p>\n\u003cp>For a fee, residents \u003ca href=\"https://www.sfmta.com/driveway-red-zones#:~:text=Driveway%20Red%20Zones%20provide%20additional,both%20sides%20of%20a%20driveway.\">can also apply\u003c/a> to have the city paint a roughly 2-foot red zone on either side of their driveways if they meet certain criteria and need additional street clearance.\u003c/p>\n\u003cp>When it comes to residents painting their own curbs, SFMTA is clear: It’s completely illegal, and can land a rogue painter a fine of up to $500.\u003c/p>\n\u003cp>Ernst Schoen-Rene said he called 311 about four years ago to report a suspicious 20-foot-long strip of red on a curb in front of an apartment building near his house in the SoMa neighborhood.\u003c/p>\n\u003cp>“It was funny because SFMTA had just done a red curb around the corner, and this SFMTA stencil didn’t even look close to right,” he said. “ It isn’t particularly fair if there’s free parking and someone is illegally claiming it.”\u003c/p>\n\u003cp>About a week after Schoen-Rene filed his complaint, the curb was repainted gray, he said, although it was unclear who did it.\u003c/p>\n\u003cp>The 311 complaints also include instances in which residents claim to have received tickets from SFMTA for parking in what they later learned were fake red zones.\u003c/p>\n\u003cp>The number of complaints over the seven-month period of data is typical for the city, according to a 311 spokesperson. The data doesn’t, however, always indicate whether the city ultimately determined whether the reported curbs were, in fact, illegal.\u003c/p>\n\u003cp>SFMTA did not respond to multiple requests for comment.\u003c/p>\n\u003cfigure id=\"attachment_12019137\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12019137 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a no parking area near a crosswalk on Dolores and 16th Streets in San Francisco on Dec. 17, 2024.\u003c/figcaption>\u003c/figure>\n\u003cp>In response to an earlier inquiry about fake curbs, SFMTA spokesperson Michael Roccaforte said in an email that the agency “would really prefer to not breathe more life into that story because our resources are stretched thin and unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff. We do not want for this behavior to be perpetuated.”\u003c/p>\n\u003cp>Among the 139 separate complaints KQED tallied over the most 7-month period, 44 were marked “invalid” or contained “insufficient information” due to a lack of contact details or photos of the allegedly illegal curb. But 95 of them were marked as “resolved” or “transferred,” indicating they were either forwarded to SFMTA’s color curb team or that more information had been requested.\u003c/p>\n\u003cp>In some of the resolved cases, 311’s data log indicated that a curb reported as fake was actually legitimate.\u003c/p>\n\u003cp>“Let caller know that there is a valid driveway red curb at that address but to send photos if he has any concerns,” one entry reads.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco transportation officials in search of ways to cut their budget have abandoned one idea that appears to be universally unpopular: eliminating the city’s school crossing-guard program.\u003c/p>\n\u003cp>That proposal was floated Tuesday as part of a menu of options to help the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> deal with a $50 million budget shortfall in the next fiscal year. The agency’s financial staff has identified $35 million in cuts so far.\u003c/p>\n\u003cp>Doing away with the crossing-guard program would save about $3 million, but it was obvious at the SFMTA board’s Tuesday meeting that the idea wouldn’t fly with the public.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The board heard emotional pleas from students, parents, crossing guards and residents of school neighborhoods who all agreed that the notion of pulling guards from the streets is unthinkable, especially as the city continues to grapple with \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">a high number of pedestrian deaths and injuries\u003c/a> in traffic crashes.\u003c/p>\n\u003cp>“Traffic is dangerous to children like me, and public safety is essential,” said a sixth-grader at Creative Arts Charter School who identified herself as Mimi.\u003c/p>\n\u003cp>“My crossing guard at my school, Sean, is so nice and does his job so well every day,” she said, breaking down in tears.\u003c/p>\n\u003cp>Elizabeth Travelslight, the mother of a sixth-grader at Creative Arts, praised the same crossing guard for managing the chaotic crossing at Turk and Pierce streets in the city’s Western Addition neighborhood.\u003c/p>\n\u003cp>[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“The skill Sean brings to his work is extraordinary,” Travelslight said. “At considerable personal risk, armed only with a stop sign, crossing guards like Sean protect and serve thousands of our city’s children. Every day, rain or shine. It’s not an exaggeration to say crossing guards are heroes, and they save lives.”\u003c/p>\n\u003cp>After hearing from the public and SFMTA staff, the board made it clear that cutting the crossing-guard program is off the table. And as they did earlier this month, several members said they’d \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">resist cuts in transit service\u003c/a>.\u003c/p>\n\u003cp>Board member Steve Heminger said he’s open to some of the other proposed cuts that the staff offered, which included trimming some maintenance programs and ending subsidies for lower-income residents who have their cars towed.\u003c/p>\n\u003cp>“I can live with the non-transit cuts, except for the crossing guards,” Heminger said. “I think everyone who came today said, ‘Except for the crossing guards.’ I was one of them in the 1960s, and I loved it. I’m still loyal to the crossing guards.”\u003c/p>\n\u003cp>The board’s discussion centered largely on what steps it can take to avoid cuts in Muni transit service. Heminger has advocated tapping the SFMTA’s $140 million operating reserve to make up the $15 million the agency needs to balance its budget next year.\u003c/p>\n\u003cp>“I think our first priority is to protect the service and honor the promises we’ve made to the public and the voters about what they’ll get for their tax money,” Heminger said.\u003c/p>\n\u003cp>However, other members of the board said that with much larger deficits \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">expected beginning in 2026\u003c/a>, the agency should combine some of the cuts proposed Tuesday with a limited withdrawal from the reserve fund.\u003c/p>\n\u003cp>The next round of the budget-cutting discussion is due for the board’s meeting on March 4, with a final decision on a plan expected on March 18. The fiscal year begins July 1.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials in search of ways to cut their budget have abandoned one idea that appears to be universally unpopular: eliminating the city’s school crossing-guard program.\u003c/p>\n\u003cp>That proposal was floated Tuesday as part of a menu of options to help the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> deal with a $50 million budget shortfall in the next fiscal year. The agency’s financial staff has identified $35 million in cuts so far.\u003c/p>\n\u003cp>Doing away with the crossing-guard program would save about $3 million, but it was obvious at the SFMTA board’s Tuesday meeting that the idea wouldn’t fly with the public.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The board heard emotional pleas from students, parents, crossing guards and residents of school neighborhoods who all agreed that the notion of pulling guards from the streets is unthinkable, especially as the city continues to grapple with \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">a high number of pedestrian deaths and injuries\u003c/a> in traffic crashes.\u003c/p>\n\u003cp>“Traffic is dangerous to children like me, and public safety is essential,” said a sixth-grader at Creative Arts Charter School who identified herself as Mimi.\u003c/p>\n\u003cp>“My crossing guard at my school, Sean, is so nice and does his job so well every day,” she said, breaking down in tears.\u003c/p>\n\u003cp>Elizabeth Travelslight, the mother of a sixth-grader at Creative Arts, praised the same crossing guard for managing the chaotic crossing at Turk and Pierce streets in the city’s Western Addition neighborhood.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The skill Sean brings to his work is extraordinary,” Travelslight said. “At considerable personal risk, armed only with a stop sign, crossing guards like Sean protect and serve thousands of our city’s children. Every day, rain or shine. It’s not an exaggeration to say crossing guards are heroes, and they save lives.”\u003c/p>\n\u003cp>After hearing from the public and SFMTA staff, the board made it clear that cutting the crossing-guard program is off the table. And as they did earlier this month, several members said they’d \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">resist cuts in transit service\u003c/a>.\u003c/p>\n\u003cp>Board member Steve Heminger said he’s open to some of the other proposed cuts that the staff offered, which included trimming some maintenance programs and ending subsidies for lower-income residents who have their cars towed.\u003c/p>\n\u003cp>“I can live with the non-transit cuts, except for the crossing guards,” Heminger said. “I think everyone who came today said, ‘Except for the crossing guards.’ I was one of them in the 1960s, and I loved it. I’m still loyal to the crossing guards.”\u003c/p>\n\u003cp>The board’s discussion centered largely on what steps it can take to avoid cuts in Muni transit service. Heminger has advocated tapping the SFMTA’s $140 million operating reserve to make up the $15 million the agency needs to balance its budget next year.\u003c/p>\n\u003cp>“I think our first priority is to protect the service and honor the promises we’ve made to the public and the voters about what they’ll get for their tax money,” Heminger said.\u003c/p>\n\u003cp>However, other members of the board said that with much larger deficits \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">expected beginning in 2026\u003c/a>, the agency should combine some of the cuts proposed Tuesday with a limited withdrawal from the reserve fund.\u003c/p>\n\u003cp>The next round of the budget-cutting discussion is due for the board’s meeting on March 4, with a final decision on a plan expected on March 18. The fiscal year begins July 1.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The board that oversees San Francisco’s Muni transit system said it wants the agency to find ways other than \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">cutting bus and train service\u003c/a> to reduce the $50 million shortfall it faces in the coming fiscal year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> staff came to Tuesday’s board of directors meeting expecting a discussion of the proposed cuts. Instead, board members told them cuts would be a mistake that would harm riders in the short term, undermine the city’s effort to revitalize downtown and make it tougher to persuade voters to support planned ballot measures next year that would raise taxes to support transit.\u003c/p>\n\u003cp>Transit planners presented three scenarios for service reductions this summer that would trim the fiscal 2025–26 deficit by $15 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The options included suspending some of Muni’s lower ridership routes, reducing the frequency and operating hours of bus and train lines, or a hybrid scenario of line suspensions and frequency reductions coupled with increased service on the lines used most by transit-dependent riders.\u003c/p>\n\u003cp>Director Steve Heminger said that even though the proposals had been presented as choices, “the choices are ‘cut transit service, cut transit service and cut transit service.’ I think we need a couple of options that don’t involve cutting transit service.”\u003c/p>\n\u003cfigure id=\"attachment_12014596\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014596\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-800x556.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1536x1068.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1920x1335.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a San Francisco MUNI bus on March 7, 2007. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Heminger said the SFMTA should consider dipping into its $140 million reserve fund for the $15 million the agency would otherwise save through service cuts.\u003c/p>\n\u003cp>He also suggested the SFMTA look at other parts of the agency, which regulates parking and street-safety projects, among other activities, to find the other $35 million it needs to balance its budget next year.\u003c/p>\n\u003cp>The SFMTA has said its budget trouble is partly due to a continuing decline in parking revenue. The agency has already considered raising hourly parking rates, extending meter hours and charging more for residential parking permits — politically unpopular moves that have \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#s-f-just-ditched-a-plan-for-longer-parking-meter-hours-or-did-it\">drawn opposition\u003c/a> from members of the Board of Supervisors.\u003c/p>\n\u003cp>[aside postID=news_12024819 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/015_KQED_16thStreetStationOakland_02162022_qed-1-1020x680.jpg']\u003c/p>\n\u003cp>But Heminger said transit service cuts could be politically costly, too, as Muni joins with other Bay Area transit operators and officials to craft at least one ballot measure next year that would raise taxes to help pay for transit operating expenses and improve service regionwide.\u003c/p>\n\u003cp>“We’re going to need partners at the ballot box in the not-too-distant future,” Heminger said. “That’s for Muni as well as Caltrain and BART and everybody and their brother. … I would be very leery of reducing service in the face of that and perhaps provoking a reaction from the public that is not going to help us pass those measures.”\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s interim executive director, promised to come back to the board with alternatives to the Muni service cuts. She said that with future annual deficits \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">forecast to soar above $300 million\u003c/a>, virtually every aspect of the agency’s budget is already under scrutiny.\u003c/p>\n\u003cp>“We’re looking at every contract, we’re looking at all of our positions, we are looking at any capital projects that could potentially be deferred or redefined to bring you choices,” Kirschbaum said.\u003c/p>\n\u003cp>An initiative to collect more bus and train revenue by stepping up fare inspections has been successful and enabled Muni to meet this year’s budget targets, Kirschbaum said. She added that the SFMTA is bringing on 28 new parking control officers, already included in the current budget, and considering a range of new pricing and enforcement strategies to increase revenue.\u003c/p>\n\u003cp>“So we’re stretching everything to try to meet this challenge,” Kirschbaum said.\u003c/p>\n\u003cp>The SFMTA board will get its next look at budget proposals on Feb. 18. The transportation agency hopes to settle on a plan for budget reductions by the end of next month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The board that oversees San Francisco’s Muni transit system said it wants the agency to find ways other than \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">cutting bus and train service\u003c/a> to reduce the $50 million shortfall it faces in the coming fiscal year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> staff came to Tuesday’s board of directors meeting expecting a discussion of the proposed cuts. Instead, board members told them cuts would be a mistake that would harm riders in the short term, undermine the city’s effort to revitalize downtown and make it tougher to persuade voters to support planned ballot measures next year that would raise taxes to support transit.\u003c/p>\n\u003cp>Transit planners presented three scenarios for service reductions this summer that would trim the fiscal 2025–26 deficit by $15 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The options included suspending some of Muni’s lower ridership routes, reducing the frequency and operating hours of bus and train lines, or a hybrid scenario of line suspensions and frequency reductions coupled with increased service on the lines used most by transit-dependent riders.\u003c/p>\n\u003cp>Director Steve Heminger said that even though the proposals had been presented as choices, “the choices are ‘cut transit service, cut transit service and cut transit service.’ I think we need a couple of options that don’t involve cutting transit service.”\u003c/p>\n\u003cfigure id=\"attachment_12014596\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014596\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-800x556.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1536x1068.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1920x1335.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a San Francisco MUNI bus on March 7, 2007. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Heminger said the SFMTA should consider dipping into its $140 million reserve fund for the $15 million the agency would otherwise save through service cuts.\u003c/p>\n\u003cp>He also suggested the SFMTA look at other parts of the agency, which regulates parking and street-safety projects, among other activities, to find the other $35 million it needs to balance its budget next year.\u003c/p>\n\u003cp>The SFMTA has said its budget trouble is partly due to a continuing decline in parking revenue. The agency has already considered raising hourly parking rates, extending meter hours and charging more for residential parking permits — politically unpopular moves that have \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#s-f-just-ditched-a-plan-for-longer-parking-meter-hours-or-did-it\">drawn opposition\u003c/a> from members of the Board of Supervisors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But Heminger said transit service cuts could be politically costly, too, as Muni joins with other Bay Area transit operators and officials to craft at least one ballot measure next year that would raise taxes to help pay for transit operating expenses and improve service regionwide.\u003c/p>\n\u003cp>“We’re going to need partners at the ballot box in the not-too-distant future,” Heminger said. “That’s for Muni as well as Caltrain and BART and everybody and their brother. … I would be very leery of reducing service in the face of that and perhaps provoking a reaction from the public that is not going to help us pass those measures.”\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s interim executive director, promised to come back to the board with alternatives to the Muni service cuts. She said that with future annual deficits \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">forecast to soar above $300 million\u003c/a>, virtually every aspect of the agency’s budget is already under scrutiny.\u003c/p>\n\u003cp>“We’re looking at every contract, we’re looking at all of our positions, we are looking at any capital projects that could potentially be deferred or redefined to bring you choices,” Kirschbaum said.\u003c/p>\n\u003cp>An initiative to collect more bus and train revenue by stepping up fare inspections has been successful and enabled Muni to meet this year’s budget targets, Kirschbaum said. She added that the SFMTA is bringing on 28 new parking control officers, already included in the current budget, and considering a range of new pricing and enforcement strategies to increase revenue.\u003c/p>\n\u003cp>“So we’re stretching everything to try to meet this challenge,” Kirschbaum said.\u003c/p>\n\u003cp>The SFMTA board will get its next look at budget proposals on Feb. 18. The transportation agency hopes to settle on a plan for budget reductions by the end of next month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The first thing that aroused Marcy Chapman’s suspicions was just how fast the red curb popped up across the street from her house.\u003c/p>\n\u003cp>“It happened overnight,” said Chapman, a San Francisco Richmond district resident. “We woke up, and all the right-hand turns in the neighborhood for a few blocks had been done.”\u003c/p>\n\u003cp>There were a few other things that also looked off, said Chapman. The paint seemed brighter than normal, and it was longer than a typical red curb — around 35 feet long by some estimates \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">online\u003c/a> and by neighbors.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#A\">Jump straight to: What does the law say about painting curbs?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Chapman, like many of her neighbors, thought the city had painted the curbs — which now even bore the yellow SFMTA stencil — to comply with \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">the state’s daylighting law\u003c/a> that went into effect this year, which prevents drivers from parking within 20 feet of a pedestrian crosswalk.\u003c/p>\n\u003cp>But it turns out that all of it — the red paint, the yellow stencil — was fake. Chapman found out after seeing a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">Reddit post\u003c/a> written by one of her own neighbors, who was more suspicious of the curbs’ origins and had written to SFMTA to query it. The agency replied, confirming they hadn’t, in fact, painted them.\u003c/p>\n\u003cp>“So, yeah, they totally fooled me,” Chapman admitted.\u003c/p>\n\u003cfigure id=\"attachment_12025128\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025128\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a ‘no parking’ area near a crosswalk on San Carlos Street in San Francisco on Dec. 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The newly-red curbs around Chapman’s house weren’t an isolated incident. In a statement to KQED, a spokesperson for SFMTA said that the agency is aware of several locations where red zones were painted — illegally — by an unknown source, including on 18th and 19th avenues along Balboa Street, and at least one other spot on Cabrillo Street. Residents of the Richmond District told KQED the episode has left them feeling confused, unsure of how to tell a real red curb from a fake one — and where they can actually park.\u003c/p>\n\u003cp>“ I want to follow the rules, right?” said Richmond resident Dani Islas. “But if they’re fake, how is someone supposed to know that — if they’re real or not?”\u003c/p>\n\u003ch2>‘A professional job’ causes confusion\u003c/h2>\n\u003cp>Typically, the painted SFMTA stencil on colored city curbs is seen as a way to distinguish a legitimate colored curb from an imposter. But local paint experts said the look-alike was almost identical.\u003c/p>\n\u003cp>“The yellow is dead on,” said Fabrice McKarty, a sales attendant at a local Benjamin Moore paint store, as he flipped through a catalog of colors.\u003c/p>\n\u003cp>“They did their research. It looks like a professional job.”\u003c/p>\n\u003cp>“I think anybody could mistake it for being an official one,” said McKarty. But unfortunately, he said, painting a curb this way would be fairly easy, taking as little as 20 minutes with materials that are accessible at any local paint store.\u003c/p>\n\u003cfigure id=\"attachment_12025207\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025207\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg\" alt=\"\" width=\"1920\" height=\"1330\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1020x707.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1536x1064.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A curb at the intersection of 19th Avenue and Balboa Street in San Francisco’s Richmond District. The curb had previously been painted red by an unknown source but was soon repainted by the city (as shown here). \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Parking wars in San Francisco are nothing new. Any resident has witnessed the train of cars following a street sweeper on street cleaning day — or seen orange traffic cones laid out in front of a house, safeguarding their owner’s favorite spot. But to residents of the Richmond District, this stunt — which eliminated multiple parking spots but also “saved them” for no one — was puzzling, if not angering.\u003c/p>\n\u003cp>“Every parking space is so precious around here, so people were pretty upset about that,” said Graciela Ronconi, a local store owner.\u003c/p>\n\u003cp>Others couldn’t help but see it as a rogue attempt by someone to \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">enforce California’s new daylighting law\u003c/a> — or to otherwise increase visibility on the streets in the name of driver and pedestrian safety. “There’s another corner down the street that doesn’t have a stop sign, and there are wrecks constantly. So I understand by adding the red, maybe we’re not going to have as many wrecks,” said Marcy Chapman.\u003c/p>\n\u003ch2>\u003ca id=\"A\">\u003c/a>What does the law say about painting curbs?\u003c/h2>\n\u003cp>While some cities have begun to remove parking spots, pull out meters, paint curbs red or otherwise fill daylighting spots, they don’t actually have to do so under the law, and like other municipalities around the state, San Francisco is \u003ca href=\"https://www.kqed.org/news/12019725/#got-ticket-no-red-curb\">not painting all curbs within 20 feet of an intersection red\u003c/a>. But starting in March, drivers in the city can still get a ticket for parking within that space regardless and are expected to observe daylighting rules even in the absence of any painted curb or signage warning them.[aside label=\"Related Stories\" postID=\"news_12019725,news_12020559,news_12010882\"]When it comes to residents taking matters into their own hands, \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">SFMTA is clear: Painting curbs yourself is illegal\u003c/a>. SFMTA says that if a member of the public suspects a curb has been painted illegally, they should \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">call 311 or make a report at sf.gov\u003c/a>.\u003c/p>\n\u003cp>When asked if SFMTA was conducting an investigation into who painted the Richmond curbs red — or if there had been any motive or suspect identified — SFMTA spokesperson Michael Roccaforte would not “disclose that information,” adding that the agency’s “resources are stretched thin” and that “unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff.”\u003c/p>\n\u003cp>Proposals by the city to officially change or add color curbs go through a \u003ca href=\"https://www.sfmta.com/committees/color-curb-hearings\">formal public process\u003c/a>. San Francisco residents are allowed to \u003ca href=\"https://www.sfmta.com/driveway-red-zones\">request red zones\u003c/a> next to their driveways to provide additional clearance for vehicles accessing off-street parking.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The first thing that aroused Marcy Chapman’s suspicions was just how fast the red curb popped up across the street from her house.\u003c/p>\n\u003cp>“It happened overnight,” said Chapman, a San Francisco Richmond district resident. “We woke up, and all the right-hand turns in the neighborhood for a few blocks had been done.”\u003c/p>\n\u003cp>There were a few other things that also looked off, said Chapman. The paint seemed brighter than normal, and it was longer than a typical red curb — around 35 feet long by some estimates \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">online\u003c/a> and by neighbors.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#A\">Jump straight to: What does the law say about painting curbs?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Chapman, like many of her neighbors, thought the city had painted the curbs — which now even bore the yellow SFMTA stencil — to comply with \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">the state’s daylighting law\u003c/a> that went into effect this year, which prevents drivers from parking within 20 feet of a pedestrian crosswalk.\u003c/p>\n\u003cp>But it turns out that all of it — the red paint, the yellow stencil — was fake. Chapman found out after seeing a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">Reddit post\u003c/a> written by one of her own neighbors, who was more suspicious of the curbs’ origins and had written to SFMTA to query it. The agency replied, confirming they hadn’t, in fact, painted them.\u003c/p>\n\u003cp>“So, yeah, they totally fooled me,” Chapman admitted.\u003c/p>\n\u003cfigure id=\"attachment_12025128\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025128\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a ‘no parking’ area near a crosswalk on San Carlos Street in San Francisco on Dec. 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The newly-red curbs around Chapman’s house weren’t an isolated incident. In a statement to KQED, a spokesperson for SFMTA said that the agency is aware of several locations where red zones were painted — illegally — by an unknown source, including on 18th and 19th avenues along Balboa Street, and at least one other spot on Cabrillo Street. Residents of the Richmond District told KQED the episode has left them feeling confused, unsure of how to tell a real red curb from a fake one — and where they can actually park.\u003c/p>\n\u003cp>“ I want to follow the rules, right?” said Richmond resident Dani Islas. “But if they’re fake, how is someone supposed to know that — if they’re real or not?”\u003c/p>\n\u003ch2>‘A professional job’ causes confusion\u003c/h2>\n\u003cp>Typically, the painted SFMTA stencil on colored city curbs is seen as a way to distinguish a legitimate colored curb from an imposter. But local paint experts said the look-alike was almost identical.\u003c/p>\n\u003cp>“The yellow is dead on,” said Fabrice McKarty, a sales attendant at a local Benjamin Moore paint store, as he flipped through a catalog of colors.\u003c/p>\n\u003cp>“They did their research. It looks like a professional job.”\u003c/p>\n\u003cp>“I think anybody could mistake it for being an official one,” said McKarty. But unfortunately, he said, painting a curb this way would be fairly easy, taking as little as 20 minutes with materials that are accessible at any local paint store.\u003c/p>\n\u003cfigure id=\"attachment_12025207\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025207\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg\" alt=\"\" width=\"1920\" height=\"1330\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1020x707.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1536x1064.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A curb at the intersection of 19th Avenue and Balboa Street in San Francisco’s Richmond District. The curb had previously been painted red by an unknown source but was soon repainted by the city (as shown here). \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Parking wars in San Francisco are nothing new. Any resident has witnessed the train of cars following a street sweeper on street cleaning day — or seen orange traffic cones laid out in front of a house, safeguarding their owner’s favorite spot. But to residents of the Richmond District, this stunt — which eliminated multiple parking spots but also “saved them” for no one — was puzzling, if not angering.\u003c/p>\n\u003cp>“Every parking space is so precious around here, so people were pretty upset about that,” said Graciela Ronconi, a local store owner.\u003c/p>\n\u003cp>Others couldn’t help but see it as a rogue attempt by someone to \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">enforce California’s new daylighting law\u003c/a> — or to otherwise increase visibility on the streets in the name of driver and pedestrian safety. “There’s another corner down the street that doesn’t have a stop sign, and there are wrecks constantly. So I understand by adding the red, maybe we’re not going to have as many wrecks,” said Marcy Chapman.\u003c/p>\n\u003ch2>\u003ca id=\"A\">\u003c/a>What does the law say about painting curbs?\u003c/h2>\n\u003cp>While some cities have begun to remove parking spots, pull out meters, paint curbs red or otherwise fill daylighting spots, they don’t actually have to do so under the law, and like other municipalities around the state, San Francisco is \u003ca href=\"https://www.kqed.org/news/12019725/#got-ticket-no-red-curb\">not painting all curbs within 20 feet of an intersection red\u003c/a>. But starting in March, drivers in the city can still get a ticket for parking within that space regardless and are expected to observe daylighting rules even in the absence of any painted curb or signage warning them.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When it comes to residents taking matters into their own hands, \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">SFMTA is clear: Painting curbs yourself is illegal\u003c/a>. SFMTA says that if a member of the public suspects a curb has been painted illegally, they should \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">call 311 or make a report at sf.gov\u003c/a>.\u003c/p>\n\u003cp>When asked if SFMTA was conducting an investigation into who painted the Richmond curbs red — or if there had been any motive or suspect identified — SFMTA spokesperson Michael Roccaforte would not “disclose that information,” adding that the agency’s “resources are stretched thin” and that “unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff.”\u003c/p>\n\u003cp>Proposals by the city to officially change or add color curbs go through a \u003ca href=\"https://www.sfmta.com/committees/color-curb-hearings\">formal public process\u003c/a>. San Francisco residents are allowed to \u003ca href=\"https://www.sfmta.com/driveway-red-zones\">request red zones\u003c/a> next to their driveways to provide additional clearance for vehicles accessing off-street parking.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "can-san-francisco-stop-traffic-violence-so-far-efforts-failing",
"title": "Can San Francisco Stop Traffic Violence? So Far, Efforts Are Failing",
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"headTitle": "Can San Francisco Stop Traffic Violence? So Far, Efforts Are Failing | KQED",
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"content": "\u003cp>The last time Susan Civitts heard her brother’s voice was a phone call on Christmas. He promised Civitts that in the new year, he would come home to Pennsylvania to visit his sister and their family.\u003c/p>\n\u003cp>But around 5:30 p.m. on Jan. 4, Charles Albert Bollinger, 81, was struck by a car on Silver Avenue, just steps away from his home in San Francisco’s residential Portola District. Police said the driver fled immediately after the crash. Shortly after, Bollinger died of his injuries.\u003c/p>\n\u003cp>“He was a very special person,” Civitts told KQED. “He was my best friend.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bollinger’s death marked the city’s first traffic fatality of 2025, coming just days after the end of the deadliest year for San Francisco pedestrians in nearly two decades. The city’s 24th pedestrian was killed on the Great Highway on Dec. 27, only eight days before Bollinger.\u003c/p>\n\u003cp>A total of 41 people, including cyclists and motorists, were killed in traffic crashes in San Francisco in 2024. That’s the most since 2007, which also had 41 overall traffic deaths, 24 of which were pedestrians, according to the city’s \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">publicly available data\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco traffic fatalities since 2014 \" aria-label=\"Stacked Columns\" id=\"datawrapper-chart-C8akl\" src=\"https://datawrapper.dwcdn.net/C8akl/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"525\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The worrying surge came despite Vision Zero, a decadelong initiative to eliminate traffic deaths on the city’s roadways by 2024. It’s clear something needs to change, and some observers hold out hope that new laws and automated enforcement coming this year could do just that — and \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">revitalize the city’s commitment to Vision Zero\u003c/a>.\u003c/p>\n\u003cp>“My hope is that 2025 is a pivot point,” said Marta Lindsey, communications director for Walk SF, a group that tracks pedestrian deaths and agitates for data-based, preventive approaches to reducing traffic violence. “Please, let this be the year we start to see the trajectory shift in a positive direction. It’s possible that we will see that change — if the city gets its act together.”\u003c/p>\n\u003cp>Throughout the Vision Zero initiative, some of the city’s most visible street changes have come in response to tragic deaths. Just last March, a \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">family of four\u003c/a> waiting for a bus in the West Portal neighborhood was killed by a speeding driver, a horrifying loss that \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">briefly galvanized the city\u003c/a> around the issue of traffic violence and spurred expedited safety improvements.\u003c/p>\n\u003cp>But for cities to rein in traffic deaths, advocates say, they will have to be less reactive and more proactive.\u003c/p>\n\u003cp>Lindsey and other proponents are encouraged by two moves in particular, set to roll out in the spring: \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">automated speed cameras\u003c/a> and a new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting\u003c/a> law, which aims to prevent parked cars from obstructing drivers’ views at intersections.\u003c/p>\n\u003cp>These new policies, Vision Zero Network founder Leah Shahum said, are a good example of what happens when cities anticipate crashes instead of reacting to them.\u003c/p>\n\u003cp>“The sooner that a city can transition to incorporating that more proactive approach, the better,” Shahum said. “That’s where you’re going to see the big, big safety gains.”\u003c/p>\n\u003ch2>Speed poses a deadly danger\u003c/h2>\n\u003cp>When Jenny Yu talks about what happened to her mother in 2011, she uses the word “crash” or “collision” — not “accident” — because she and other advocates believe her mother’s life-changing injuries were preventable.\u003c/p>\n\u003cp>Yu’s mother, Judy, was walking to the beach when she was struck by a speeding 94-year-old driver turning left on Park Presidio Boulevard. Judy survived, but she suffered broken bones, a collapsed lung and a traumatic brain injury.\u003c/p>\n\u003cp>“She was a vibrant woman who really enjoyed being a mom and a grandma,” Yu said.\u003c/p>\n\u003cfigure id=\"attachment_12022940\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022940\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the years after the crash, Yu started attending Walk SF community events and met others in the Bay Area affected by traffic violence. She learned about the connection between speed and safety: Speed was the No. 1 cause of all traffic crashes in San Francisco last year, according to the \u003ca href=\"https://www.sfmta.com/media/41214/download?inline\">Municipal Transportation Agency\u003c/a>.\u003c/p>\n\u003cp>In March, San Francisco will become the first city in California to turn on speed cameras, nearly a year and a half after Gov. Gavin Newsom signed a bill authorizing the technology in six cities across the state. San Francisco will install 33 over the coming months, each in areas identified as having a high number of injuries.\u003c/p>\n\u003cp>Yu, a founding member of the Bay Area chapter of Families for Safe Streets, traveled to Sacramento with groups like Walk SF four times to fight for the cameras.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>“This tool has been proven to help in other states and other countries,” Yu told KQED. “There’s a track record of this change that — if we’re willing to adopt it — has shown to save lives.”\u003c/p>\n\u003cp>Slowing down drivers, whether through speed cameras or street changes, would have a substantial effect on street safety. Last year, speed was responsible for a quarter of all fatalities in San Francisco — a figure that has reached as high as 40% in recent years. Statewide, more than a third of all traffic deaths are due to speeding and aggressive driving, according to data collected by \u003ca href=\"https://safetrec.berkeley.edu/tools/california-safe-speeds-toolkit/california-safe-speeds-toolkit-research-speeds-speed-limits-and#:~:text=Speed%20is%20a%20significant%20concern,aggressive%20driving%20(Caltrans%202023%20).\">UC Berkeley’s Safe Transportation Research and Education Center\u003c/a>.\u003c/p>\n\u003cp>Speed can also make a significant difference in a pedestrian’s chances of surviving a crash. A person hit by a car traveling at 35 mph is five times more likely to die than a pedestrian hit by a car at 20 mph, notes a guide by the \u003ca href=\"https://nacto.org/publication/city-limits/the-need/speed-kills/#:~:text=Vehicle%20speed%20at%20the%20time,at%2020%20miles%20per%20hour.\">National Association of City Transportation Officials\u003c/a>.\u003c/p>\n\u003cp>In addition to the cameras, San Francisco is experimenting with \u003ca href=\"https://www.sfmta.com/getting-around/walk/speed-management\">lower speed limits\u003c/a>, which will be proposed on 11 more streets this year. The strategy stems from \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB43\">AB 43\u003c/a>, a law passed in 2021 that gives local governments the ability to lower speed limits that were previously set by the state.\u003c/p>\n\u003cfigure id=\"attachment_12020739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12020739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Blair Czarecki, with the community advocacy group Walk SF, hangs a sign at the site of San Francisco’s first pedestrian fatality of 2025 in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Until AB 43 took effect, California required cities to set speed limits by using the 85th percentile rule. It’s defined as the speed below which 85% of drivers were already going on a road, which, in theory, should be what they consider to be a safe speed. \u003ca href=\"https://dot.ca.gov/programs/safety-programs/setting-speed-limits\">Caltrans\u003c/a> calls this measure “the single most influential indicator” of what is safe and reasonable.\u003c/p>\n\u003cp>“It’s like setting a curfew based on when a teenager comes home,” Lindsey said.\u003c/p>\n\u003cp>The 85th percentile did not take into account pedestrians, cycling traffic, schools or any other conditions that might make the speed limit unsafe. AB 43 allows local governments to consider those factors.\u003c/p>\n\u003cp>Most of San Francisco’s streets have 25 mph speed limits, though some are higher. Lake Merced Boulevard, for example, is 35 mph and 40 in some sections, even near schools. In a 2022 survey, Walk SF documented numerous drivers exceeding 50 mph.\u003c/p>\n\u003cp>While not a silver bullet, lower speed limits are already making an impact in the Tenderloin — the neighborhood with the highest number of \u003ca href=\"https://sfplanning.org/sites/default/files/documents/citywide/tenderloin-community-action-plan/tcap-youth-gap-analysis-report.pdf\">children\u003c/a> in the city. Despite having one of the lowest rates of \u003ca href=\"https://underscoresf.com/remember-theres-a-car-ownership-map-of-san-francisco/#:~:text=Braitsch%20found%20in%20his%20research,those%20zones%20without%20a%20car.\">car ownership\u003c/a>, every street in the neighborhood falls on the\u003ca href=\"https://www.sfmta.com/blog/speed-and-turn-limits-boost-safety-tenderloin-streets-0\"> high-injury network\u003c/a>.\u003c/p>\n\u003cp>Jaime Viloria, a Tenderloin resident and organizer with San Francisco Transit Riders, said neighborhood mobilization around infrastructure has helped reduce crashes and pedestrian deaths.\u003c/p>\n\u003cp>“In a dense neighborhood, we don’t have a lot of open space,” Viloria said. “The streets are open space.”\u003c/p>\n\u003ch2>Making pedestrians more visible to drivers\u003c/h2>\n\u003cp>After California’s new daylighting law took effect this year, making it illegal to park within 20 feet of the vehicle approach side of a crosswalk, San Francisco will begin issuing tickets on March 1, regardless of whether or not the curb is painted.\u003c/p>\n\u003cp>While the new law has drawn some frustration for reducing street parking, experts on urban design and transportation have celebrated it as a way to rethink public space.\u003c/p>\n\u003cfigure id=\"attachment_12022925\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022925\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Street space is really, really precious in a city like San Francisco,” said David Zipper, a senior fellow at the MIT Mobility Initiative. “It’s worth asking: If we care about safety in the city, should we be using that space to store private property — which is what automobiles are — or should we be using it to create safe spaces for those who are walking and biking?\u003cem>”\u003c/em>\u003c/p>\n\u003cp>Proponents frequently point to Hoboken, New Jersey, a city of 60,000 people that hasn’t had a pedestrian death in more than \u003ca href=\"https://apnews.com/article/hoboken-zero-traffic-deaths-daylighting-pedestrian-safety-007dec67706c1c09129da1436a3d9762\">seven years\u003c/a>. After an elderly resident was hit and killed by a van in 2015, the city limited street parking in its daylighting efforts, part of its commitment to Vision Zero.\u003c/p>\n\u003cp>On Silver Avenue in Portola, daylighting might have saved Bollinger’s life. Cars are frequently parked in front of the intersection, neighbors said, making it difficult for drivers to register pedestrians crossing on both sides.\u003c/p>\n\u003cp>Michelle Tsang, whose family lives above the unmarked crosswalk, said she avoids crossing there when she can.\u003c/p>\n\u003cp>“A lot of people assume that the cars will stop for them,” said Tsang, 22. “There’s not many stop signs on this part of the street, so sometimes you see cars going really fast.”\u003c/p>\n\u003cp>Too fast, said Steve and Therese Heller, who live next door to Bollinger and his son. While they were shocked to learn about Bollinger’s death, they weren’t surprised that the fatal collision happened at that corner.\u003c/p>\n\u003cp>“The visibility there is just really poor,” Steve Heller said. “No one thinks it’s an intersection.”\u003c/p>\n\u003ch2>A nationwide struggle with traffic deaths\u003c/h2>\n\u003cp>For all the efforts to make San Francisco’s streets safer for all, there are some factors that lie outside local control.\u003c/p>\n\u003cp>Although traffic fatalities nationwide have declined in recent years, the numbers overall remain at what U.S. Transportation Secretary Pete Buttigieg called “\u003ca href=\"https://www.transportation.gov/briefing-room/nhtsa-estimates-traffic-fatalities-declined-first-half-2024\">crisis levels\u003c/a>” in a National Highway Traffic Safety Administration report from September.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One key reason is that cars are bigger and faster than ever before. SUVs and pickup trucks — which have themselves steadily\u003ca href=\"https://www.usatoday.com/story/money/cars/2019/12/27/suvs-gm-ford-toyota-chevrolet/4408728002/\"> added pounds and inches\u003c/a> — now constitute more than \u003ca href=\"https://jalopnik.com/trucks-and-suvs-are-now-over-80-percent-of-new-car-sale-1848427797\">four out of every five new cars sold\u003c/a> in the U.S., up from just over half in 2013, even as national household size \u003ca href=\"https://www.statista.com/statistics/183648/average-size-of-households-in-the-us/\">steadily declines\u003c/a>.\u003c/p>\n\u003cp>“We reward car manufacturers who make their vehicles more like tanks,” outgoing SFMTA Chief Jeffrey Tumlin told KQED’s Forum this month. “And that, of course, simply exports the safety problem to more vulnerable road users.”\u003c/p>\n\u003cp>While SUVs may be safer for the person behind the wheel, research has shown them to be much more dangerous for everyone else on the road, including other drivers. Children \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0022437522000810?casa_token=u6DQpGM5NB0AAAAA:GKZdIHNMWcRpPu6omlgmCSVD5N1Eq4PFbHHwQIwcP6GZn-OXYgqdtOObsFkT1K2RbV1TFDv_ZQ\">are\u003c/a> eight times more likely to die when struck by an SUV compared to lighter and smaller cars.\u003c/p>\n\u003cp>Meanwhile, studies have shown \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2212012221000241?casa_token=KYdWSu-CAaUAAAAA:O0Co6cx8XMXThwDKoYelaO6k_TTxsLnUppJoZpA5uCiscNUCO3uvqNaKNZRKULBvCWV_h5Xacg\">a correlation\u003c/a> between the surge in sales of larger vehicles and a staggering increase in pedestrian fatalities in the United States between 2000 and 2023.\u003c/p>\n\u003cp>Annie Fryman, director of special projects at the Bay Area urban policy think tank SPUR, said that the explosion in the size of vehicles, coupled with an increase in \u003ca href=\"https://www.pewresearch.org/short-reads/2024/11/20/what-the-data-says-about-dangerous-driving-and-road-rage-in-the-us/#:~:text=What%20the%20data%20says%20about%20dangerous%20driving%20and%20road%20rage%20in%20the%20U.S.&text=About%20half%20of%20Americans%20(49,new%20Pew%20Research%20Center%20survey.\">erratic driving\u003c/a> since the pandemic and \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">a lack of SFPD traffic enforcement\u003c/a>, has been a deadly combo.\u003c/p>\n\u003cp>“It’s been a perfect storm,” Fryman said.\u003c/p>\n\u003cp>[aside postID=news_12018833 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/SFPD-1020x765.jpg']\u003c/p>\n\u003cp>Data collected by city-owned vehicles reveal a dangerous accountability gap with speeding and erratic driving within the city’s fleet. In 2016, the city launched a telematics program to install black boxes in a number of city vehicles. This program followed a deadly string of crashes involving public employees and contractors and was spearheaded by former Supervisor Norman Yee after he was \u003ca href=\"https://www.sfgate.com/bayarea/article/yee-beginning-to-walk-sf-school-board-president-2657972.php\">hit \u003c/a>by a car.\u003c/p>\n\u003cp>While the program led to \u003ca href=\"https://sfbos.org/sites/default/files/BLA.VehicleTelematicsUpdate.081920.pdf\">initial reductions\u003c/a> in driver speeds, progress flagged as the pandemic took hold. By 2021,\u003ca href=\"https://walksf.org/wp-content/uploads/2022/10/san-francisco-annual-telematics-report-calendar-year-2021-final.pdf\"> the city’s report\u003c/a> shows a jump in speeding incidents over 80 mph, with thousands every day. The report also shows a backlog of more than 1,700 vehicles slated for telematics that did not have the boxes installed. Little progress and underutilization of these findings have led to hundreds of collisions each year, according to recent reporting by \u003ca href=\"https://sfstandard.com/2024/12/18/city-employee-traffic-crashes/\">the San Francisco Standard\u003c/a>.\u003c/p>\n\u003cp>This kind of technology has been successfully implemented in pilots in New York City, where fleet management and safety have been a \u003ca href=\"https://www.nyc.gov/site/dcas/agencies/vision-zero-and-nyc-fleet.page\">pillar \u003c/a>of Vision Zero.\u003c/p>\n\u003cp>“You don’t actually need every car on the road to have it to get the safety benefits,” Zipper said. “If only one car has the technology, that vehicle is probably going to be able to slow down vehicles behind it that might otherwise be driving recklessly.”\u003c/p>\n\u003cp>In the coming years, San Francisco should expect little from the federal government on reining in traffic deaths, advocates say. The Trump administration is likely to oppose regulations of the auto industry, and some of the new standards proposed by NHTSA — like one requiring that new passenger vehicles be designed \u003ca href=\"https://www.nhtsa.gov/press-releases/nhtsa-proposes-new-vehicle-safety-standard-protect-pedestrians\">with risks to pedestrians\u003c/a> in mind — may get rolled back.\u003c/p>\n\u003cp>“If we want to see road safety improve in a city like San Francisco,” Zipper said, “I would encourage residents to look to their own leaders in City Hall and to perhaps look toward Sacramento and to not expect much of anything by way of a tailwind to come from Washington.”\u003c/p>\n\u003cp>Zipper and others in the transportation and urban design community believe that part of the problem is embedded into American ideas about road safety: the principle that everyone shares responsibility for preventing injuries and deaths on the road. The idea of “shared responsibility” is built into the “safe-systems approach,” the guiding paradigm of American roadway safety, which draws from Vision Zero.\u003c/p>\n\u003cp>While seemingly anodyne, Zipper argues that this principle subtly obscures who is responsible for causing the vast majority of collisions — drivers.\u003c/p>\n\u003cp>“If we actually want to save lives and reduce crashes, then we need to really put the spotlight on who has disproportionate power to save lives,” Zipper said.\u003c/p>\n\u003cp>Roger Rudick, the editor of transit-focused Streetsblog SF, put it bluntly: “We can talk about shared responsibility when somebody rides through a crowd and kills 14 people with a bicycle.”\u003c/p>\n\u003ch2>What comes next in SF?\u003c/h2>\n\u003cp>With a new mayor — and, soon, a new director of the SFMTA — the city would seem to be at a natural inflection point in its push to tackle traffic fatalities. Six safe streets activists interviewed by KQED all agreed this opportunity would be missed without meaningful action from city leadership.\u003c/p>\n\u003cp>“It’s really not up to the MTA,” said Stephen Braitsch, a data engineer who maps \u003ca href=\"https://transpomaps.org/projects\">streets’ data\u003c/a>. “For us to achieve Vision Zero, it’s a political decision — full stop.”\u003c/p>\n\u003cfigure id=\"attachment_12022929\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022929\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pedestrian crosswalk sign on Silver Avenue, near the site of the first pedestrian fatality in San Francisco in 2025, in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Though new Mayor Daniel Lurie didn’t mention safe streets in his inauguration speech, many are heartened by the appointment of former MTA official and influential urbanism expert \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">Alicia John-Baptiste\u003c/a> as the city’s first-ever chief of infrastructure, climate and mobility.\u003c/p>\n\u003cp>“Alicia knows how to solve these problems,” Rudick said. “What it’s going to require is for Mayor Lurie to give her the ability to do it.”\u003c/p>\n\u003cp>Yu and other advocates, in the meantime, will continue pushing legislators for change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12006976/san-francisco-advocates-intensify-call-for-newsom-to-sign-traffic-safety-bill-after-recent-pedestrian-deaths\">In September, Newsom vetoed\u003c/a> a first-of-its-kind bill proposed by state Sen. Scott Wiener, which would have required \u003ca href=\"https://www.npr.org/2023/12/06/1216557190/car-crash-accident-speeding-technology-slow-down-speed-assistance\">alerts \u003c/a>in cars to \u003ca href=\"https://www.kqed.org/news/12003239/should-your-car-warn-you-that-youre-speeding-california-lawmakers-vote-yes\">caution speeding drivers\u003c/a>. Intelligent Speed Assistance (ISA), which became mandatory for all new cars sold in Europe last year, warns drivers every 10 miles that they exceed the speed limit.\u003c/p>\n\u003cp>Yu is undeterred. After her experience taking her fight for speed cameras to Sacramento, she knows these campaigns can take multiple attempts. The Bay Area chapter of Families for Safe Streets is also helping chapters in other states push for similar legislation.\u003c/p>\n\u003cp>“Even if it’s just one less family that experiences this tragedy,” Yu said, “that’s worth it to us.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "After the deadliest year for pedestrians in nearly two decades, advocates hope new laws and enforcement will bring much-needed change to improving city streets. ",
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"title": "Can San Francisco Stop Traffic Violence? So Far, Efforts Are Failing | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The last time Susan Civitts heard her brother’s voice was a phone call on Christmas. He promised Civitts that in the new year, he would come home to Pennsylvania to visit his sister and their family.\u003c/p>\n\u003cp>But around 5:30 p.m. on Jan. 4, Charles Albert Bollinger, 81, was struck by a car on Silver Avenue, just steps away from his home in San Francisco’s residential Portola District. Police said the driver fled immediately after the crash. Shortly after, Bollinger died of his injuries.\u003c/p>\n\u003cp>“He was a very special person,” Civitts told KQED. “He was my best friend.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bollinger’s death marked the city’s first traffic fatality of 2025, coming just days after the end of the deadliest year for San Francisco pedestrians in nearly two decades. The city’s 24th pedestrian was killed on the Great Highway on Dec. 27, only eight days before Bollinger.\u003c/p>\n\u003cp>A total of 41 people, including cyclists and motorists, were killed in traffic crashes in San Francisco in 2024. That’s the most since 2007, which also had 41 overall traffic deaths, 24 of which were pedestrians, according to the city’s \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">publicly available data\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco traffic fatalities since 2014 \" aria-label=\"Stacked Columns\" id=\"datawrapper-chart-C8akl\" src=\"https://datawrapper.dwcdn.net/C8akl/2/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"800\" height=\"525\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The worrying surge came despite Vision Zero, a decadelong initiative to eliminate traffic deaths on the city’s roadways by 2024. It’s clear something needs to change, and some observers hold out hope that new laws and automated enforcement coming this year could do just that — and \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">revitalize the city’s commitment to Vision Zero\u003c/a>.\u003c/p>\n\u003cp>“My hope is that 2025 is a pivot point,” said Marta Lindsey, communications director for Walk SF, a group that tracks pedestrian deaths and agitates for data-based, preventive approaches to reducing traffic violence. “Please, let this be the year we start to see the trajectory shift in a positive direction. It’s possible that we will see that change — if the city gets its act together.”\u003c/p>\n\u003cp>Throughout the Vision Zero initiative, some of the city’s most visible street changes have come in response to tragic deaths. Just last March, a \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">family of four\u003c/a> waiting for a bus in the West Portal neighborhood was killed by a speeding driver, a horrifying loss that \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">briefly galvanized the city\u003c/a> around the issue of traffic violence and spurred expedited safety improvements.\u003c/p>\n\u003cp>But for cities to rein in traffic deaths, advocates say, they will have to be less reactive and more proactive.\u003c/p>\n\u003cp>Lindsey and other proponents are encouraged by two moves in particular, set to roll out in the spring: \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">automated speed cameras\u003c/a> and a new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting\u003c/a> law, which aims to prevent parked cars from obstructing drivers’ views at intersections.\u003c/p>\n\u003cp>These new policies, Vision Zero Network founder Leah Shahum said, are a good example of what happens when cities anticipate crashes instead of reacting to them.\u003c/p>\n\u003cp>“The sooner that a city can transition to incorporating that more proactive approach, the better,” Shahum said. “That’s where you’re going to see the big, big safety gains.”\u003c/p>\n\u003ch2>Speed poses a deadly danger\u003c/h2>\n\u003cp>When Jenny Yu talks about what happened to her mother in 2011, she uses the word “crash” or “collision” — not “accident” — because she and other advocates believe her mother’s life-changing injuries were preventable.\u003c/p>\n\u003cp>Yu’s mother, Judy, was walking to the beach when she was struck by a speeding 94-year-old driver turning left on Park Presidio Boulevard. Judy survived, but she suffered broken bones, a collapsed lung and a traumatic brain injury.\u003c/p>\n\u003cp>“She was a vibrant woman who really enjoyed being a mom and a grandma,” Yu said.\u003c/p>\n\u003cfigure id=\"attachment_12022940\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022940\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-15_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the years after the crash, Yu started attending Walk SF community events and met others in the Bay Area affected by traffic violence. She learned about the connection between speed and safety: Speed was the No. 1 cause of all traffic crashes in San Francisco last year, according to the \u003ca href=\"https://www.sfmta.com/media/41214/download?inline\">Municipal Transportation Agency\u003c/a>.\u003c/p>\n\u003cp>In March, San Francisco will become the first city in California to turn on speed cameras, nearly a year and a half after Gov. Gavin Newsom signed a bill authorizing the technology in six cities across the state. San Francisco will install 33 over the coming months, each in areas identified as having a high number of injuries.\u003c/p>\n\u003cp>Yu, a founding member of the Bay Area chapter of Families for Safe Streets, traveled to Sacramento with groups like Walk SF four times to fight for the cameras.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>“This tool has been proven to help in other states and other countries,” Yu told KQED. “There’s a track record of this change that — if we’re willing to adopt it — has shown to save lives.”\u003c/p>\n\u003cp>Slowing down drivers, whether through speed cameras or street changes, would have a substantial effect on street safety. Last year, speed was responsible for a quarter of all fatalities in San Francisco — a figure that has reached as high as 40% in recent years. Statewide, more than a third of all traffic deaths are due to speeding and aggressive driving, according to data collected by \u003ca href=\"https://safetrec.berkeley.edu/tools/california-safe-speeds-toolkit/california-safe-speeds-toolkit-research-speeds-speed-limits-and#:~:text=Speed%20is%20a%20significant%20concern,aggressive%20driving%20(Caltrans%202023%20).\">UC Berkeley’s Safe Transportation Research and Education Center\u003c/a>.\u003c/p>\n\u003cp>Speed can also make a significant difference in a pedestrian’s chances of surviving a crash. A person hit by a car traveling at 35 mph is five times more likely to die than a pedestrian hit by a car at 20 mph, notes a guide by the \u003ca href=\"https://nacto.org/publication/city-limits/the-need/speed-kills/#:~:text=Vehicle%20speed%20at%20the%20time,at%2020%20miles%20per%20hour.\">National Association of City Transportation Officials\u003c/a>.\u003c/p>\n\u003cp>In addition to the cameras, San Francisco is experimenting with \u003ca href=\"https://www.sfmta.com/getting-around/walk/speed-management\">lower speed limits\u003c/a>, which will be proposed on 11 more streets this year. The strategy stems from \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB43\">AB 43\u003c/a>, a law passed in 2021 that gives local governments the ability to lower speed limits that were previously set by the state.\u003c/p>\n\u003cfigure id=\"attachment_12020739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12020739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-05-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Blair Czarecki, with the community advocacy group Walk SF, hangs a sign at the site of San Francisco’s first pedestrian fatality of 2025 in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Until AB 43 took effect, California required cities to set speed limits by using the 85th percentile rule. It’s defined as the speed below which 85% of drivers were already going on a road, which, in theory, should be what they consider to be a safe speed. \u003ca href=\"https://dot.ca.gov/programs/safety-programs/setting-speed-limits\">Caltrans\u003c/a> calls this measure “the single most influential indicator” of what is safe and reasonable.\u003c/p>\n\u003cp>“It’s like setting a curfew based on when a teenager comes home,” Lindsey said.\u003c/p>\n\u003cp>The 85th percentile did not take into account pedestrians, cycling traffic, schools or any other conditions that might make the speed limit unsafe. AB 43 allows local governments to consider those factors.\u003c/p>\n\u003cp>Most of San Francisco’s streets have 25 mph speed limits, though some are higher. Lake Merced Boulevard, for example, is 35 mph and 40 in some sections, even near schools. In a 2022 survey, Walk SF documented numerous drivers exceeding 50 mph.\u003c/p>\n\u003cp>While not a silver bullet, lower speed limits are already making an impact in the Tenderloin — the neighborhood with the highest number of \u003ca href=\"https://sfplanning.org/sites/default/files/documents/citywide/tenderloin-community-action-plan/tcap-youth-gap-analysis-report.pdf\">children\u003c/a> in the city. Despite having one of the lowest rates of \u003ca href=\"https://underscoresf.com/remember-theres-a-car-ownership-map-of-san-francisco/#:~:text=Braitsch%20found%20in%20his%20research,those%20zones%20without%20a%20car.\">car ownership\u003c/a>, every street in the neighborhood falls on the\u003ca href=\"https://www.sfmta.com/blog/speed-and-turn-limits-boost-safety-tenderloin-streets-0\"> high-injury network\u003c/a>.\u003c/p>\n\u003cp>Jaime Viloria, a Tenderloin resident and organizer with San Francisco Transit Riders, said neighborhood mobilization around infrastructure has helped reduce crashes and pedestrian deaths.\u003c/p>\n\u003cp>“In a dense neighborhood, we don’t have a lot of open space,” Viloria said. “The streets are open space.”\u003c/p>\n\u003ch2>Making pedestrians more visible to drivers\u003c/h2>\n\u003cp>After California’s new daylighting law took effect this year, making it illegal to park within 20 feet of the vehicle approach side of a crosswalk, San Francisco will begin issuing tickets on March 1, regardless of whether or not the curb is painted.\u003c/p>\n\u003cp>While the new law has drawn some frustration for reducing street parking, experts on urban design and transportation have celebrated it as a way to rethink public space.\u003c/p>\n\u003cfigure id=\"attachment_12022925\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022925\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-19_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Street space is really, really precious in a city like San Francisco,” said David Zipper, a senior fellow at the MIT Mobility Initiative. “It’s worth asking: If we care about safety in the city, should we be using that space to store private property — which is what automobiles are — or should we be using it to create safe spaces for those who are walking and biking?\u003cem>”\u003c/em>\u003c/p>\n\u003cp>Proponents frequently point to Hoboken, New Jersey, a city of 60,000 people that hasn’t had a pedestrian death in more than \u003ca href=\"https://apnews.com/article/hoboken-zero-traffic-deaths-daylighting-pedestrian-safety-007dec67706c1c09129da1436a3d9762\">seven years\u003c/a>. After an elderly resident was hit and killed by a van in 2015, the city limited street parking in its daylighting efforts, part of its commitment to Vision Zero.\u003c/p>\n\u003cp>On Silver Avenue in Portola, daylighting might have saved Bollinger’s life. Cars are frequently parked in front of the intersection, neighbors said, making it difficult for drivers to register pedestrians crossing on both sides.\u003c/p>\n\u003cp>Michelle Tsang, whose family lives above the unmarked crosswalk, said she avoids crossing there when she can.\u003c/p>\n\u003cp>“A lot of people assume that the cars will stop for them,” said Tsang, 22. “There’s not many stop signs on this part of the street, so sometimes you see cars going really fast.”\u003c/p>\n\u003cp>Too fast, said Steve and Therese Heller, who live next door to Bollinger and his son. While they were shocked to learn about Bollinger’s death, they weren’t surprised that the fatal collision happened at that corner.\u003c/p>\n\u003cp>“The visibility there is just really poor,” Steve Heller said. “No one thinks it’s an intersection.”\u003c/p>\n\u003ch2>A nationwide struggle with traffic deaths\u003c/h2>\n\u003cp>For all the efforts to make San Francisco’s streets safer for all, there are some factors that lie outside local control.\u003c/p>\n\u003cp>Although traffic fatalities nationwide have declined in recent years, the numbers overall remain at what U.S. Transportation Secretary Pete Buttigieg called “\u003ca href=\"https://www.transportation.gov/briefing-room/nhtsa-estimates-traffic-fatalities-declined-first-half-2024\">crisis levels\u003c/a>” in a National Highway Traffic Safety Administration report from September.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>One key reason is that cars are bigger and faster than ever before. SUVs and pickup trucks — which have themselves steadily\u003ca href=\"https://www.usatoday.com/story/money/cars/2019/12/27/suvs-gm-ford-toyota-chevrolet/4408728002/\"> added pounds and inches\u003c/a> — now constitute more than \u003ca href=\"https://jalopnik.com/trucks-and-suvs-are-now-over-80-percent-of-new-car-sale-1848427797\">four out of every five new cars sold\u003c/a> in the U.S., up from just over half in 2013, even as national household size \u003ca href=\"https://www.statista.com/statistics/183648/average-size-of-households-in-the-us/\">steadily declines\u003c/a>.\u003c/p>\n\u003cp>“We reward car manufacturers who make their vehicles more like tanks,” outgoing SFMTA Chief Jeffrey Tumlin told KQED’s Forum this month. “And that, of course, simply exports the safety problem to more vulnerable road users.”\u003c/p>\n\u003cp>While SUVs may be safer for the person behind the wheel, research has shown them to be much more dangerous for everyone else on the road, including other drivers. Children \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0022437522000810?casa_token=u6DQpGM5NB0AAAAA:GKZdIHNMWcRpPu6omlgmCSVD5N1Eq4PFbHHwQIwcP6GZn-OXYgqdtOObsFkT1K2RbV1TFDv_ZQ\">are\u003c/a> eight times more likely to die when struck by an SUV compared to lighter and smaller cars.\u003c/p>\n\u003cp>Meanwhile, studies have shown \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2212012221000241?casa_token=KYdWSu-CAaUAAAAA:O0Co6cx8XMXThwDKoYelaO6k_TTxsLnUppJoZpA5uCiscNUCO3uvqNaKNZRKULBvCWV_h5Xacg\">a correlation\u003c/a> between the surge in sales of larger vehicles and a staggering increase in pedestrian fatalities in the United States between 2000 and 2023.\u003c/p>\n\u003cp>Annie Fryman, director of special projects at the Bay Area urban policy think tank SPUR, said that the explosion in the size of vehicles, coupled with an increase in \u003ca href=\"https://www.pewresearch.org/short-reads/2024/11/20/what-the-data-says-about-dangerous-driving-and-road-rage-in-the-us/#:~:text=What%20the%20data%20says%20about%20dangerous%20driving%20and%20road%20rage%20in%20the%20U.S.&text=About%20half%20of%20Americans%20(49,new%20Pew%20Research%20Center%20survey.\">erratic driving\u003c/a> since the pandemic and \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">a lack of SFPD traffic enforcement\u003c/a>, has been a deadly combo.\u003c/p>\n\u003cp>“It’s been a perfect storm,” Fryman said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Data collected by city-owned vehicles reveal a dangerous accountability gap with speeding and erratic driving within the city’s fleet. In 2016, the city launched a telematics program to install black boxes in a number of city vehicles. This program followed a deadly string of crashes involving public employees and contractors and was spearheaded by former Supervisor Norman Yee after he was \u003ca href=\"https://www.sfgate.com/bayarea/article/yee-beginning-to-walk-sf-school-board-president-2657972.php\">hit \u003c/a>by a car.\u003c/p>\n\u003cp>While the program led to \u003ca href=\"https://sfbos.org/sites/default/files/BLA.VehicleTelematicsUpdate.081920.pdf\">initial reductions\u003c/a> in driver speeds, progress flagged as the pandemic took hold. By 2021,\u003ca href=\"https://walksf.org/wp-content/uploads/2022/10/san-francisco-annual-telematics-report-calendar-year-2021-final.pdf\"> the city’s report\u003c/a> shows a jump in speeding incidents over 80 mph, with thousands every day. The report also shows a backlog of more than 1,700 vehicles slated for telematics that did not have the boxes installed. Little progress and underutilization of these findings have led to hundreds of collisions each year, according to recent reporting by \u003ca href=\"https://sfstandard.com/2024/12/18/city-employee-traffic-crashes/\">the San Francisco Standard\u003c/a>.\u003c/p>\n\u003cp>This kind of technology has been successfully implemented in pilots in New York City, where fleet management and safety have been a \u003ca href=\"https://www.nyc.gov/site/dcas/agencies/vision-zero-and-nyc-fleet.page\">pillar \u003c/a>of Vision Zero.\u003c/p>\n\u003cp>“You don’t actually need every car on the road to have it to get the safety benefits,” Zipper said. “If only one car has the technology, that vehicle is probably going to be able to slow down vehicles behind it that might otherwise be driving recklessly.”\u003c/p>\n\u003cp>In the coming years, San Francisco should expect little from the federal government on reining in traffic deaths, advocates say. The Trump administration is likely to oppose regulations of the auto industry, and some of the new standards proposed by NHTSA — like one requiring that new passenger vehicles be designed \u003ca href=\"https://www.nhtsa.gov/press-releases/nhtsa-proposes-new-vehicle-safety-standard-protect-pedestrians\">with risks to pedestrians\u003c/a> in mind — may get rolled back.\u003c/p>\n\u003cp>“If we want to see road safety improve in a city like San Francisco,” Zipper said, “I would encourage residents to look to their own leaders in City Hall and to perhaps look toward Sacramento and to not expect much of anything by way of a tailwind to come from Washington.”\u003c/p>\n\u003cp>Zipper and others in the transportation and urban design community believe that part of the problem is embedded into American ideas about road safety: the principle that everyone shares responsibility for preventing injuries and deaths on the road. The idea of “shared responsibility” is built into the “safe-systems approach,” the guiding paradigm of American roadway safety, which draws from Vision Zero.\u003c/p>\n\u003cp>While seemingly anodyne, Zipper argues that this principle subtly obscures who is responsible for causing the vast majority of collisions — drivers.\u003c/p>\n\u003cp>“If we actually want to save lives and reduce crashes, then we need to really put the spotlight on who has disproportionate power to save lives,” Zipper said.\u003c/p>\n\u003cp>Roger Rudick, the editor of transit-focused Streetsblog SF, put it bluntly: “We can talk about shared responsibility when somebody rides through a crowd and kills 14 people with a bicycle.”\u003c/p>\n\u003ch2>What comes next in SF?\u003c/h2>\n\u003cp>With a new mayor — and, soon, a new director of the SFMTA — the city would seem to be at a natural inflection point in its push to tackle traffic fatalities. Six safe streets activists interviewed by KQED all agreed this opportunity would be missed without meaningful action from city leadership.\u003c/p>\n\u003cp>“It’s really not up to the MTA,” said Stephen Braitsch, a data engineer who maps \u003ca href=\"https://transpomaps.org/projects\">streets’ data\u003c/a>. “For us to achieve Vision Zero, it’s a political decision — full stop.”\u003c/p>\n\u003cfigure id=\"attachment_12022929\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022929\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-23_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pedestrian crosswalk sign on Silver Avenue, near the site of the first pedestrian fatality in San Francisco in 2025, in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Though new Mayor Daniel Lurie didn’t mention safe streets in his inauguration speech, many are heartened by the appointment of former MTA official and influential urbanism expert \u003ca href=\"https://www.kqed.org/news/12020575/lurie-makes-final-picks-major-new-sf-city-hall-roles-ahead-inauguration\">Alicia John-Baptiste\u003c/a> as the city’s first-ever chief of infrastructure, climate and mobility.\u003c/p>\n\u003cp>“Alicia knows how to solve these problems,” Rudick said. “What it’s going to require is for Mayor Lurie to give her the ability to do it.”\u003c/p>\n\u003cp>Yu and other advocates, in the meantime, will continue pushing legislators for change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12006976/san-francisco-advocates-intensify-call-for-newsom-to-sign-traffic-safety-bill-after-recent-pedestrian-deaths\">In September, Newsom vetoed\u003c/a> a first-of-its-kind bill proposed by state Sen. Scott Wiener, which would have required \u003ca href=\"https://www.npr.org/2023/12/06/1216557190/car-crash-accident-speeding-technology-slow-down-speed-assistance\">alerts \u003c/a>in cars to \u003ca href=\"https://www.kqed.org/news/12003239/should-your-car-warn-you-that-youre-speeding-california-lawmakers-vote-yes\">caution speeding drivers\u003c/a>. Intelligent Speed Assistance (ISA), which became mandatory for all new cars sold in Europe last year, warns drivers every 10 miles that they exceed the speed limit.\u003c/p>\n\u003cp>Yu is undeterred. After her experience taking her fight for speed cameras to Sacramento, she knows these campaigns can take multiple attempts. The Bay Area chapter of Families for Safe Streets is also helping chapters in other states push for similar legislation.\u003c/p>\n\u003cp>“Even if it’s just one less family that experiences this tragedy,” Yu said, “that’s worth it to us.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s push to expand electric vehicle infrastructure marks an early but critical step in the city’s ambitious plans to meet its climate goals, according to an adviser of Mayor \u003ca href=\"https://www.kqed.org/news/tag/london-breed\">London Breed\u003c/a>.\u003c/p>\n\u003cp>This week, Breed announced two neighborhoods, Dogpatch and Duboce Triangle, that will soon be the first to see curbside \u003ca href=\"https://www.kqed.org/news/12001906/more-bart-stations-could-soon-get-ev-chargers-thanks-to-federal-funding\">electric vehicle charging stations\u003c/a>. But Breed, who leaves office next week, won’t be there to oversee future phases.\u003c/p>\n\u003cp>“It’s inherent that whoever is leading MTA next — and as we prepare for our incoming mayor — we know for a fact that these climate and environmental values don’t change,” Joseph Sweiss, Breed’s climate adviser, told KQED. “Because we’re all San Franciscan.”\u003c/p>\n\u003cp>The charging stations are a key feature of the city’s curbside EV charging pilot program, a collaboration between the San Francisco Municipal Transportation Agency, Public Works and the SF Public Utilities Commission designed to expand accessibility to electric vehicle charging.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This pilot exemplifies the City’s efforts to reduce carbon emissions from the transportation sector and meet our climate goals,” said \u003ca href=\"https://www.kqed.org/news/12018056/san-francisco-public-transit-boss-jeffrey-tumlin-to-resign\">Jeff Tumlin, the now-former SFMTA director\u003c/a> of transportation, in a Dec. 30 statement.\u003c/p>\n\u003cp>Tumlin, who resigned last year after serving five years in the role, will be succeeded by a new appointee selected by Mayor-elect Daniel Lurie.\u003c/p>\n\u003cp>Breed’s office also selected three companies — Urban EV, it’s electric and Voltpost — that will move forward with proposals to bring the curbside EV charging stations to residents.\u003c/p>\n\u003cp>[aside postID=news_12016475 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_8102-1020x765.jpeg']\u003c/p>\n\u003cp>“As a local company, we are deeply committed to advancing sustainable transportation and addressing the unique challenges of urban electrification,” Urban EV founder Alex Grant said in a statement. “By innovating alongside the City and its residents, we aim to create solutions that not only serve today’s needs but also pave the way for a cleaner, more connected future for San Francisco.”\u003c/p>\n\u003cp>In addition to the permitting process beginning for stations in the Dogpatch and Duboce Triangle neighborhoods, Breed’s office said the expansion to other neighborhoods could be expected “in the coming weeks.”\u003c/p>\n\u003cp>“It’s not going to be perfect,” Sweiss said, “but this is a bold new approach to embrace technology and work with communities to find what works best.”\u003c/p>\n\u003cp>The city, which is looking to reach net-zero emissions in 2040, is trying to install a select number of chargers in the coming months for up to two years or until it has completed the city’s implementation effort.\u003c/p>\n\u003cp>Sweiss said the city would experiment with placing the stations in several neighborhoods, taking feedback from residents and proceeding from there.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s push to expand electric vehicle infrastructure marks an early but critical step in the city’s ambitious plans to meet its climate goals, according to an adviser of Mayor \u003ca href=\"https://www.kqed.org/news/tag/london-breed\">London Breed\u003c/a>.\u003c/p>\n\u003cp>This week, Breed announced two neighborhoods, Dogpatch and Duboce Triangle, that will soon be the first to see curbside \u003ca href=\"https://www.kqed.org/news/12001906/more-bart-stations-could-soon-get-ev-chargers-thanks-to-federal-funding\">electric vehicle charging stations\u003c/a>. But Breed, who leaves office next week, won’t be there to oversee future phases.\u003c/p>\n\u003cp>“It’s inherent that whoever is leading MTA next — and as we prepare for our incoming mayor — we know for a fact that these climate and environmental values don’t change,” Joseph Sweiss, Breed’s climate adviser, told KQED. “Because we’re all San Franciscan.”\u003c/p>\n\u003cp>The charging stations are a key feature of the city’s curbside EV charging pilot program, a collaboration between the San Francisco Municipal Transportation Agency, Public Works and the SF Public Utilities Commission designed to expand accessibility to electric vehicle charging.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This pilot exemplifies the City’s efforts to reduce carbon emissions from the transportation sector and meet our climate goals,” said \u003ca href=\"https://www.kqed.org/news/12018056/san-francisco-public-transit-boss-jeffrey-tumlin-to-resign\">Jeff Tumlin, the now-former SFMTA director\u003c/a> of transportation, in a Dec. 30 statement.\u003c/p>\n\u003cp>Tumlin, who resigned last year after serving five years in the role, will be succeeded by a new appointee selected by Mayor-elect Daniel Lurie.\u003c/p>\n\u003cp>Breed’s office also selected three companies — Urban EV, it’s electric and Voltpost — that will move forward with proposals to bring the curbside EV charging stations to residents.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“As a local company, we are deeply committed to advancing sustainable transportation and addressing the unique challenges of urban electrification,” Urban EV founder Alex Grant said in a statement. “By innovating alongside the City and its residents, we aim to create solutions that not only serve today’s needs but also pave the way for a cleaner, more connected future for San Francisco.”\u003c/p>\n\u003cp>In addition to the permitting process beginning for stations in the Dogpatch and Duboce Triangle neighborhoods, Breed’s office said the expansion to other neighborhoods could be expected “in the coming weeks.”\u003c/p>\n\u003cp>“It’s not going to be perfect,” Sweiss said, “but this is a bold new approach to embrace technology and work with communities to find what works best.”\u003c/p>\n\u003cp>The city, which is looking to reach net-zero emissions in 2040, is trying to install a select number of chargers in the coming months for up to two years or until it has completed the city’s implementation effort.\u003c/p>\n\u003cp>Sweiss said the city would experiment with placing the stations in several neighborhoods, taking feedback from residents and proceeding from there.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> transportation director, Jeffrey Tumlin, is stepping down from the position he’s held for five years, leaving another key position open for \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor-elect Daniel Lurie\u003c/a> to fill in his quest to reshape the city’s government.\u003c/p>\n\u003cp>Tumlin, the executive director of the city’s \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a>, plans to announce his resignation at the agency’s next meeting on Tuesday.\u003c/p>\n\u003cp>“One of the responsibilities of any leader is knowing when it is time to wrap up and hand the keys over to the next generation. And we’re leaving at a high point. Muni is faster and more frequent and more reliable than it has been in decades,” Tumlin told KQED. “I have such an incredible crew at the MTA who’s ready to step it up.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tumlin stepped into the role in 2019 and has steered the public transportation agency through \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">one of its worst fiscal crises\u003c/a> in recent history. Despite recent improvements in ridership after a steep drop-off during the pandemic, SFMTA is facing a nearly $300 million deficit starting in 2026 after state and federal relief is exhausted — leaving a major problem in the lap of Tumlin’s successor.\u003c/p>\n\u003cp>“Every single one of Muni’s main sources of revenue has declined as a result of work from home, particularly our downtown parking garage revenue,” Tumlin said of what’s driving the fiscal crisis. “I would argue there is no path for economic recovery in San Francisco without a strong Muni.”\u003c/p>\n\u003cp>SFMTA is working on a regional ballot measure for 2026 to fund public transit across the nine Bay Area counties. But the ballot measure alone won’t pull SFMTA out of its looming deficit, Tumlin said, and the agency is also working with the city controller to identify areas for potential service cuts and new revenue streams.\u003c/p>\n\u003cp>One of the possible cuts Muni has floated is winding down the city’s \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">historic cable cars\u003c/a>. That idea did not sit well with Mayor-elect Daniel Lurie, who immediately shot it down.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in a \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">post last week\u003c/a> on social media platform X. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie made no comment on the other measures under discussion at the SFMTA, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>Two further meetings of the Muni Funding Working Group have been canceled since Lurie’s comments on the cable cars.[aside postID=news_12015011 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png']\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. Scott Wiener (D–San Francisco). “Service is faster and more reliable due to Jeff’s focus on making Muni work, and as a result, Muni rider satisfaction surveys are at historic highs.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/danbrekke\">Dan Brekke\u003c/a> contributed reporting.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> transportation director, Jeffrey Tumlin, is stepping down from the position he’s held for five years, leaving another key position open for \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor-elect Daniel Lurie\u003c/a> to fill in his quest to reshape the city’s government.\u003c/p>\n\u003cp>Tumlin, the executive director of the city’s \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a>, plans to announce his resignation at the agency’s next meeting on Tuesday.\u003c/p>\n\u003cp>“One of the responsibilities of any leader is knowing when it is time to wrap up and hand the keys over to the next generation. And we’re leaving at a high point. Muni is faster and more frequent and more reliable than it has been in decades,” Tumlin told KQED. “I have such an incredible crew at the MTA who’s ready to step it up.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tumlin stepped into the role in 2019 and has steered the public transportation agency through \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">one of its worst fiscal crises\u003c/a> in recent history. Despite recent improvements in ridership after a steep drop-off during the pandemic, SFMTA is facing a nearly $300 million deficit starting in 2026 after state and federal relief is exhausted — leaving a major problem in the lap of Tumlin’s successor.\u003c/p>\n\u003cp>“Every single one of Muni’s main sources of revenue has declined as a result of work from home, particularly our downtown parking garage revenue,” Tumlin said of what’s driving the fiscal crisis. “I would argue there is no path for economic recovery in San Francisco without a strong Muni.”\u003c/p>\n\u003cp>SFMTA is working on a regional ballot measure for 2026 to fund public transit across the nine Bay Area counties. But the ballot measure alone won’t pull SFMTA out of its looming deficit, Tumlin said, and the agency is also working with the city controller to identify areas for potential service cuts and new revenue streams.\u003c/p>\n\u003cp>One of the possible cuts Muni has floated is winding down the city’s \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">historic cable cars\u003c/a>. That idea did not sit well with Mayor-elect Daniel Lurie, who immediately shot it down.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in a \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">post last week\u003c/a> on social media platform X. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie made no comment on the other measures under discussion at the SFMTA, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>Two further meetings of the Muni Funding Working Group have been canceled since Lurie’s comments on the cable cars.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. Scott Wiener (D–San Francisco). “Service is faster and more reliable due to Jeff’s focus on making Muni work, and as a result, Muni rider satisfaction surveys are at historic highs.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/danbrekke\">Dan Brekke\u003c/a> contributed reporting.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "San Francisco Supervisors Reverse City's Controversial RV Parking Ban",
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"content": "\u003cp>Facing staunch opposition from advocates for people experiencing homelessness, San Francisco supervisors voted Tuesday to reverse course on a controversial citywide policy banning overnight parking for RVs.\u003c/p>\n\u003cp>Approved Oct. 1 by the San Francisco Municipal Transportation Agency, enforcement of the ban was intended to begin Nov. 1 but got delayed after advocates with the End Poverty Tows Coalition filed an \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13531123&GUID=EE66C5B2-A7B2-4941-B9E6-1F0B62A1DC95\">appeal\u003c/a>. The policy did not initially require approval from the Board of Supervisors.\u003c/p>\n\u003cp>The parking ban would have allowed SFMTA officials to tow oversized vehicles, like RVs — rather than just ticketing them — if inhabitants turn down offers of shelter or services. The 18-month pilot program would have been implemented on most city streets between 12 a.m. and 6 a.m.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In its appeal, filed just days before the policy would have gone into effect, advocates with the End Poverty Tows Coalition argued it unjustly targeted unhoused residents. Supervisors Dean Preston, Hillary Ronen, Shamann Walton, Aaron Peskin and Ahsha Safai signed on to the appeal.\u003c/p>\n\u003cp>Those supervisors, with the addition of Supervisors Connie Chan and Myrna Melgar, voted to reverse the SFMTA policy after hours of public comment urging them to do so.\u003c/p>\n\u003cp>The hearing marks the first time the board heard an appeal to an SFMTA decision since the city enacted a review process in 2018.\u003c/p>\n\u003cp>“An RV is often where people can get out of survival mode, take a breath, and have the mental and emotional capacity to focus on stabilizing and rebuilding their lives,” said Joy D’Ovidio, cofounder of the San Francisco-based nonprofit A Meal With Dignity. “We’ve all experienced the trauma of having a car towed — imagine having your home towed. We must be more compassionate than that.”\u003c/p>\n\u003cp>The board heard from dozens of San Francisco residents in support of reversing the ban, some of whom were currently or formerly living in their vehicles. Speakers pointed to the lack of shelter space and options for families living in RVs.\u003c/p>\n\u003cp>No members of the public spoke in support of the SFMTA policy during the hearing. But, in a presentation to the board defending the ban, officials from the SFMTA said it would have been used as a last resort to address health and safety issues for people living in their vehicles, as well as for neighboring residents and businesses.\u003c/p>\n\u003cp>The agency had planned to implement the policy at a rate of one or two city blocks per month, SFMTA Streets Division Director Viktoriya Wise said during the presentation.\u003c/p>\n\u003cp>“Until there is a clear indication of meaningful enforcement, such as having your vehicle towed, people don’t always want to accept shelter and our other services,” Wise said.\u003c/p>\n\u003cp>But Gabriel Medina, executive director of La Raza Community Resource Center who spoke on behalf of the End Poverty Tows Coalition, argued the ban would endanger people who live in their RVs — many of whom are disabled, undocumented, or survivors of domestic violence.\u003c/p>\n\u003cp>His organization has been involved in outreach with the \u003ca href=\"https://www.kqed.org/news/12000285/unhoused-rv-families-return-to-winston-drive-after-eviction-from-s-f-zoo-road\">Winston Drive RV community\u003c/a> near Lake Merced. Families in that RV community were evicted earlier this summer after being shuffled around the area for years. Some were \u003ca href=\"https://www.kqed.org/news/12007425/san-francisco-bans-overnight-parking-for-rvs-on-most-city-streets\">moved into long-term housing\u003c/a> after the city threatened to tow their vehicles.[aside label=\"Related Stories\" postID=\"news_12007425,news_11983146,news_12000285\"]Instead, he said the city should invest in safe parking sites and ramp up community engagement to connect more people with housing opportunities. Though, previous attempts by the city to create safe parking sites have not gone smoothly. The city is \u003ca href=\"https://www.sfchronicle.com/sf/article/homeless-parking-site-close-19962351.php\">set to close\u003c/a> its only safe parking site for people living in their vehicles early next year.\u003c/p>\n\u003cp>“The requirement only for shelter, rather than housing, is inappropriate for this population. For every person in an RV offered a shelter bed, someone on the street loses out on that bed,” said Eleana Binder, who filed the appeal on behalf of the End Poverty Tows Coalition.\u003c/p>\n\u003cp>The controversial parking ban was \u003ca href=\"https://www.sf.gov/news/mayor-london-breed-proposes-new-city-policy-address-oversized-vehicle-parking-across-san\">first proposed in September\u003c/a> by Mayor London Breed as part of her broader effort to crack down on homelessness in the city. Of the roughly 4,300 people who are unsheltered on San Francisco’s streets, about a third of them live in their vehicles, according to the city’s \u003ca href=\"https://www.sf.gov/reports/september-2024/2024-point-time-count\">2024 point-in-time count\u003c/a>. However, for unsheltered families, that rate jumps to 90%.\u003c/p>\n\u003cp>Supervisors Joel Engardio, Rafael Mandelman and Matt Dorsey supported the proposal when it was announced and also voted against reversing the SFMTA policy at Tuesday’s meeting.\u003c/p>\n\u003cp>“This is not going to mean the mass displacement of RVs, but these are some tools to be sparingly used as necessary when nothing else is working,” Mandelman said. “I take staff at their word. That’s how they see it. I think they have constrained themselves quite a bit.”\u003c/p>\n\u003cp>Melgar, who worked with the Winston Drive RV community in her district, said the issue with the ban is that it would charge the SFMTA with tasks outside the scope of the department.\u003c/p>\n\u003cp>She said the city is not currently set up to support those living in RVs — especially families.\u003c/p>\n\u003cp>“Eventually, I will support the parking restrictions when we have a system to deal with it, which I don’t think we have today,” Melgar said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "In a successful appeal to the Board of Supervisors, homeless advocates argued shelter offers were an inappropriate alternative for individuals and families living in their vehicles.",
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"title": "San Francisco Supervisors Reverse City's Controversial RV Parking Ban | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Facing staunch opposition from advocates for people experiencing homelessness, San Francisco supervisors voted Tuesday to reverse course on a controversial citywide policy banning overnight parking for RVs.\u003c/p>\n\u003cp>Approved Oct. 1 by the San Francisco Municipal Transportation Agency, enforcement of the ban was intended to begin Nov. 1 but got delayed after advocates with the End Poverty Tows Coalition filed an \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13531123&GUID=EE66C5B2-A7B2-4941-B9E6-1F0B62A1DC95\">appeal\u003c/a>. The policy did not initially require approval from the Board of Supervisors.\u003c/p>\n\u003cp>The parking ban would have allowed SFMTA officials to tow oversized vehicles, like RVs — rather than just ticketing them — if inhabitants turn down offers of shelter or services. The 18-month pilot program would have been implemented on most city streets between 12 a.m. and 6 a.m.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In its appeal, filed just days before the policy would have gone into effect, advocates with the End Poverty Tows Coalition argued it unjustly targeted unhoused residents. Supervisors Dean Preston, Hillary Ronen, Shamann Walton, Aaron Peskin and Ahsha Safai signed on to the appeal.\u003c/p>\n\u003cp>Those supervisors, with the addition of Supervisors Connie Chan and Myrna Melgar, voted to reverse the SFMTA policy after hours of public comment urging them to do so.\u003c/p>\n\u003cp>The hearing marks the first time the board heard an appeal to an SFMTA decision since the city enacted a review process in 2018.\u003c/p>\n\u003cp>“An RV is often where people can get out of survival mode, take a breath, and have the mental and emotional capacity to focus on stabilizing and rebuilding their lives,” said Joy D’Ovidio, cofounder of the San Francisco-based nonprofit A Meal With Dignity. “We’ve all experienced the trauma of having a car towed — imagine having your home towed. We must be more compassionate than that.”\u003c/p>\n\u003cp>The board heard from dozens of San Francisco residents in support of reversing the ban, some of whom were currently or formerly living in their vehicles. Speakers pointed to the lack of shelter space and options for families living in RVs.\u003c/p>\n\u003cp>No members of the public spoke in support of the SFMTA policy during the hearing. But, in a presentation to the board defending the ban, officials from the SFMTA said it would have been used as a last resort to address health and safety issues for people living in their vehicles, as well as for neighboring residents and businesses.\u003c/p>\n\u003cp>The agency had planned to implement the policy at a rate of one or two city blocks per month, SFMTA Streets Division Director Viktoriya Wise said during the presentation.\u003c/p>\n\u003cp>“Until there is a clear indication of meaningful enforcement, such as having your vehicle towed, people don’t always want to accept shelter and our other services,” Wise said.\u003c/p>\n\u003cp>But Gabriel Medina, executive director of La Raza Community Resource Center who spoke on behalf of the End Poverty Tows Coalition, argued the ban would endanger people who live in their RVs — many of whom are disabled, undocumented, or survivors of domestic violence.\u003c/p>\n\u003cp>His organization has been involved in outreach with the \u003ca href=\"https://www.kqed.org/news/12000285/unhoused-rv-families-return-to-winston-drive-after-eviction-from-s-f-zoo-road\">Winston Drive RV community\u003c/a> near Lake Merced. Families in that RV community were evicted earlier this summer after being shuffled around the area for years. Some were \u003ca href=\"https://www.kqed.org/news/12007425/san-francisco-bans-overnight-parking-for-rvs-on-most-city-streets\">moved into long-term housing\u003c/a> after the city threatened to tow their vehicles.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Instead, he said the city should invest in safe parking sites and ramp up community engagement to connect more people with housing opportunities. Though, previous attempts by the city to create safe parking sites have not gone smoothly. The city is \u003ca href=\"https://www.sfchronicle.com/sf/article/homeless-parking-site-close-19962351.php\">set to close\u003c/a> its only safe parking site for people living in their vehicles early next year.\u003c/p>\n\u003cp>“The requirement only for shelter, rather than housing, is inappropriate for this population. For every person in an RV offered a shelter bed, someone on the street loses out on that bed,” said Eleana Binder, who filed the appeal on behalf of the End Poverty Tows Coalition.\u003c/p>\n\u003cp>The controversial parking ban was \u003ca href=\"https://www.sf.gov/news/mayor-london-breed-proposes-new-city-policy-address-oversized-vehicle-parking-across-san\">first proposed in September\u003c/a> by Mayor London Breed as part of her broader effort to crack down on homelessness in the city. Of the roughly 4,300 people who are unsheltered on San Francisco’s streets, about a third of them live in their vehicles, according to the city’s \u003ca href=\"https://www.sf.gov/reports/september-2024/2024-point-time-count\">2024 point-in-time count\u003c/a>. However, for unsheltered families, that rate jumps to 90%.\u003c/p>\n\u003cp>Supervisors Joel Engardio, Rafael Mandelman and Matt Dorsey supported the proposal when it was announced and also voted against reversing the SFMTA policy at Tuesday’s meeting.\u003c/p>\n\u003cp>“This is not going to mean the mass displacement of RVs, but these are some tools to be sparingly used as necessary when nothing else is working,” Mandelman said. “I take staff at their word. That’s how they see it. I think they have constrained themselves quite a bit.”\u003c/p>\n\u003cp>Melgar, who worked with the Winston Drive RV community in her district, said the issue with the ban is that it would charge the SFMTA with tasks outside the scope of the department.\u003c/p>\n\u003cp>She said the city is not currently set up to support those living in RVs — especially families.\u003c/p>\n\u003cp>“Eventually, I will support the parking restrictions when we have a system to deal with it, which I don’t think we have today,” Melgar said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF’s Controversial Valencia Street Center Bike Lane Will Be Removed",
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"content": "\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.[aside postID=news_12005173 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-14-BL-KQED.jpg']\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>San Francisco residents could face a future with fewer bus and train lines — and even the suspension of the city’s iconic cable cars — if SFMTA, the agency that runs Muni, can’t get the funds to close a nearly $300 million budget deficit.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\" target=\"_blank\" rel=\"noopener noreferrer\">SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’\u003c/a>\u003c/li>\n\u003c/ul>\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=KQINC6154685670\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there are errors.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:01:36] MUNI has always faced a little bit of a funding challenge. You know, it’s trying to provide a very expensive service and it doesn’t have a lot of dedicated funds, right? There’s no single source of funds. They they get money from the city’s general fund. So the city’s general fund has to be doing really well to deliver money to MUNI and it and it gets funds from other sources, including fares. So there’s always a little bit of a challenge there. But then, you know, the pandemic changed absolutely everything. Riders went away overnight except for essential workers and service was slashed. You know, that’s sort of the broad picture. But the most important thing about the pandemic and the loss of ridership is also the loss of money. The city is hurting economically, so it has less money to give to MUNI and ridership hasn’t come back in the fiscal year. That’s going to start July 1st, 2026. It’s anticipating a deficit that could be more than $300 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:42] This isn’t a new problem. We’ve been talking about it for a while, but it feels like the headlines are becoming more and more dire, You know, and it seems like time is running out to figure out a solution. Why is it that we’re sort of, you know, ramping up to to catastrophe?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:02:58] People have a term for it. They call it the fiscal cliff. MUNI has gotten huge, huge, huge amounts of money from the federal government and lesser extent the state government to keep operations rolling. And we’re coming to the end of that. It’s spending the last of those emergency funds that came from Washington and Sacramento. It’s a very real thing.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:03:26] So now we’re at a point where SFMTA, the agency that runs MUNI, is talking about huge cuts to service. And at a meeting last Wednesday for the Funding Working Group, they unveiled some of these cuts. Could you talk about what they said, what these possible scenarios are?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:03:49] Well, you know, I’ll qualify it the same way that Jeff Tumlin, the head of the SFMMTA, did.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:03:56] So I just want to remind all of you that the goal of this entire effort is to avoid any service cuts.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:03] He said, look, these are not our plans. This is not a strategy we want to follow. This is what we want to avoid.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:04:12] In order to do that. We need to have a real conversation about just how dire our situation is and what is at stake.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:26] They talked about cutting most of the lesser used lines on MUNI. That could be between 25 and 30 bus lines. They talked about running service much less frequently on both MUNI’s bus lines and trains. And they talked about things like canceling the normal evening service and instituting something that’s kind of a skeletal overnight service called the owl service, extending the hours of that. And there is more on the list, too. So, for instance, MUNI has ferry subsidies in place for youth and lower income people and seniors like myself. And those might be cut. And they talked about heartbreakingly, basically mothballing the cable cars and the historic streetcar line that runs down Market Street.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:22] I mean, it’s really hard to imagine San Francisco without cable cars. You know, it’s just such an iconic part of the city’s image.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:31] It is, absolutely. Have you ridden them?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:33] I have. As a tourist, when I visit San Francisco, I don’t know. 20 years ago? Yeah.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:39] Yeah. When you get to the cable car, people, you know, that tugs at people’s heartstrings a little bit. It’s a kind of a an icon of San Francisco. But it also gets people to pay attention. It’s an expensive thing to run. And they could save a substantial money by just not running it.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, can we talk about the impact that some of these cuts would have? I mean. Yeah. Riders, of course. But I mean, I imagine transit workers, you know, if people lose access to certain lines, does that mean they have to drive and Bay Area traffic gets worse? I mean, do we have a sense of what that could look like?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:17] Well, you know, MUNI says that 38% of its ridership qualifies as low income. 70% are people of color. And when they went through this exercise of talking about these various cuts,they might do, they estimated the number of people in the city, you know city of 800,000 plus, who would be affected. And the conclusion I got after going through the slides was basically, everybody’s going to be affected.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:06:46] Degrading the system at the scale that I’m going to be presenting today puts us into a vicious cycle.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:54] One of the people who spoke during this funding group meeting was Julie Kirschbaum. She’s the director of transportation for the SFMTA. She’s the one who oversees all the MUNI street operations.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:07] The service is crowded and people can’t get on it. Then the people that have choices, they start driving. When they start driving, they create congestion, which not only means we’re not getting their fair revenue, but we’re also paying our way out of the slower service.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:07:31] SFMMTA officials are saying this is sort of a watershed moment if they need to make these cuts. For one reason, it will take a long time to reverse any cuts they make. But they also see that they just may be alienating the very people that they’re dedicated to serve.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:49] We’re trying to, if at all possible, avoid this kind of interrelated, vicious cycle of of consequences. Being able to count on your muni trip every day is critical to build ridership.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:15] So these are the worst case scenarios, right? They’re not in effect yet. What are the steps in between before, you know, they could be in effect? Before this would actually happen.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:08:37] Right. The city put together this MUNI funding working group to sort of assess the situation at Muni and SFMTA and come up with ideas both to make the agency more efficient and to think about things that might be done to raise more money. So we’re not at the end of that process yet. So the next step for the MUNI working group is they’re going to start talking about, okay, where could we raise money? What what sorts of steps could we do? They’re supposed to deliver a report to the SFMTA board of directors early next year, and then it’ll be up to the SFMTA board to move ahead with whatever recommendations there are.\u003c/p>\n\u003cp>I mean, I have the sense, without seeing anything on paper yet, that it’s going to be a very complex solution and that it will involve ballot measures. It could involve a tax measure just in San Francisco. It could involve a tax measure that will be a regional tax measure. And one of the things that Jeff Tomlin was saying last week is whatever we come up with has to be something that will not only help us avoid all these terrible cuts I’m talking about, but it’s something that has to be able to win at some point. This is going to rely on the voters supporting whatever the city and the agency put before them.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:10:14] And San Francisco voters were actually asked this November to pass a tax to help muni called Prop L. It passed, but it also didn’t. Can you explain Prop L and what happened to it?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:10:29] So Proposition L was a really interesting effort by a bunch of real dyed in the wool transit activists here in the city to give MUNI sort of a helping hand. And their idea was to impose a new tax on Uber, Lyft and Waymo that would go to transit operations at MUNI. The tax wasn’t something that was going to raise a lot of money, right? It was going to be about $25 million a year in the context of a $1.4 billion budget. But MUNI has to operate very close to the bone right now. And we’re in a situation where $25 million would actually make a difference maybe in avoiding some service cuts that could be coming.\u003c/p>\n\u003cp>What happened was at the same time there was a much farther reaching tax measure called Proposition M, which was basically reforming the city’s business taxes. And there was a provision in Proposition M that any conflicting tax measure would have to get more votes than Proposition M to take effect. So the voters got their say. Proposition M was boosted by a pretty good yes on M campaign and it got 70% of the vote. That was a really high bar for Proposition L to meet and in the end it only got about 57% of the vote. So it passed and as you said, it failed at the same time. So it won’t be taking effect.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:04] Can you talk about the reaction from transit activists to to that happening to the measure they put on — passing but then not passing in the end?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:14] Yeah, I think they were very disappointed, but they were also hopeful.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:18] I think 58% or 57%, whatever we end up at is a really great result for that.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:25] One of the people I talked to was Cyrus Hall. He was an organizer for Prop L, and of course he was disappointed by the result. But he also saw a real silver lining to what happened.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:38] You know, this is a measure that passed with a majority of the vote in every single district of the city except D2, really showing that, you know, the city as a whole supports transit.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:51] So, Dan, what is the solution here? What what else can be done to save transit in the Bay Area? How do we save MUNI?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:13:02] You know, the solution is sort of an all of the above kind of thing. The city is going to have to find resources that are already out there. Right. For instance, it has all these, you know, all this parking space throughout the city that actually it lets go for a pretty low price. It’s going to have to put prices on things like that. You know, there will be resistance to that, but that’s one of the real potential solutions. There may have to be some new city tax, right? And there’s going to have to be a regional tax as well. You’re going to start to see very definite ideas about what these solutions will look like within the next couple of months. Some of this stuff is going to go before the state legislature. Some of it will go before the San Francisco Board of Supervisors and the SFMTA board. But, you know, we’re going to get a very clear sense about what this sort of package of solutions is. And it’s going to have to be a package.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:14:08] What about federal help? I mean, we’re facing another Trump presidency. Are federal subsidies an option here?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:14:17] I mean, that’s an excellent question. And it’s true that Bay Area transit would have been completely devastated without the federal government, right. The reason we have what looks like normal transit operations in the Bay Area and much of the rest of the country is because the federal government stepped in with bailouts to keep everything running. So that money is running out. And with a change in administration, I think most people feel like that’s over. There’s no appetite in Congress, which is now Republican controlled, and it’s very unlikely that the President-elect is interested in that either.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:15:02] Do you have a sense of how the public feels about public transit right now? I mean, is this just an awareness issue or do you think that the Bay Area maybe has changed and public transit is less of a priority than it used to be?\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:15:18] That’s a really good question and it’s a central question. You know, if you look at any poll that’s been taken on this for the past ten years or 15 years, and I’ve looked at most of them, people will say public transit is very important. Whether they’re really committed to using public transit is a different question. There are people who are pretty unhappy with the prospect of continuing to raise taxes for transit. Part of the problem is, you know, if you’re just out on the street every day, things look kind of normal. Right. And people have to imagine what the city is going to look like without something that they’ve taken for granted. The world is going to change unless there’s a solution. So there’s a lot at stake.\u003c/p>\n\n",
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"headline": "SF Muni Could Face 'Devastating' Cuts",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco residents could face a future with fewer bus and train lines — and even the suspension of the city’s iconic cable cars — if SFMTA, the agency that runs Muni, can’t get the funds to close a nearly $300 million budget deficit.\u003c/p>\n\u003cp>\u003cstrong>Links:\u003c/strong>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\" target=\"_blank\" rel=\"noopener noreferrer\">SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’\u003c/a>\u003c/li>\n\u003c/ul>\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=KQINC6154685670\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cem>This is a computer-generated transcript. While our team has reviewed it, there are errors.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:01:36] MUNI has always faced a little bit of a funding challenge. You know, it’s trying to provide a very expensive service and it doesn’t have a lot of dedicated funds, right? There’s no single source of funds. They they get money from the city’s general fund. So the city’s general fund has to be doing really well to deliver money to MUNI and it and it gets funds from other sources, including fares. So there’s always a little bit of a challenge there. But then, you know, the pandemic changed absolutely everything. Riders went away overnight except for essential workers and service was slashed. You know, that’s sort of the broad picture. But the most important thing about the pandemic and the loss of ridership is also the loss of money. The city is hurting economically, so it has less money to give to MUNI and ridership hasn’t come back in the fiscal year. That’s going to start July 1st, 2026. It’s anticipating a deficit that could be more than $300 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:02:42] This isn’t a new problem. We’ve been talking about it for a while, but it feels like the headlines are becoming more and more dire, You know, and it seems like time is running out to figure out a solution. Why is it that we’re sort of, you know, ramping up to to catastrophe?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:02:58] People have a term for it. They call it the fiscal cliff. MUNI has gotten huge, huge, huge amounts of money from the federal government and lesser extent the state government to keep operations rolling. And we’re coming to the end of that. It’s spending the last of those emergency funds that came from Washington and Sacramento. It’s a very real thing.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:03:26] So now we’re at a point where SFMTA, the agency that runs MUNI, is talking about huge cuts to service. And at a meeting last Wednesday for the Funding Working Group, they unveiled some of these cuts. Could you talk about what they said, what these possible scenarios are?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:03:49] Well, you know, I’ll qualify it the same way that Jeff Tumlin, the head of the SFMMTA, did.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:03:56] So I just want to remind all of you that the goal of this entire effort is to avoid any service cuts.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:03] He said, look, these are not our plans. This is not a strategy we want to follow. This is what we want to avoid.\u003c/p>\n\u003cp>\u003cstrong>Jeff Tumlin \u003c/strong>[00:04:12] In order to do that. We need to have a real conversation about just how dire our situation is and what is at stake.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:04:26] They talked about cutting most of the lesser used lines on MUNI. That could be between 25 and 30 bus lines. They talked about running service much less frequently on both MUNI’s bus lines and trains. And they talked about things like canceling the normal evening service and instituting something that’s kind of a skeletal overnight service called the owl service, extending the hours of that. And there is more on the list, too. So, for instance, MUNI has ferry subsidies in place for youth and lower income people and seniors like myself. And those might be cut. And they talked about heartbreakingly, basically mothballing the cable cars and the historic streetcar line that runs down Market Street.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:22] I mean, it’s really hard to imagine San Francisco without cable cars. You know, it’s just such an iconic part of the city’s image.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:31] It is, absolutely. Have you ridden them?\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:33] I have. As a tourist, when I visit San Francisco, I don’t know. 20 years ago? Yeah.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:05:39] Yeah. When you get to the cable car, people, you know, that tugs at people’s heartstrings a little bit. It’s a kind of a an icon of San Francisco. But it also gets people to pay attention. It’s an expensive thing to run. And they could save a substantial money by just not running it.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:05:58] I mean, can we talk about the impact that some of these cuts would have? I mean. Yeah. Riders, of course. But I mean, I imagine transit workers, you know, if people lose access to certain lines, does that mean they have to drive and Bay Area traffic gets worse? I mean, do we have a sense of what that could look like?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:17] Well, you know, MUNI says that 38% of its ridership qualifies as low income. 70% are people of color. And when they went through this exercise of talking about these various cuts,they might do, they estimated the number of people in the city, you know city of 800,000 plus, who would be affected. And the conclusion I got after going through the slides was basically, everybody’s going to be affected.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:06:46] Degrading the system at the scale that I’m going to be presenting today puts us into a vicious cycle.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:06:54] One of the people who spoke during this funding group meeting was Julie Kirschbaum. She’s the director of transportation for the SFMTA. She’s the one who oversees all the MUNI street operations.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:07] The service is crowded and people can’t get on it. Then the people that have choices, they start driving. When they start driving, they create congestion, which not only means we’re not getting their fair revenue, but we’re also paying our way out of the slower service.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:07:31] SFMMTA officials are saying this is sort of a watershed moment if they need to make these cuts. For one reason, it will take a long time to reverse any cuts they make. But they also see that they just may be alienating the very people that they’re dedicated to serve.\u003c/p>\n\u003cp>\u003cstrong>Julie Kirschbaum \u003c/strong>[00:07:49] We’re trying to, if at all possible, avoid this kind of interrelated, vicious cycle of of consequences. Being able to count on your muni trip every day is critical to build ridership.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:08:15] So these are the worst case scenarios, right? They’re not in effect yet. What are the steps in between before, you know, they could be in effect? Before this would actually happen.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:08:37] Right. The city put together this MUNI funding working group to sort of assess the situation at Muni and SFMTA and come up with ideas both to make the agency more efficient and to think about things that might be done to raise more money. So we’re not at the end of that process yet. So the next step for the MUNI working group is they’re going to start talking about, okay, where could we raise money? What what sorts of steps could we do? They’re supposed to deliver a report to the SFMTA board of directors early next year, and then it’ll be up to the SFMTA board to move ahead with whatever recommendations there are.\u003c/p>\n\u003cp>I mean, I have the sense, without seeing anything on paper yet, that it’s going to be a very complex solution and that it will involve ballot measures. It could involve a tax measure just in San Francisco. It could involve a tax measure that will be a regional tax measure. And one of the things that Jeff Tomlin was saying last week is whatever we come up with has to be something that will not only help us avoid all these terrible cuts I’m talking about, but it’s something that has to be able to win at some point. This is going to rely on the voters supporting whatever the city and the agency put before them.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:10:14] And San Francisco voters were actually asked this November to pass a tax to help muni called Prop L. It passed, but it also didn’t. Can you explain Prop L and what happened to it?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:10:29] So Proposition L was a really interesting effort by a bunch of real dyed in the wool transit activists here in the city to give MUNI sort of a helping hand. And their idea was to impose a new tax on Uber, Lyft and Waymo that would go to transit operations at MUNI. The tax wasn’t something that was going to raise a lot of money, right? It was going to be about $25 million a year in the context of a $1.4 billion budget. But MUNI has to operate very close to the bone right now. And we’re in a situation where $25 million would actually make a difference maybe in avoiding some service cuts that could be coming.\u003c/p>\n\u003cp>What happened was at the same time there was a much farther reaching tax measure called Proposition M, which was basically reforming the city’s business taxes. And there was a provision in Proposition M that any conflicting tax measure would have to get more votes than Proposition M to take effect. So the voters got their say. Proposition M was boosted by a pretty good yes on M campaign and it got 70% of the vote. That was a really high bar for Proposition L to meet and in the end it only got about 57% of the vote. So it passed and as you said, it failed at the same time. So it won’t be taking effect.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:04] Can you talk about the reaction from transit activists to to that happening to the measure they put on — passing but then not passing in the end?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:14] Yeah, I think they were very disappointed, but they were also hopeful.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:18] I think 58% or 57%, whatever we end up at is a really great result for that.\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:12:25] One of the people I talked to was Cyrus Hall. He was an organizer for Prop L, and of course he was disappointed by the result. But he also saw a real silver lining to what happened.\u003c/p>\n\u003cp>\u003cstrong>Cyrus Hall \u003c/strong>[00:12:38] You know, this is a measure that passed with a majority of the vote in every single district of the city except D2, really showing that, you know, the city as a whole supports transit.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:12:51] So, Dan, what is the solution here? What what else can be done to save transit in the Bay Area? How do we save MUNI?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:13:02] You know, the solution is sort of an all of the above kind of thing. The city is going to have to find resources that are already out there. Right. For instance, it has all these, you know, all this parking space throughout the city that actually it lets go for a pretty low price. It’s going to have to put prices on things like that. You know, there will be resistance to that, but that’s one of the real potential solutions. There may have to be some new city tax, right? And there’s going to have to be a regional tax as well. You’re going to start to see very definite ideas about what these solutions will look like within the next couple of months. Some of this stuff is going to go before the state legislature. Some of it will go before the San Francisco Board of Supervisors and the SFMTA board. But, you know, we’re going to get a very clear sense about what this sort of package of solutions is. And it’s going to have to be a package.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:14:08] What about federal help? I mean, we’re facing another Trump presidency. Are federal subsidies an option here?\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:14:17] I mean, that’s an excellent question. And it’s true that Bay Area transit would have been completely devastated without the federal government, right. The reason we have what looks like normal transit operations in the Bay Area and much of the rest of the country is because the federal government stepped in with bailouts to keep everything running. So that money is running out. And with a change in administration, I think most people feel like that’s over. There’s no appetite in Congress, which is now Republican controlled, and it’s very unlikely that the President-elect is interested in that either.\u003c/p>\n\u003cp>\u003cstrong>Jessica Kariisa \u003c/strong>[00:15:02] Do you have a sense of how the public feels about public transit right now? I mean, is this just an awareness issue or do you think that the Bay Area maybe has changed and public transit is less of a priority than it used to be?\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Dan Brekke \u003c/strong>[00:15:18] That’s a really good question and it’s a central question. You know, if you look at any poll that’s been taken on this for the past ten years or 15 years, and I’ve looked at most of them, people will say public transit is very important. Whether they’re really committed to using public transit is a different question. There are people who are pretty unhappy with the prospect of continuing to raise taxes for transit. Part of the problem is, you know, if you’re just out on the street every day, things look kind of normal. Right. And people have to imagine what the city is going to look like without something that they’ve taken for granted. The world is going to change unless there’s a solution. So there’s a lot at stake.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’",
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"headTitle": "SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’ | KQED",
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"content": "\u003cp>San Franciscans got a shocking look this week at what their city’s much-celebrated but \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">financially fragile transit system\u003c/a> might be reduced to if city leaders fail to come up with a workable plan to raise more funding.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a> leaders unveiled a short but sobering list of possible cuts during a Wednesday meeting of a special panel set up this year to come up with a Muni rescue plan.\u003c/p>\n\u003cp>The service reductions that the SFMTA said could be needed to help reduce future annual deficits topping $300 million include reducing the frequency of many busy bus and train lines, ending service on bus routes with the lowest ridership and mothballing the city’s historic cable cars and trolleys.\u003c/p>\n\u003cp>That presentation came just days after what should have been good news for the Bay Area’s busiest transit system: \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-l\">Proposition L\u003c/a>, a community-led ballot measure that would have raised about $25 million a year through a new tax on ride-hailing services, won 57% approval. However, to take effect, the measure would have had to outpoll another successful tax measure, \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-m\">Proposition M\u003c/a>, which won a 70% “yes” vote.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although revenue from Proposition L would not have been enough to make or break Muni’s $1.4 billion annual budget, funds would have been earmarked for transit operations — the day-to-day work of getting service on the street for its half-million weekday passengers.\u003c/p>\n\u003cp>In Muni’s current precarious state, that $25 million would make a difference.\u003c/p>\n\u003cfigure id=\"attachment_11868497\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11868497\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg\" alt=\"San Francisco MUNI buses sit parked at an SF Municipal Railway yard during the coronavirus (COVID-19) pandemic on April 06, 2020 in San Francisco, California. The San Francisco Municipal Transportation Agency (SFMTA) announced that they are cutting service to a majority of their 89 bus lines in the City of San Francisco as ridership plummets due to the coronavirus shelter in place.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco MUNI buses sit parked at an SF Municipal Railway yard. \u003ccite>(Justin Sullivan/Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA Executive Director Jeff Tumlin told the \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a> on Wednesday that his goal in outlining the draconian service-reduction scenarios is to show the importance of coming up with a politically viable revenue solution that can get on the ballot in 2026.\u003c/p>\n\u003cp>His ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>Muni’s money-saving saving scenarios include:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Suspending service on lower-utilized routes:\u003c/strong> This would eliminate 20 routes serving about 50,000 riders. Net savings: $63 million.\u003c/li>\n\u003cli>\u003cstrong>Reducing service frequency by as much as 50%:\u003c/strong> Would affect the system’s busiest routes, including the 14/14R-Mission and 38/38R-Geary, and all six Muni Metro lines. Net savings: $71 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending regular bus and train service at 9 p.m.\u003c/strong> each night and replace with less frequent Owl Service. It would affect as many as 28 routes. Net savings: $14 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending cable car and historic streetcar service:\u003c/strong> Net savings: $33 million.\u003c/li>\n\u003c/ul>\n\u003cp>The agency said it could save millions more by reducing fare subsidies for youth, seniors, lower-income residents and people with disabilities.\u003c/p>\n\u003cp>Those steps, which would likely gut Muni’s service and lead to significant ridership losses, would save about $200 million a year, which is not nearly enough to close the agency’s future funding gap fully. The reductions would also compromise Muni’s efforts to equitably serve a ridership that’s 38% low-income and 70% people of color.\u003c/p>\n\u003cfigure id=\"attachment_11748204\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11748204\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/05/GettyImages-180418381-e1731715381902.jpg\" alt=\"Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride.\" width=\"2000\" height=\"1425\">\u003cfigcaption class=\"wp-caption-text\">Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride. \u003ccite>(Jamie Squire/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Julie Kirschbaum, SFMTA’s director of transit, said service cuts of the magnitude the agency presented would have deep, long-lasting effects beyond the loss of daily service.\u003c/p>\n\u003cp>“This would dramatically slow down the actual and perceived recovery of San Francisco” from its pandemic-era economic troubles, she said. “Customer satisfaction will take a devastating hit, and regaining that public trust will take decades.”\u003c/p>\n\u003cp>This week, the SFMTA also announced it has slowed down hiring of bus and train operators because of its tight budget. That hiring slowdown, in turn, has prompted Muni to plan what it’s calling “incremental” service reductions beginning in February.\u003c/p>\n\u003cp>However, service suspension on the scale needed to save $200 million a year, Kirschbaum said, would be “very difficult to reverse.”\u003c/p>\n\u003cp>[aside postID=news_12014130 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240412-OAKAIRPORT-027-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>“There’s nothing to say that if we temporarily suspended a route, we couldn’t add it back,” she said. “But even just a six-month slowdown in operator hiring takes 18 months to recover. … Stopping something like the cable car, there’s no telling what the cost would be to restart it.”\u003c/p>\n\u003cp>The prospect of devastating service cuts was the big motivator for a grass-roots group of transit activists to put together Proposition L, which proposed a gross-receipts tax on ride-hailing services like Uber and Lyft. The object, communicated in the campaign’s “Fund the Bus!” title, was simple: to raise money to help Muni avoid service reductions.\u003c/p>\n\u003cp>The campaign needed 50% plus one vote to win, but it faced a much steeper challenge: Proposition M, a suite of tax reforms that included a provision requiring any “conflicting” proposal to get more votes to take effect. Proposition L was deemed a conflicting measure. Though it easily won citywide and ran up huge majorities in transit-dependent neighborhoods like the Mission, it fell far short of Proposition M’s level of approval. Thus, it won, and it lost.\u003c/p>\n\u003cp>Proposition L organizer Cyrus Hall said in an interview that Proposition M’s “poison pill” provision was all but impossible to overcome. An opposition campaign in which Uber spent more than $1 million to shoot down the measure made things even tougher, Hall said.\u003c/p>\n\u003cp>“I think 58% or 57%, whatever we end up, that is a really great result,” he said. “It shows that a simple pro-transit, positive message is resilient to that sort of huge money spending from corporations.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco transit leaders said that without a workable plan to raise more funding, bus routes could be slashed and historic cable cars could be suspended.",
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"title": "SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’ | KQED",
"description": "San Francisco transit leaders said that without a workable plan to raise more funding, bus routes could be slashed and historic cable cars could be suspended.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Franciscans got a shocking look this week at what their city’s much-celebrated but \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">financially fragile transit system\u003c/a> might be reduced to if city leaders fail to come up with a workable plan to raise more funding.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a> leaders unveiled a short but sobering list of possible cuts during a Wednesday meeting of a special panel set up this year to come up with a Muni rescue plan.\u003c/p>\n\u003cp>The service reductions that the SFMTA said could be needed to help reduce future annual deficits topping $300 million include reducing the frequency of many busy bus and train lines, ending service on bus routes with the lowest ridership and mothballing the city’s historic cable cars and trolleys.\u003c/p>\n\u003cp>That presentation came just days after what should have been good news for the Bay Area’s busiest transit system: \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-l\">Proposition L\u003c/a>, a community-led ballot measure that would have raised about $25 million a year through a new tax on ride-hailing services, won 57% approval. However, to take effect, the measure would have had to outpoll another successful tax measure, \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-m\">Proposition M\u003c/a>, which won a 70% “yes” vote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although revenue from Proposition L would not have been enough to make or break Muni’s $1.4 billion annual budget, funds would have been earmarked for transit operations — the day-to-day work of getting service on the street for its half-million weekday passengers.\u003c/p>\n\u003cp>In Muni’s current precarious state, that $25 million would make a difference.\u003c/p>\n\u003cfigure id=\"attachment_11868497\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11868497\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg\" alt=\"San Francisco MUNI buses sit parked at an SF Municipal Railway yard during the coronavirus (COVID-19) pandemic on April 06, 2020 in San Francisco, California. The San Francisco Municipal Transportation Agency (SFMTA) announced that they are cutting service to a majority of their 89 bus lines in the City of San Francisco as ridership plummets due to the coronavirus shelter in place.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco MUNI buses sit parked at an SF Municipal Railway yard. \u003ccite>(Justin Sullivan/Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA Executive Director Jeff Tumlin told the \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a> on Wednesday that his goal in outlining the draconian service-reduction scenarios is to show the importance of coming up with a politically viable revenue solution that can get on the ballot in 2026.\u003c/p>\n\u003cp>His ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>Muni’s money-saving saving scenarios include:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Suspending service on lower-utilized routes:\u003c/strong> This would eliminate 20 routes serving about 50,000 riders. Net savings: $63 million.\u003c/li>\n\u003cli>\u003cstrong>Reducing service frequency by as much as 50%:\u003c/strong> Would affect the system’s busiest routes, including the 14/14R-Mission and 38/38R-Geary, and all six Muni Metro lines. Net savings: $71 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending regular bus and train service at 9 p.m.\u003c/strong> each night and replace with less frequent Owl Service. It would affect as many as 28 routes. Net savings: $14 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending cable car and historic streetcar service:\u003c/strong> Net savings: $33 million.\u003c/li>\n\u003c/ul>\n\u003cp>The agency said it could save millions more by reducing fare subsidies for youth, seniors, lower-income residents and people with disabilities.\u003c/p>\n\u003cp>Those steps, which would likely gut Muni’s service and lead to significant ridership losses, would save about $200 million a year, which is not nearly enough to close the agency’s future funding gap fully. The reductions would also compromise Muni’s efforts to equitably serve a ridership that’s 38% low-income and 70% people of color.\u003c/p>\n\u003cfigure id=\"attachment_11748204\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11748204\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/05/GettyImages-180418381-e1731715381902.jpg\" alt=\"Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride.\" width=\"2000\" height=\"1425\">\u003cfigcaption class=\"wp-caption-text\">Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride. \u003ccite>(Jamie Squire/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Julie Kirschbaum, SFMTA’s director of transit, said service cuts of the magnitude the agency presented would have deep, long-lasting effects beyond the loss of daily service.\u003c/p>\n\u003cp>“This would dramatically slow down the actual and perceived recovery of San Francisco” from its pandemic-era economic troubles, she said. “Customer satisfaction will take a devastating hit, and regaining that public trust will take decades.”\u003c/p>\n\u003cp>This week, the SFMTA also announced it has slowed down hiring of bus and train operators because of its tight budget. That hiring slowdown, in turn, has prompted Muni to plan what it’s calling “incremental” service reductions beginning in February.\u003c/p>\n\u003cp>However, service suspension on the scale needed to save $200 million a year, Kirschbaum said, would be “very difficult to reverse.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s nothing to say that if we temporarily suspended a route, we couldn’t add it back,” she said. “But even just a six-month slowdown in operator hiring takes 18 months to recover. … Stopping something like the cable car, there’s no telling what the cost would be to restart it.”\u003c/p>\n\u003cp>The prospect of devastating service cuts was the big motivator for a grass-roots group of transit activists to put together Proposition L, which proposed a gross-receipts tax on ride-hailing services like Uber and Lyft. The object, communicated in the campaign’s “Fund the Bus!” title, was simple: to raise money to help Muni avoid service reductions.\u003c/p>\n\u003cp>The campaign needed 50% plus one vote to win, but it faced a much steeper challenge: Proposition M, a suite of tax reforms that included a provision requiring any “conflicting” proposal to get more votes to take effect. Proposition L was deemed a conflicting measure. Though it easily won citywide and ran up huge majorities in transit-dependent neighborhoods like the Mission, it fell far short of Proposition M’s level of approval. Thus, it won, and it lost.\u003c/p>\n\u003cp>Proposition L organizer Cyrus Hall said in an interview that Proposition M’s “poison pill” provision was all but impossible to overcome. An opposition campaign in which Uber spent more than $1 million to shoot down the measure made things even tougher, Hall said.\u003c/p>\n\u003cp>“I think 58% or 57%, whatever we end up, that is a really great result,” he said. “It shows that a simple pro-transit, positive message is resilient to that sort of huge money spending from corporations.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "tragic-sf-pedestrian-death-raises-question-vision-zero-failure",
"title": "Another Tragic SF Pedestrian Death Raises the Question: Is Vision Zero a Failure?",
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"headTitle": "Another Tragic SF Pedestrian Death Raises the Question: Is Vision Zero a Failure? | KQED",
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"content": "\u003cp>\u003cem>Updated 1:30 p.m. Monday, Oct. 28\u003c/em>\u003c/p>\n\u003cp>Fairuz Qari still feels the shock of what she heard on Tuesday morning.\u003c/p>\n\u003cp>“Screaming people,” said Qari, the owner of Tabroun, a Palestinian restaurant on the picturesque corner where \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cole Valley meets Parnassus Heights.\u003c/p>\n\u003cp>Qari followed the sounds outside to a gruesome scene. Across the street, a dump truck making a right turn from Stanyan Street had struck a 70-year-old man crossing Parnassus Avenue. First responders pronounced the man dead and covered his body with a tarp.\u003c/p>\n\u003cp>“I wish I could unsee this,” she told KQED the day after the collision. “Because until now, my body is very sad.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The crash marked the city’s 20th \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">pedestrian fatality\u003c/a> this year and was followed days later by the 21st, when a man was killed Friday morning \toutside a hospital on Geary Boulevard near Divisadero Street. They come at the end of a decade-long initiative to eliminate traffic deaths by 2024, a grim reminder that San Francisco is about as far as it’s ever been from its \u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\">Vision Zero goal\u003c/a>.\u003c/p>\n\u003cp>“Twenty is too many,” said Jodie Medeiros, executive director of advocacy group Walk SF. “We always say that we can’t imagine what San Francisco would be like if we didn’t adopt Vision Zero. But things just haven’t gone far enough.”\u003c/p>\n\u003cfigure id=\"attachment_12011142\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12011142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A dump truck is filled at the construction site at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pedestrians now make up 70% of the city’s traffic fatalities this year — up 5 percentage points from the average. According to city data, 2024 is the deadliest year for pedestrians since 2014, when 21 were killed. And since the pandemic, small streets — like the intersection of Stanyan and Parnassus — are becoming more dangerous.\u003c/p>\n\u003cp>“We have seen such a shift in where crashes are happening,” said Marta Lindsay, a spokesperson for Walk SF. “And to me, it’s really scary because now every street is becoming high risk. It’s because of this deadly combination of aggressive driving, speeding, larger, heavier vehicles and more traffic. It’s turned little streets into ones where someone could die tomorrow.”\u003c/p>\n\u003cp>Those problems are especially concerning in the area of this week’s deadly crash on Parnassus, where neighbors said large trucks often drive through the hilly, residential streets on their way to and from a construction site at UC San Francisco.\u003c/p>\n\u003cp>A construction worker who asked not to be named confirmed that the dump truck involved in the crash was contracted to remove dirt from the ongoing hospital project site at Parnassus and Hill Point Avenue. The truck was identified by \u003ca href=\"https://www.ktvu.com/news/pedestrian-dies-san-francisco-near-ucsf\">KTVU \u003c/a>footage as operated by Lally Trucking Inc., which is based in Modesto. While the phone line at Lally appeared to be disconnected, safety reports published on the company’s website show zero involvement in past reportable crashes.\u003c/p>\n\u003cfigure id=\"attachment_12011139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ilya Kaltman looks at the memorial at the intersection of Stanyan Street and Parnassus Avenue. “I’m 71 years old, and it could have been me,” Kaltman said. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The truck’s driver remained on the scene and did not appear to be under the influence, police said in a statement. The medical examiner’s office identified the victim as Jose Chow, 70, of San Francisco.\u003c/p>\n\u003cp>On Wednesday morning, Lydia Byers and her husband, Neil, paused at a memorial on the street corner where Chow was killed. Walk SF and community members held a vigil the night of the crash and left yellow paper hearts, marigolds and a handwritten sign that read: “A driver killed our neighbor here, Oct. 22, 2024.”\u003c/p>\n\u003cp>Across the street, at Sunny Country market, bright sunflower bouquets bloomed out of barrels, with more flowers displayed in rows in front of the store’s tall windows. Bunches of woven baskets hung for sale under the market’s burgundy awning. As trucks and other large construction vehicles rumbled by, the couple looked both ways at the crosswalk and tried to understand how the crash could have happened.\u003c/p>\n\u003cp>“This is our neighborhood,” said Byers, who said she has lived in the area much of her life. “This is my intersection that I frequent. It’s really scary that your life could be gone in a flash due to someone making a turn and not paying attention.”\u003c/p>\n\u003cfigure id=\"attachment_12011141\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011141\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians cross the street in front of construction at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Just cut out right turns,” her husband added. “What’s a couple of seconds?”\u003c/p>\n\u003cp>Erica Kato, a spokesperson for the San Francisco Municipal Transportation Agency, said in an email that the intersection has “painted daylighting” in the direction the truck was driving. Daylighting uses markers or red paint to prevent cars from parking near crosswalks to make sure drivers’ views of pedestrians are not obstructed.\u003c/p>\n\u003cp>However, on Wednesday, a red SUV was parked at the top of the steep hill approaching Parnassus, next to the red curb.\u003c/p>\n\u003cp>Although the intersection has not had a pedestrian collision in the last 10 years, Medeiros said neighbors described plenty of close calls, as well as a lack of pedestrian signals at the crosswalk. Both the driver and the victim had a green light.\u003c/p>\n\u003cp>“We need something,” Qari said. “In the morning, this is a very busy area. We have two schools [nearby — Haight Ashbury Cooperative and Grattan Elementary —] and a lot of kids. Traffic drives very fast, and you see a lot of trucks at the corner. We have to do something and put an extra light up to slow down the traffic.”\u003c/p>\n\u003cp>Kato said the MTA is conducting a “rapid response review” of the deadly crash to evaluate the existing site and make recommendations for improvements. The location is on a list for future pedestrian signal upgrades.\u003c/p>\n\u003cp>[aside postID=news_12008419 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GettyImages-1280030498-1020x680.jpg']\u003c/p>\n\u003cp>Supervisor Rafael Mandelman, who represents Cole Valley, visited the vigil and promised improvements to the city’s roads.\u003c/p>\n\u003cp>“My office has been in touch with SFPD, the MTA, UCSF and concerned neighbors since yesterday morning,” Mandelman \u003ca href=\"https://x.com/RafaelMandelman/status/1849240420926329144\">posted\u003c/a> Wednesday on social media platform X, “and we will continue working with stakeholders both to understand what could have been done to avoid this particular tragedy and to prevent future crashes and deaths at this intersection and elsewhere.”\u003c/p>\n\u003cp>Still, improvements at the intersection would add it to a long list of streets where it took a tragedy to spur change. Transportation advocates have long argued for a more proactive approach to making streets safer for all.\u003c/p>\n\u003cp>Since San Francisco \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">committed to Vision Zero\u003c/a> in 2014, advocates say the city has made considerable improvements to public safety, especially in the city’s “high-injury network,” or the 12% of streets where more than two-thirds of its traffic collisions occur.\u003c/p>\n\u003cp>But in that time, 326 people have been killed by traffic violence on San Francisco streets, according to the Department of Public Health. That equates to a traffic-related fatality, which includes cyclists and motorcyclists, every 12.11 days.\u003c/p>\n\u003cfigure id=\"attachment_12011296\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011296\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross the intersection at Stanyan Street and Parnassus Avenue on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In San Francisco, where speeding drivers are one of the leading causes of pedestrian deaths, city officials are working to \u003ca href=\"https://www.kqed.org/news/11976252/as-traffic-fatalities-rise-more-cities-and-states-consider-automated-speed-cameras\">install speed cameras\u003c/a> in areas with the highest crash rates as part of a statewide pilot program \u003ca href=\"https://www.kqed.org/news/11956244/controversial-speeding-ticket-cameras-could-come-to-3-bay-area-cities-under-proposed-california-bill\">funded by Assembly Bill 645\u003c/a>. Starting next year, drivers will be ticketed for going 11 mph or more over the speed limit in 25 mph zones, according to the MTA.\u003c/p>\n\u003cp>Proponents have said cities like New York have already embraced speed safety cameras with dramatic success. They say detection systems shift behavior and can reduce the number of severe and fatal crashes by as much as 58%.\u003c/p>\n\u003cp>However, advocates say it will take more funding and urgency from city officials to truly end traffic fatalities.\u003c/p>\n\u003cp>“We’re in an election year right now,” Medeiros said. “Our decision-makers need to talk about it as the crisis it is.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/gzada\">\u003cem>Gilare Zada\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Ten years ago, San Francisco committed to eliminating traffic deaths by 2024. After the year's 20th and 21st pedestrian deaths came this week, advocates demand safer streets.",
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"title": "Another Tragic SF Pedestrian Death Raises the Question: Is Vision Zero a Failure? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 1:30 p.m. Monday, Oct. 28\u003c/em>\u003c/p>\n\u003cp>Fairuz Qari still feels the shock of what she heard on Tuesday morning.\u003c/p>\n\u003cp>“Screaming people,” said Qari, the owner of Tabroun, a Palestinian restaurant on the picturesque corner where \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cole Valley meets Parnassus Heights.\u003c/p>\n\u003cp>Qari followed the sounds outside to a gruesome scene. Across the street, a dump truck making a right turn from Stanyan Street had struck a 70-year-old man crossing Parnassus Avenue. First responders pronounced the man dead and covered his body with a tarp.\u003c/p>\n\u003cp>“I wish I could unsee this,” she told KQED the day after the collision. “Because until now, my body is very sad.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The crash marked the city’s 20th \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">pedestrian fatality\u003c/a> this year and was followed days later by the 21st, when a man was killed Friday morning \toutside a hospital on Geary Boulevard near Divisadero Street. They come at the end of a decade-long initiative to eliminate traffic deaths by 2024, a grim reminder that San Francisco is about as far as it’s ever been from its \u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\">Vision Zero goal\u003c/a>.\u003c/p>\n\u003cp>“Twenty is too many,” said Jodie Medeiros, executive director of advocacy group Walk SF. “We always say that we can’t imagine what San Francisco would be like if we didn’t adopt Vision Zero. But things just haven’t gone far enough.”\u003c/p>\n\u003cfigure id=\"attachment_12011142\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12011142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A dump truck is filled at the construction site at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pedestrians now make up 70% of the city’s traffic fatalities this year — up 5 percentage points from the average. According to city data, 2024 is the deadliest year for pedestrians since 2014, when 21 were killed. And since the pandemic, small streets — like the intersection of Stanyan and Parnassus — are becoming more dangerous.\u003c/p>\n\u003cp>“We have seen such a shift in where crashes are happening,” said Marta Lindsay, a spokesperson for Walk SF. “And to me, it’s really scary because now every street is becoming high risk. It’s because of this deadly combination of aggressive driving, speeding, larger, heavier vehicles and more traffic. It’s turned little streets into ones where someone could die tomorrow.”\u003c/p>\n\u003cp>Those problems are especially concerning in the area of this week’s deadly crash on Parnassus, where neighbors said large trucks often drive through the hilly, residential streets on their way to and from a construction site at UC San Francisco.\u003c/p>\n\u003cp>A construction worker who asked not to be named confirmed that the dump truck involved in the crash was contracted to remove dirt from the ongoing hospital project site at Parnassus and Hill Point Avenue. The truck was identified by \u003ca href=\"https://www.ktvu.com/news/pedestrian-dies-san-francisco-near-ucsf\">KTVU \u003c/a>footage as operated by Lally Trucking Inc., which is based in Modesto. While the phone line at Lally appeared to be disconnected, safety reports published on the company’s website show zero involvement in past reportable crashes.\u003c/p>\n\u003cfigure id=\"attachment_12011139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ilya Kaltman looks at the memorial at the intersection of Stanyan Street and Parnassus Avenue. “I’m 71 years old, and it could have been me,” Kaltman said. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The truck’s driver remained on the scene and did not appear to be under the influence, police said in a statement. The medical examiner’s office identified the victim as Jose Chow, 70, of San Francisco.\u003c/p>\n\u003cp>On Wednesday morning, Lydia Byers and her husband, Neil, paused at a memorial on the street corner where Chow was killed. Walk SF and community members held a vigil the night of the crash and left yellow paper hearts, marigolds and a handwritten sign that read: “A driver killed our neighbor here, Oct. 22, 2024.”\u003c/p>\n\u003cp>Across the street, at Sunny Country market, bright sunflower bouquets bloomed out of barrels, with more flowers displayed in rows in front of the store’s tall windows. Bunches of woven baskets hung for sale under the market’s burgundy awning. As trucks and other large construction vehicles rumbled by, the couple looked both ways at the crosswalk and tried to understand how the crash could have happened.\u003c/p>\n\u003cp>“This is our neighborhood,” said Byers, who said she has lived in the area much of her life. “This is my intersection that I frequent. It’s really scary that your life could be gone in a flash due to someone making a turn and not paying attention.”\u003c/p>\n\u003cfigure id=\"attachment_12011141\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011141\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians cross the street in front of construction at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Just cut out right turns,” her husband added. “What’s a couple of seconds?”\u003c/p>\n\u003cp>Erica Kato, a spokesperson for the San Francisco Municipal Transportation Agency, said in an email that the intersection has “painted daylighting” in the direction the truck was driving. Daylighting uses markers or red paint to prevent cars from parking near crosswalks to make sure drivers’ views of pedestrians are not obstructed.\u003c/p>\n\u003cp>However, on Wednesday, a red SUV was parked at the top of the steep hill approaching Parnassus, next to the red curb.\u003c/p>\n\u003cp>Although the intersection has not had a pedestrian collision in the last 10 years, Medeiros said neighbors described plenty of close calls, as well as a lack of pedestrian signals at the crosswalk. Both the driver and the victim had a green light.\u003c/p>\n\u003cp>“We need something,” Qari said. “In the morning, this is a very busy area. We have two schools [nearby — Haight Ashbury Cooperative and Grattan Elementary —] and a lot of kids. Traffic drives very fast, and you see a lot of trucks at the corner. We have to do something and put an extra light up to slow down the traffic.”\u003c/p>\n\u003cp>Kato said the MTA is conducting a “rapid response review” of the deadly crash to evaluate the existing site and make recommendations for improvements. The location is on a list for future pedestrian signal upgrades.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Supervisor Rafael Mandelman, who represents Cole Valley, visited the vigil and promised improvements to the city’s roads.\u003c/p>\n\u003cp>“My office has been in touch with SFPD, the MTA, UCSF and concerned neighbors since yesterday morning,” Mandelman \u003ca href=\"https://x.com/RafaelMandelman/status/1849240420926329144\">posted\u003c/a> Wednesday on social media platform X, “and we will continue working with stakeholders both to understand what could have been done to avoid this particular tragedy and to prevent future crashes and deaths at this intersection and elsewhere.”\u003c/p>\n\u003cp>Still, improvements at the intersection would add it to a long list of streets where it took a tragedy to spur change. Transportation advocates have long argued for a more proactive approach to making streets safer for all.\u003c/p>\n\u003cp>Since San Francisco \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">committed to Vision Zero\u003c/a> in 2014, advocates say the city has made considerable improvements to public safety, especially in the city’s “high-injury network,” or the 12% of streets where more than two-thirds of its traffic collisions occur.\u003c/p>\n\u003cp>But in that time, 326 people have been killed by traffic violence on San Francisco streets, according to the Department of Public Health. That equates to a traffic-related fatality, which includes cyclists and motorcyclists, every 12.11 days.\u003c/p>\n\u003cfigure id=\"attachment_12011296\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011296\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross the intersection at Stanyan Street and Parnassus Avenue on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In San Francisco, where speeding drivers are one of the leading causes of pedestrian deaths, city officials are working to \u003ca href=\"https://www.kqed.org/news/11976252/as-traffic-fatalities-rise-more-cities-and-states-consider-automated-speed-cameras\">install speed cameras\u003c/a> in areas with the highest crash rates as part of a statewide pilot program \u003ca href=\"https://www.kqed.org/news/11956244/controversial-speeding-ticket-cameras-could-come-to-3-bay-area-cities-under-proposed-california-bill\">funded by Assembly Bill 645\u003c/a>. Starting next year, drivers will be ticketed for going 11 mph or more over the speed limit in 25 mph zones, according to the MTA.\u003c/p>\n\u003cp>Proponents have said cities like New York have already embraced speed safety cameras with dramatic success. They say detection systems shift behavior and can reduce the number of severe and fatal crashes by as much as 58%.\u003c/p>\n\u003cp>However, advocates say it will take more funding and urgency from city officials to truly end traffic fatalities.\u003c/p>\n\u003cp>“We’re in an election year right now,” Medeiros said. “Our decision-makers need to talk about it as the crisis it is.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/gzada\">\u003cem>Gilare Zada\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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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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"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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"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": {
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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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"radiolab": {
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},
"rightnowish": {
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"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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"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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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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