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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> transportation officials will begin taking aggressive steps to \u003ca href=\"https://www.kqed.org/news/11983146/san-franciscos-new-parking-rules-set-to-displace-rv-community-near-sf-state\">stop oversized vehicles from parking overnight\u003c/a> on city streets.\u003c/p>\n\u003cp>The city’s Municipal Transportation Authority’s board approved the policy change, which allows the city to tow oversized vehicles if the people living inside them reject offers of shelter, housing or services. The Tuesday board meeting, which stretched into the night, was filled with residents united in their opposition to the proposal.\u003c/p>\n\u003cp>“This decision is clearly an attack on our most vulnerable communities and is not a solution,” Yessica Hernandez, a housing justice organizer with the Coalition on Homelessness, said during public comment. “Hiding a problem doesn’t solve it.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Mayor London Breed proposed the policy change. It comes as she and officials in other California cities crack down on encampments and unhoused people living on the streets. For years, vocal residents have urged officials to address blight and public safety issues sometimes caused by homeless encampments. Several San Francisco Supervisors, including Joel Engardio, Rafael Mandelman, Matt Dorsey and Catherine Stefani, support the proposal.\u003c/p>\n\u003cp>In July, Gov. Gavin Newsom \u003ca href=\"https://www.kqed.org/news/11997352/newsom-orders-state-agencies-to-dismantle-homeless-encampments-across-california\">issued an executive order\u003c/a> directing state officials to dismantle homeless encampments in public areas.\u003c/p>\n\u003cfigure id=\"attachment_12000146\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000146\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">RVs line Winston Drive in San Francisco on Oct. 17, 2023, near San Francisco State University. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>During the meeting, officials from the city’s Department of Homelessness and Supportive Housing insisted the policy would only be used as a last resort when dealing with RV dwellers who refuse offers for shelter or services.\u003c/p>\n\u003cp>“Nobody wants to see anybody on the streets and everybody, whether they live in an RV or not, want safe and clean and well maintained streets,” Dominica Henderson, a board member, said. “Doing nothing is not an option.”\u003c/p>\n\u003cp>The city’s current law does not allow RVs to park overnight on certain streets, while other streets allow it. More than 8,323 people are unhoused, according to \u003ca href=\"https://hsh.sfgov.org/about/research-and-reports/pit/#PIT-Count-Dashboard\">the city’s 2024 count\u003c/a>. About 9% of the 4,354 people who are unsheltered in San Francisco live in their vehicles.\u003c/p>\n\u003cp>MTA officials and the San Francisco Police Department will enforce the policy.\u003c/p>\n\u003cp>[aside postID=news_12006541 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240405-District5BOSRedistricting-001-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“City workers are out on the streets every day offering shelter and housing to people living in recreational vehicles,” Jeff Tumlin, SFMTA’s director of transportation, said in a statement. “This legislation will allow for parking enforcement if and when all those offers have been refused.\u003c/p>\n\u003cp>According to the Department of Homelessness and Supportive Housing, city officials have already moved 50 households from vehicles on \u003ca href=\"https://www.kqed.org/news/11965352/san-francisco-rv-community-fears-new-parking-rules-could-push-them-closer-to-homelessness\">Winston Drive near Stonestown Mall\u003c/a> and Zoo Road near Lake Merced into long-term housing since June after threatening to tow their vehicles.\u003c/p>\n\u003cp>Affordable housing activists and critics argue the proposed law does nothing to fix the lack of affordable housing in the city or access to safe parking sites.\u003c/p>\n\u003cp>“If the conversation was, ‘Give up your RV for permanent shelter,’ it would be a completely different conversation,” Lukas Illa, an organizer with the Coalition on Homelessness, said. “Shelter is so temporary. So many folks I have talked to desperately want permanent solutions. But that is not what’s being offered by the city.”\u003c/p>\n\u003ch2>What other housing questions do you have for KQED?\u003c/h2>\n\u003cp>Housing is one of the most crucial — and contentious — issues in the Bay Area, and here at KQED, we have a whole team dedicated to exploring \u003ca href=\"https://www.kqed.org/housing\">stories about housing affordability\u003c/a>.\u003c/p>\n\u003cp>As part of our work, we also want to bring you explainers and guides about housing in the region, offering practical advice and insight for renters, homeowners and unhoused folks on a wide range of housing situations. We also want you to send us your story ideas and tips, share your personal experience with housing in the Bay Area or volunteer to be one of the KQED readers and listeners we consult about housing stories.\u003c/p>\n\u003cp>\u003cstrong>So tell us: What housing question should we answer next?\u003c/strong>\u003c/p>\n\u003cp>You can use the comment box below to submit your question about housing in the Bay Area or California more widely. Or, maybe there’s a housing program you want explained or investigated. Whatever’s on your mind, use the Google Form below to talk to us. The information you provide here will be shared with the folks who work on KQED’s housing coverage, and we may follow up with you directly through the contact details you provide. (We’ll never share your information outside of KQED without your permission.) We won’t be able to reply to everyone who submits a question, but what you tell us will make our reporting stronger on KQED.org, KQED Public Radio and our social media channels.\u003c/p>\n\u003cp>https://docs.google.com/forms/d/e/1FAIpQLSfZ-ZKtuSHdeWqxooQwfEcr-oiOpdpJcf2RLZInU7aqjjQlRQ/viewform?embedded=true\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The policy change to San Francisco’s code, introduced by Mayor London Breed, allows the city to tow RVs and other oversized vehicles parked on city streets. ",
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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> transportation officials will begin taking aggressive steps to \u003ca href=\"https://www.kqed.org/news/11983146/san-franciscos-new-parking-rules-set-to-displace-rv-community-near-sf-state\">stop oversized vehicles from parking overnight\u003c/a> on city streets.\u003c/p>\n\u003cp>The city’s Municipal Transportation Authority’s board approved the policy change, which allows the city to tow oversized vehicles if the people living inside them reject offers of shelter, housing or services. The Tuesday board meeting, which stretched into the night, was filled with residents united in their opposition to the proposal.\u003c/p>\n\u003cp>“This decision is clearly an attack on our most vulnerable communities and is not a solution,” Yessica Hernandez, a housing justice organizer with the Coalition on Homelessness, said during public comment. “Hiding a problem doesn’t solve it.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mayor London Breed proposed the policy change. It comes as she and officials in other California cities crack down on encampments and unhoused people living on the streets. For years, vocal residents have urged officials to address blight and public safety issues sometimes caused by homeless encampments. Several San Francisco Supervisors, including Joel Engardio, Rafael Mandelman, Matt Dorsey and Catherine Stefani, support the proposal.\u003c/p>\n\u003cp>In July, Gov. Gavin Newsom \u003ca href=\"https://www.kqed.org/news/11997352/newsom-orders-state-agencies-to-dismantle-homeless-encampments-across-california\">issued an executive order\u003c/a> directing state officials to dismantle homeless encampments in public areas.\u003c/p>\n\u003cfigure id=\"attachment_12000146\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12000146\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/231017-LakeMercedRVs-020-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">RVs line Winston Drive in San Francisco on Oct. 17, 2023, near San Francisco State University. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>During the meeting, officials from the city’s Department of Homelessness and Supportive Housing insisted the policy would only be used as a last resort when dealing with RV dwellers who refuse offers for shelter or services.\u003c/p>\n\u003cp>“Nobody wants to see anybody on the streets and everybody, whether they live in an RV or not, want safe and clean and well maintained streets,” Dominica Henderson, a board member, said. “Doing nothing is not an option.”\u003c/p>\n\u003cp>The city’s current law does not allow RVs to park overnight on certain streets, while other streets allow it. More than 8,323 people are unhoused, according to \u003ca href=\"https://hsh.sfgov.org/about/research-and-reports/pit/#PIT-Count-Dashboard\">the city’s 2024 count\u003c/a>. About 9% of the 4,354 people who are unsheltered in San Francisco live in their vehicles.\u003c/p>\n\u003cp>MTA officials and the San Francisco Police Department will enforce the policy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“City workers are out on the streets every day offering shelter and housing to people living in recreational vehicles,” Jeff Tumlin, SFMTA’s director of transportation, said in a statement. “This legislation will allow for parking enforcement if and when all those offers have been refused.\u003c/p>\n\u003cp>According to the Department of Homelessness and Supportive Housing, city officials have already moved 50 households from vehicles on \u003ca href=\"https://www.kqed.org/news/11965352/san-francisco-rv-community-fears-new-parking-rules-could-push-them-closer-to-homelessness\">Winston Drive near Stonestown Mall\u003c/a> and Zoo Road near Lake Merced into long-term housing since June after threatening to tow their vehicles.\u003c/p>\n\u003cp>Affordable housing activists and critics argue the proposed law does nothing to fix the lack of affordable housing in the city or access to safe parking sites.\u003c/p>\n\u003cp>“If the conversation was, ‘Give up your RV for permanent shelter,’ it would be a completely different conversation,” Lukas Illa, an organizer with the Coalition on Homelessness, said. “Shelter is so temporary. So many folks I have talked to desperately want permanent solutions. But that is not what’s being offered by the city.”\u003c/p>\n\u003ch2>What other housing questions do you have for KQED?\u003c/h2>\n\u003cp>Housing is one of the most crucial — and contentious — issues in the Bay Area, and here at KQED, we have a whole team dedicated to exploring \u003ca href=\"https://www.kqed.org/housing\">stories about housing affordability\u003c/a>.\u003c/p>\n\u003cp>As part of our work, we also want to bring you explainers and guides about housing in the region, offering practical advice and insight for renters, homeowners and unhoused folks on a wide range of housing situations. We also want you to send us your story ideas and tips, share your personal experience with housing in the Bay Area or volunteer to be one of the KQED readers and listeners we consult about housing stories.\u003c/p>\n\u003cp>\u003cstrong>So tell us: What housing question should we answer next?\u003c/strong>\u003c/p>\n\u003cp>You can use the comment box below to submit your question about housing in the Bay Area or California more widely. Or, maybe there’s a housing program you want explained or investigated. Whatever’s on your mind, use the Google Form below to talk to us. The information you provide here will be shared with the folks who work on KQED’s housing coverage, and we may follow up with you directly through the contact details you provide. (We’ll never share your information outside of KQED without your permission.) We won’t be able to reply to everyone who submits a question, but what you tell us will make our reporting stronger on KQED.org, KQED Public Radio and our social media channels.\u003c/p>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe\n src='https://docs.google.com/forms/d/e/1FAIpQLSfZ-ZKtuSHdeWqxooQwfEcr-oiOpdpJcf2RLZInU7aqjjQlRQ/viewform?embedded=true?embedded=true'\n title='https://docs.google.com/forms/d/e/1FAIpQLSfZ-ZKtuSHdeWqxooQwfEcr-oiOpdpJcf2RLZInU7aqjjQlRQ/viewform?embedded=true'\n width='760' height='500'\n frameborder='0'\n marginheight='0' marginwidth='0'>\u003c/iframe>\u003c/div>\u003c/p>\u003cp>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SFMTA Cites Improved Road Safety With Valencia Street Bike Lane, but Some Disagree",
"headTitle": "SFMTA Cites Improved Road Safety With Valencia Street Bike Lane, but Some Disagree | KQED",
"content": "\u003cp>The center-running bike lane in the business and nightlife hub of Valencia Street in San Francisco — which has drawn heavy criticism from many business owners in the area and avid cyclists — has shown to improve road safety, according to an initial progress report from the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID,” said Jeffrey Tumlin, SFMTA director, during a media roundtable Thursday.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Jeffrey Tumlin, director, SFMTA\"]‘We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID.’[/pullquote]The \u003ca href=\"https://protect-us.mimecast.com/s/SJv-CJ6PLruKlZWlSGvLXR?domain=sfmta.com\">agency’s report\u003c/a> analyzes the first three months of traffic data on Valencia Street since the center-running bike lane \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">launched as part of a pilot\u003c/a>, which began in August 2023. This project also changed traffic and parking rules on the corridor from 15th to 23rd streets.\u003c/p>\n\u003cp>SFMTA embarked on the pilot to address safety concerns on the corridor. Valencia Street is on the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">high-injury network\u003c/a> for serious traffic injuries and deaths, and before the mid-Valencia pilot, the former side-running bike lane was often used as a de facto loading zone for double-parked drivers working for app-based delivery and ride-hailing services. Since drivers often blocked the bike lanes, cyclists were forced to swerve into traffic, causing an average of two collisions a month, according to the agency.\u003c/p>\n\u003cp>The strategy of converting the bike lane has led to a 77% reduction in double parking in the pilot area over the first three months, according to the latest SFMTA report.\u003c/p>\n\u003cp>But Tumlin also acknowledged that the pilot has created new issues. According to SFMTA’s report, there were 20 collisions in the pilot area from August through December, and drivers making illegal left or U-turns caused seven of those collisions. To make the center-running bikeway feasible, left-turn restrictions had to be put in place throughout the pilot area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So we’re working right now on design changes, as well as partnering with the San Francisco Police Department in order to reduce the amount of illegal turning movements by motorists in the corridor that have created some early concern for us in the data,” Tumlin said.\u003c/p>\n\u003cp>While some commuters have said they feel safer with the bike lane’s current configuration, many cyclists have voiced strong opposition.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11971747,news_11962992,news_11941576\"]“SFMTA should take immediate action to replace the center bikeway with curbside protected bike lanes in order to help local businesses, reduce car traffic, and make Valencia more appealing for people to visit.” said Luke Bornheimer, a sustainable transportation advocate who has called the center-running bike lanes design “dangerous” and “unintuitive.”\u003c/p>\n\u003cp>Some small business owners along the hub of Valencia Street have also organized against the bike lane. They say the pilot’s conversion of general parking spaces to a new kind of dual-use loading zone has decreased would-be customers visiting their shops. Many businesses on the corridor now sports signs in their front windows reading: “This bike lane is killing small businesses and our vibrant community.”\u003c/p>\n\u003cp>“If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA,” said Kevin Ortiz, co-president of the San Francisco Latinx Democratic Club. “Any new design must be carefully vetted with community and business stakeholders, not in the top-down approach SFMTA usually approaches these ‘pilot’ projects with.”\u003c/p>\n\u003cp>From the beginning, SFMTA officials have been adamant that they would rip up the pilot project and implement a new design if the current pilot was not working. Tumlin said the agency is currently in conversations with merchants and other stakeholders on the corridor to figure out potential next steps.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Kevin Ortiz, co-president, San Francisco Latinx Democratic Club\"]‘If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA.’[/pullquote]“We’re getting the sense that there is a lot of interest in pivoting to a side-running protected bike lane,” Tumlin said.\u003c/p>\n\u003cp>This could mean a change to the current center-running bike lane that would preserve restaurant parklets — mirroring a design on Telegraph Avenue in Oakland and in Manhattan. In this kind of design, the bike lane hugs the sidewalk on one side, and parklets and parking for cars are on the other side, thereby protecting cyclists from moving traffic.\u003c/p>\n\u003cp>However, any significant change to the street would require an SFMTA Board of Directors vote and around seven months of planning and construction. For now, the agency is asking the public to be patient with the new design.\u003c/p>\n\u003cp>SFMTA staff will present their findings Tuesday to its Board of Directors, and there will be public comment.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The center-running bike lane in the business and nightlife hub of Valencia Street in San Francisco — which has drawn heavy criticism from many business owners in the area and avid cyclists — has shown to improve road safety, according to an initial progress report from the San Francisco Municipal Transportation Agency.\u003c/p>\n\u003cp>“We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID,” said Jeffrey Tumlin, SFMTA director, during a media roundtable Thursday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘We basically eliminated the conflicts between double-parking motorists and bikes. We provided safe spaces for cyclists, and we significantly reduced the types of collisions that we had been seeing pre-COVID.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The \u003ca href=\"https://protect-us.mimecast.com/s/SJv-CJ6PLruKlZWlSGvLXR?domain=sfmta.com\">agency’s report\u003c/a> analyzes the first three months of traffic data on Valencia Street since the center-running bike lane \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">launched as part of a pilot\u003c/a>, which began in August 2023. This project also changed traffic and parking rules on the corridor from 15th to 23rd streets.\u003c/p>\n\u003cp>SFMTA embarked on the pilot to address safety concerns on the corridor. Valencia Street is on the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">high-injury network\u003c/a> for serious traffic injuries and deaths, and before the mid-Valencia pilot, the former side-running bike lane was often used as a de facto loading zone for double-parked drivers working for app-based delivery and ride-hailing services. Since drivers often blocked the bike lanes, cyclists were forced to swerve into traffic, causing an average of two collisions a month, according to the agency.\u003c/p>\n\u003cp>The strategy of converting the bike lane has led to a 77% reduction in double parking in the pilot area over the first three months, according to the latest SFMTA report.\u003c/p>\n\u003cp>But Tumlin also acknowledged that the pilot has created new issues. According to SFMTA’s report, there were 20 collisions in the pilot area from August through December, and drivers making illegal left or U-turns caused seven of those collisions. To make the center-running bikeway feasible, left-turn restrictions had to be put in place throughout the pilot area.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So we’re working right now on design changes, as well as partnering with the San Francisco Police Department in order to reduce the amount of illegal turning movements by motorists in the corridor that have created some early concern for us in the data,” Tumlin said.\u003c/p>\n\u003cp>While some commuters have said they feel safer with the bike lane’s current configuration, many cyclists have voiced strong opposition.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“SFMTA should take immediate action to replace the center bikeway with curbside protected bike lanes in order to help local businesses, reduce car traffic, and make Valencia more appealing for people to visit.” said Luke Bornheimer, a sustainable transportation advocate who has called the center-running bike lanes design “dangerous” and “unintuitive.”\u003c/p>\n\u003cp>Some small business owners along the hub of Valencia Street have also organized against the bike lane. They say the pilot’s conversion of general parking spaces to a new kind of dual-use loading zone has decreased would-be customers visiting their shops. Many businesses on the corridor now sports signs in their front windows reading: “This bike lane is killing small businesses and our vibrant community.”\u003c/p>\n\u003cp>“If the goal was to systematically destroy the livelihood of the Valencia corridor, then it has been a complete success for the SFMTA,” said Kevin Ortiz, co-president of the San Francisco Latinx Democratic Club. “Any new design must be carefully vetted with community and business stakeholders, not in the top-down approach SFMTA usually approaches these ‘pilot’ projects with.”\u003c/p>\n\u003cp>From the beginning, SFMTA officials have been adamant that they would rip up the pilot project and implement a new design if the current pilot was not working. Tumlin said the agency is currently in conversations with merchants and other stakeholders on the corridor to figure out potential next steps.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We’re getting the sense that there is a lot of interest in pivoting to a side-running protected bike lane,” Tumlin said.\u003c/p>\n\u003cp>This could mean a change to the current center-running bike lane that would preserve restaurant parklets — mirroring a design on Telegraph Avenue in Oakland and in Manhattan. In this kind of design, the bike lane hugs the sidewalk on one side, and parklets and parking for cars are on the other side, thereby protecting cyclists from moving traffic.\u003c/p>\n\u003cp>However, any significant change to the street would require an SFMTA Board of Directors vote and around seven months of planning and construction. For now, the agency is asking the public to be patient with the new design.\u003c/p>\n\u003cp>SFMTA staff will present their findings Tuesday to its Board of Directors, and there will be public comment.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway",
"headTitle": "SF Officials Say Cycling Is Up on Valencia Street, Not Down, Since Installation of Bikeway | KQED",
"content": "\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11962992,news_11941576,news_11755352\"]The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials say a recently released draft report showing a sharp drop in cyclists, drivers and pedestrians along Valencia Street since the installation of a controversial bike lane last summer doesn’t accurately represent the current state of traffic on the corridor.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.documentcloud.org/documents/24254002-sfmta-draft-report-mid-valencia-pilot-1-month\" target=\"_blank\" rel=\"noopener\">draft report\u003c/a> from the city’s Municipal Transportation Agency, released via a public records request on Wednesday, was the first snapshot of data showing how the Mid-Valencia Pilot has changed use of the corridor. The pilot installed a center-running bike lane and changed driving and parking restrictions on the street.\u003c/p>\n\u003cp>The data in the draft report measures vehicle, bicycle and pedestrian traffic at certain intersections on the corridor for a single month last September and compares it to conditions nearly a year earlier, in October 2022.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The report shows that bike traffic along Valencia Street declined by as much as 53% in September compared to the previous October. It also shows a significant drop in daily motor vehicle volume, as much as a 42% decline, especially in the northern portion of the corridor. Peak pedestrian volumes also declined as much as 42% in some locations, with an overall 18% decline.\u003c/p>\n\u003cp>In \u003ca href=\"https://www.sfmta.com/project-updates/valencia-bikeway-improvements-january-2024-project-update\" target=\"_blank\" rel=\"noopener\">a press release\u003c/a> Thursday, SFMTA said the draft report “only accounts for a small portion of our evaluation period during which cyclists were returning to Valencia Street after the pilot construction period.”\u003c/p>\n\u003cp>The agency says it is finalizing a three-month evaluation report and added that it estimates average daily bike volume is about 3% higher than before the pilot began. The agency says the September drop in drivers, cyclists and pedestrians seen in the draft report was due to cyclists slowly returning to the street after the bike lane was completed. Construction began in mid-April, but the center-running bikeway didn’t open until Aug. 1.\u003c/p>\n\u003cp>When the draft report was first released Wednesday, opponents of the Mid-Valencia Pilot say the decline in bike traffic shows the pilot is failing to achieve its goals.\u003c/p>\n\u003cp>The data was reportedly obtained through an anonymous public records request and released by Luke Bornheimer, an independent safe streets advocate and a leading critic of the bike lane.\u003c/p>\n\u003cp>“This unprecedented decrease in people biking on Valencia Street should be a wake-up call to Mayor Breed and the SFMTA Board of Directors,” Bornheimer says in a press release.\u003c/p>\n\u003cp>Improving traffic safety was also a major priority of the pilot. Valencia Street is on the city’s high-injury network. Three pedestrians have been struck and killed on Valencia Street since 2020. One, 80-year-old Jian Huang of San Francisco, was struck and killed last September by a driver who was turning left onto Valencia.\u003c/p>\n\u003cp>Some aspects of the draft report show the pilot was achieving some of the SFMTA’s goals.\u003c/p>\n\u003cp>The report shows a steep decrease in vehicles double-parking and loading in the bike lane, one of the project’s major goals. Before the pilot, people working for ride-hailing apps and app-based delivery services would often double-park in the existing bike lane, forcing cyclists to make a dangerous merge into the vehicle lane. In instituting the pilot, SFMTA says it’s tried to walk a line between improving traffic safety and preserving business access.\u003c/p>\n\u003cp>But a growing chorus of business owners on Valencia Street have complained that the pilot has led to a steep drop in sales.\u003c/p>\n\u003cp>The live music venue Amado’s, which had been in operation for eight years at 21st and Valencia, closed in November and blamed the pilot for an 80% drop in revenue. As part of the pilot, SFMTA eliminated 71 metered parking spots and converted them into loading zones.\u003c/p>\n\u003cp>“It became completely untenable for artists, staff trying to find parking, and mainly, any kind of customer that would like to come and enjoy our venue,” says Amado’s owner, David Quinby, in an interview.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since the start of the pilot, SFMTA says it has responded to complaints like these from businesses by converting seven loading zone spaces per block back to general parking.\u003c/p>\n\u003cp>The agency says it is exploring an alternative design to the center-running bikeway pilot that would relocate the bike lane to the side of the street, between the sidewalk and parked cars.\u003c/p>\n\u003cp>But to business owners like Quinby — the small slice of data in the draft report proves that the current street configuration is a failed experiment.\u003c/p>\n\u003cp>“The public is actively avoiding Valencia Street, which is killing our community,” Quinby says.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Advocates Rally at Fatal Crash Site in SoMa, Demanding Safer Streets",
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"headTitle": "Advocates Rally at Fatal Crash Site in SoMa, Demanding Safer Streets | KQED",
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"content": "\u003cp>A week after a 4-year-old girl in a stroller was struck and killed by a car just blocks from Oracle Park in San Francisco, over a hundred advocates on Tuesday evening gathered at the crosswalk where the crash occurred, many pushing empty strollers and chanting “never again,” demanding local leaders take immediate action to improve pedestrian safety in the city.[pullquote size=\"medium\" align=\"right\" citation=\"Jodie Medeiros, executive director, Walk SF\"]‘Our streets are designed for people, for people’s safety, for safe streets.’[/pullquote]Last week’s tragic incident — at the intersection of Fourth and King streets in the South of Market neighborhood — marks the 11th pedestrian death in San Francisco so far this year, according to the advocacy group Walk San Francisco, which organized the rally. Last year, \u003ca href=\"https://sfgov.org/scorecards/transportation/traffic-fatalities\">20 people on foot\u003c/a> were struck and killed by vehicles. At Tuesday’s rally and memorial, Walk SF Executive Director Jodie Medeiros called on the city to take swift, decisive action to prevent future tragedies.\u003c/p>\n\u003cp>“We are all here today to make sure that something finally and truly changes,” she said. “Our streets are designed for people, for people’s safety, for safe streets.”\u003c/p>\n\u003cfigure id=\"attachment_11958867\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958867\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg\" alt='A memorial in an outdoor setting combining stuffed animals and signage including one reading \"May all the children can walk across streets safely.\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, executive director of Walk SF, speaks during a protest to demand safe streets on Fourth and King streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>[aside postID=\"news_11956244,news_11927758,news_11929172\" label=\"Related Stories\"]The rally comes a day after Mayor London Breed instructed the San Francisco Municipal Transportation Agency to quickly eliminate one right-turn lane at the Fourth and King street intersection and change the turn signal from green to yellow, among other safety measures. Breed also directed the agency to submit a plan to markedly improve safety conditions at all intersections listed in the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">High Injury Network\u003c/a>, before the end of 2024. Possible safety measures would likely include allowing pedestrians more time to cross streets, increasing crosswalk visibility by using thick vertical striping and installing barriers that would force turning cars to slow down.\u003c/p>\n\u003cp>“This is a heartbreaking incident that took the life of an innocent child, leaving a family changed forever and our community deeply saddened. I know I speak for every San Franciscan in continuing to hold this family in our thoughts and prayers,” Breed said in a statement. “Our streets and roads in San Francisco should be safe for everyone to enjoy without feeling their lives are in danger, which is why I have directed the SFMTA to take immediate action to prevent this from happening again.”\u003c/p>\n\u003cfigure id=\"attachment_11958865\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11958865\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg\" alt=\"A person with long hair and a child beside them speaks to a crowd in an outdoor space.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lian Chikako Chang, from Walk SF, alongside her son Jay, 6, speaks during a rally to demand safe streets on Fourth and King Streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The incident occurred in the early evening of Aug. 15, when a silver SUV in one of two right-turn lanes, plowed into the girl, who was being pushed in a stroller by her parents. The girl, whose name has not been released, was pronounced dead after arriving at San Francisco General Hospital. Her father, who was also struck by the vehicle, suffered serious injuries.\u003c/p>\n\u003cp>The driver was identified as a 71-year-old woman, who police arrested for \u003ca class=\"c-link\" href=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" target=\"_blank\" rel=\"noopener noreferrer\" data-stringify-link=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" data-sk=\"tooltip_parent\">vehicular manslaughter and three counts of failure to yield to pedestrians\u003c/a>, according to the department. Police said she was cooperative and did not appear to be under the influence of drugs or alcohol.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency chief Jeffrey Tumlin addressed demonstrators on Tuesday, pledging that his agency’s rapid response team would complete the safety improvements to the intersection within three weeks — which he said would also include removing one of the two right turn lanes.\u003c/p>\n\u003cp>“No family should ever have to endure a tragedy like [what] happened here a week ago,” said Jeffrey Tumlin, SFMTA’s transportation director during the rally. “In fact, it should just be a basic fact of life in any normal city that any family should feel safe and comfortable bringing a child out in every street in San Francisco.”\u003c/p>\n\u003cfigure id=\"attachment_11958866\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958866\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg\" alt=\"People cross a city intersection.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People cross the intersection at Fourth and King streets in San Francisco on Aug. 22, 2023, while traffic enforcement officers help guide traffic. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cdiv class=\"c-message_kit__attachments\">\n\u003cdiv class=\"c-message_attachment__delete_container\">\u003c/div>\n\u003c/div>\n\u003cp>But some advocates said that while the city’s action is a good first step, it doesn’t go far enough to ensure the safety of pedestrians crossing many of the city’s most dangerous streets.\u003c/p>\n\u003cp>“The city needs to move quickly to not just fix [the Fourth and King street] intersection, but all 900 intersections on the High Injury Network,” Janelle Wong, executive director of the San Francisco Bicycle Coalition, told demonstrators. “There are over 30 neighborhood streets in San Francisco that feed into a freeway entrance or an exit. And these streets need to be treated as neighborhood streets. Designed for people’s safety is the priority, and not traffic flow.”\u003c/p>\n\u003cp>Shortly after Tuesday’s rally, a group of activists took matters into their own hands and used traffic cones and other barriers to \u003ca href=\"https://twitter.com/SafeStreetRebel/status/1694221866091901343\">shut down the turning lane\u003c/a> where the accident occurred.\u003c/p>\n\u003cp>“Today at the vigil, SFMTA said it would take 3 weeks to do a ‘quick build’ to make the intersection safer,” the group Safe Street Rebel said on X, formerly known as Twitter. “That’s too long to wait. So we did our own quick build tonight and closed one of the turn lanes.”\u003c/p>\n\u003cp>https://twitter.com/SafeStreetRebel/status/1694221866091901343\u003c/p>\n\u003cp>Walk SF has previously called attention to this and other intersections in the city that it says are among the most dangerous for pedestrians. The group leads the \u003ca href=\"https://walksf.org/our-work/campaigns/vision-zero/vision-zero-coalition/\">Vision Zero Coalition\u003c/a>, which includes over 35 nonprofit organizations representing communities across the city most impacted by traffic deaths.\u003c/p>\n\u003cp>The Vision Zero plan, which was adopted as a policy by the city in 2014, calls for using speed cameras, building protected bike lanes, and designing transportation systems that reduce the risk of severe injury or death.\u003c/p>\n\u003cp>Despite the effort, 39 people were killed in traffic crashes in San Francisco in 2022 — including pedestrians, drivers and bikers — the highest number of deaths since 2007.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A week after an SUV struck and killed a 4-year-old girl in a stroller at a busy intersection in San Francisco’s SoMa neighborhood, pedestrian safety advocates rallied to demand the city immediately improve safety conditions.",
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"title": "Advocates Rally at Fatal Crash Site in SoMa, Demanding Safer Streets | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A week after a 4-year-old girl in a stroller was struck and killed by a car just blocks from Oracle Park in San Francisco, over a hundred advocates on Tuesday evening gathered at the crosswalk where the crash occurred, many pushing empty strollers and chanting “never again,” demanding local leaders take immediate action to improve pedestrian safety in the city.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Last week’s tragic incident — at the intersection of Fourth and King streets in the South of Market neighborhood — marks the 11th pedestrian death in San Francisco so far this year, according to the advocacy group Walk San Francisco, which organized the rally. Last year, \u003ca href=\"https://sfgov.org/scorecards/transportation/traffic-fatalities\">20 people on foot\u003c/a> were struck and killed by vehicles. At Tuesday’s rally and memorial, Walk SF Executive Director Jodie Medeiros called on the city to take swift, decisive action to prevent future tragedies.\u003c/p>\n\u003cp>“We are all here today to make sure that something finally and truly changes,” she said. “Our streets are designed for people, for people’s safety, for safe streets.”\u003c/p>\n\u003cfigure id=\"attachment_11958867\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958867\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg\" alt='A memorial in an outdoor setting combining stuffed animals and signage including one reading \"May all the children can walk across streets safely.\"' width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68198_230822-SafeStreetsProtest-05-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, executive director of Walk SF, speaks during a protest to demand safe streets on Fourth and King streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The rally comes a day after Mayor London Breed instructed the San Francisco Municipal Transportation Agency to quickly eliminate one right-turn lane at the Fourth and King street intersection and change the turn signal from green to yellow, among other safety measures. Breed also directed the agency to submit a plan to markedly improve safety conditions at all intersections listed in the city’s \u003ca href=\"https://sfgov.maps.arcgis.com/apps/webappviewer/index.html?id=b2743a3fc0b14dd9814cf6668fc34773\">High Injury Network\u003c/a>, before the end of 2024. Possible safety measures would likely include allowing pedestrians more time to cross streets, increasing crosswalk visibility by using thick vertical striping and installing barriers that would force turning cars to slow down.\u003c/p>\n\u003cp>“This is a heartbreaking incident that took the life of an innocent child, leaving a family changed forever and our community deeply saddened. I know I speak for every San Franciscan in continuing to hold this family in our thoughts and prayers,” Breed said in a statement. “Our streets and roads in San Francisco should be safe for everyone to enjoy without feeling their lives are in danger, which is why I have directed the SFMTA to take immediate action to prevent this from happening again.”\u003c/p>\n\u003cfigure id=\"attachment_11958865\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11958865\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg\" alt=\"A person with long hair and a child beside them speaks to a crowd in an outdoor space.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68217_230822-SafeStreetsProtest-33-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Lian Chikako Chang, from Walk SF, alongside her son Jay, 6, speaks during a rally to demand safe streets on Fourth and King Streets in San Francisco on Aug. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The incident occurred in the early evening of Aug. 15, when a silver SUV in one of two right-turn lanes, plowed into the girl, who was being pushed in a stroller by her parents. The girl, whose name has not been released, was pronounced dead after arriving at San Francisco General Hospital. Her father, who was also struck by the vehicle, suffered serious injuries.\u003c/p>\n\u003cp>The driver was identified as a 71-year-old woman, who police arrested for \u003ca class=\"c-link\" href=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" target=\"_blank\" rel=\"noopener noreferrer\" data-stringify-link=\"https://www.sfchronicle.com/sf/article/intersection-death-4-year-old-arrest-18301658.php\" data-sk=\"tooltip_parent\">vehicular manslaughter and three counts of failure to yield to pedestrians\u003c/a>, according to the department. Police said she was cooperative and did not appear to be under the influence of drugs or alcohol.\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency chief Jeffrey Tumlin addressed demonstrators on Tuesday, pledging that his agency’s rapid response team would complete the safety improvements to the intersection within three weeks — which he said would also include removing one of the two right turn lanes.\u003c/p>\n\u003cp>“No family should ever have to endure a tragedy like [what] happened here a week ago,” said Jeffrey Tumlin, SFMTA’s transportation director during the rally. “In fact, it should just be a basic fact of life in any normal city that any family should feel safe and comfortable bringing a child out in every street in San Francisco.”\u003c/p>\n\u003cfigure id=\"attachment_11958866\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11958866\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg\" alt=\"People cross a city intersection.\" width=\"800\" height=\"533\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS68229_230822-SafeStreetsProtest-45-BL-KQED.jpg 2000w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People cross the intersection at Fourth and King streets in San Francisco on Aug. 22, 2023, while traffic enforcement officers help guide traffic. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cdiv class=\"c-message_kit__attachments\">\n\u003cdiv class=\"c-message_attachment__delete_container\">\u003c/div>\n\u003c/div>\n\u003cp>But some advocates said that while the city’s action is a good first step, it doesn’t go far enough to ensure the safety of pedestrians crossing many of the city’s most dangerous streets.\u003c/p>\n\u003cp>“The city needs to move quickly to not just fix [the Fourth and King street] intersection, but all 900 intersections on the High Injury Network,” Janelle Wong, executive director of the San Francisco Bicycle Coalition, told demonstrators. “There are over 30 neighborhood streets in San Francisco that feed into a freeway entrance or an exit. And these streets need to be treated as neighborhood streets. Designed for people’s safety is the priority, and not traffic flow.”\u003c/p>\n\u003cp>Shortly after Tuesday’s rally, a group of activists took matters into their own hands and used traffic cones and other barriers to \u003ca href=\"https://twitter.com/SafeStreetRebel/status/1694221866091901343\">shut down the turning lane\u003c/a> where the accident occurred.\u003c/p>\n\u003cp>“Today at the vigil, SFMTA said it would take 3 weeks to do a ‘quick build’ to make the intersection safer,” the group Safe Street Rebel said on X, formerly known as Twitter. “That’s too long to wait. So we did our own quick build tonight and closed one of the turn lanes.”\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Walk SF has previously called attention to this and other intersections in the city that it says are among the most dangerous for pedestrians. The group leads the \u003ca href=\"https://walksf.org/our-work/campaigns/vision-zero/vision-zero-coalition/\">Vision Zero Coalition\u003c/a>, which includes over 35 nonprofit organizations representing communities across the city most impacted by traffic deaths.\u003c/p>\n\u003cp>The Vision Zero plan, which was adopted as a policy by the city in 2014, calls for using speed cameras, building protected bike lanes, and designing transportation systems that reduce the risk of severe injury or death.\u003c/p>\n\u003cp>Despite the effort, 39 people were killed in traffic crashes in San Francisco in 2022 — including pedestrians, drivers and bikers — the highest number of deaths since 2007.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>After years of controversy, delays, political rancor, costly errors and going over budget, San Francisco’s Municipal Transportation Agency on Saturday \u003ca href=\"https://www.sfchronicle.com/sf/article/muni-central-subway-17593546.php\">opened the long-awaited Central Subway\u003c/a> that will eventually connect Sunnydale to Chinatown on the Muni 3rd Street line in what is being hailed as a historic accomplishment for the city.[pullquote size=\"medium\" align=\"right\" citation=\"Malcolm Yeung, executive director, Chinatown Community Development Center\"]‘I think this sends a signal to the city and the world that Chinatown is a permanent part of the fabric of San Francisco and it needs to be valued as such — and is valued as such.’[/pullquote]\u003c/p>\n\u003cp>“It means a lot, because as someone who grew up taking trips to Chinatown with my grandparents, it wasn’t an easy trip — having to walk through hills and having to take multiple bus rides — and I think this really centralizes it and gives people, like my younger self and my grandparents, an opportunity to reach places that they previously had a lot more trouble reaching,” said Adrianna Zhang, who serves as the District 7 representative on the San Francisco Youth Commission.\u003c/p>\n\u003cp>The original line will run weekends between Chinatown-Rose Pak Station, and 4th and Brannan streets. On Jan. 7, however, the line will run its full course seven days a week, direct from Sunnydale, Bayview and Visitacion Valley all the way to SoMa, Union Square and Chinatown, extending the Muni Metro T-3rd Street line on 3rd Street.\u003c/p>\n\u003cp>SFMTA’s Central Subway Project was always expected to be a complex and difficult undertaking, going underneath the Union Square area and Chinatown — not only one of the densest parts of the city, but one of the densest residential areas in the entire U.S.\u003c/p>\n\u003cp>Those expectations proved to be well-founded. The project ended up costing $2 billion and went significantly over budget due to various construction delays. All in all, it was completed four years later than planned.\u003c/p>\n\u003cfigure id=\"attachment_11932880\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0665-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11932880\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0665-800x450.jpeg\" alt=\"Bright blue and bright pink ornamented dragon costumes are seen on the street with several children holding up decorated poles.\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-1536x864.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-2048x1152.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-1920x1080.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Lion dancers from the Yau Kung Moon school are seen celebrating the opening of the Chinatown-Rose Pak Station on Grant Avenue and Stockton Street, Nov. 19, 2022. \u003ccite>(Ekene Okobi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project finally overcame those hurdles with the Nov. 19 opening, and is being hailed as a monumental accomplishment for San Francisco in terms of its commitment to transit over fossil-fuel vehicles, its commitment to a community where 80% of residents are estimated to be transit-dependent, and its overall commitment to moving people in the least environmentally harmful way possible.\u003c/p>\n\u003cfigure id=\"attachment_11932853\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11932853\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/RS60338_DSC09557-qut.jpg\" alt=\"Families in line to board the train at Rose Pak station.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Locals used the Central Subway for the first time on Nov. 19, 2022. An estimated 80% of Chinatown residents rely on public transit. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the Central Subway has meant a great deal for one neighborhood in particular, where Saturday’s opening was seen and celebrated as a victory: Chinatown.\u003c/p>\n\u003cp>Residents, business owners and community leaders in Chinatown fought hard for years to bring the Central Subway project to their neighborhood after it was initially slated to go to the Financial District, with various local organizations lending their weight, including the Chinese Chamber of Commerce and the Chinatown Community Development Center, among others.\u003c/p>\n\u003cp>“I think this sends a signal to the city and the world that Chinatown is a permanent part of the fabric of San Francisco and it needs to be valued as such — and \u003cem>is\u003c/em> valued as such,” said Malcolm Yeung, executive director of the Chinatown Community Development Center, adding that the Central Subway is an important part of Chinatown history and that the opening of this new line is the start of a new chapter for the community.\u003c/p>\n\u003cp>“We can think of Chinatown as a place where we can build upon the culture and the anchor that this has brought for generations of immigrants and San Franciscans,” Yeung said.\u003c/p>\n\u003cfigure id=\"attachment_11932845\" class=\"wp-caption alignnone\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11932845\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/muni-1022-metro.jpeg\" alt=\"A map of the Central Subway line effective January 2023.\" width=\"1200\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro.jpeg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro-800x800.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro-1020x1020.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro-160x160.jpeg 160w\" sizes=\"(max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">A map of the Muni lines in San Francisco, including the 3rd Street line that will be effective on January 2023. \u003ccite>(Courtesy of SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the political fight to bring the line to Chinatown was actually led by \u003ca href=\"https://www.kqed.org/news/11768712/chinatown-subway-station-to-be-named-after-rose-pak-controversial-s-f-power-broker\">an unlikely and controversial figure after whom the Chinatown station was eventually renamed\u003c/a> on Aug. 20, 2019: Rose Pak.\u003c/p>\n\u003cp>Pak, who died in 2016 at age 68, had a penchant for the dramatic and a brusque, unapologetic style that won her as many opponents as it did supporters. But, love her or hate her, it was Pak’s passionate drive that won the day and brought the Central Subway to Chinatown.\u003c/p>\n\u003cfigure id=\"attachment_11932879\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0681-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11932879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0681-800x600.jpeg\" alt='Three display boards showing various pictures of people and a red banner that says \"Chinatown Rose Park Station.\"' width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-2048x1536.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-1920x1440.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A photo display of various stages of the development of Rose Pak Station, Nov. 19, 2022. \u003ccite>(Ekene Okobi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m happy for Chinatown,” said Donald Luu, president of the San Francisco Chinese Chamber of Commerce. “We waited 30 years for this day. The thing that everyone touched on today was the impact of Rose Pak, how this launched the legacy, and the legend continues in Chinatown with the name of the station in Chinatown, Rose Pak Station. This day and the celebration will be in the history books for Chinatown and the Chinese community of San Francisco.”\u003c/p>\n\u003cp>Pak was a former consultant for the Chinese Chamber of Commerce and organizer of the Chinese New Year Parade in San Francisco, but never held an elective office. Nevertheless, she was a force to be reckoned with in the Chinatown community, considered by many to be a power broker and an effective fundraiser, with her support making — and sometimes breaking — electoral campaigns in local politics. \u003csup id=\"cite_ref-Wildermuth_2-1\" class=\"reference\">\u003c/sup>\u003c/p>\n\u003cp>Born in Henan, China, Pak moved to Hong Kong as a child and then to San Francisco in 1967. After studying communications at the San Francisco College for Women and receiving her master’s degree in journalism from Columbia University in New York City, Pak returned to San Francisco in 1974 to work as a reporter for The San Francisco Chronicle, taking on the Chinatown beat and immersing herself in the city’s Asian community — until she went from reporting news to making it.\u003c/p>\n\u003cfigure id=\"attachment_11932854\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11932854\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/RS60333_DSC09495-qut.jpg\" alt=\"A train departs in the subway as passengers stand by on the platform.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The Central Subway will run from Chinatown-Rose Pak Station to 4th and Brannan on weekends until January when the full 3rd St. line will open, extending from Chinatown all the way to Sunnydale. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pak led fundraising and community leadership efforts on a number of issues and projects — many controversial — including Chinese Hospital, the 8 Washington condominium project in Embarcadero, and the Embarcadero Freeway. But when the freeway came down in the 1989 Loma Prieta earthquake, Pak began advocating for the construction of Central Subway, an idea of hers that went all the way back to the 1980s, four decades before the project was finally completed and opened on Saturday.\u003c/p>\n\u003cp>“We needed another transit corridor, another way of connecting to Chinatown, and it was Rose Pak who was that visionary leader who led the charge,” said Yeung.\u003c/p>\n\u003cp>\u003cem>KQED’s Dan Brekke, Ekene Okobi, Spencer Whitney and Attila Pelit contributed to this story.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After years of controversy, delays, political rancor, costly errors and going over budget, San Francisco’s Municipal Transportation Agency on Saturday \u003ca href=\"https://www.sfchronicle.com/sf/article/muni-central-subway-17593546.php\">opened the long-awaited Central Subway\u003c/a> that will eventually connect Sunnydale to Chinatown on the Muni 3rd Street line in what is being hailed as a historic accomplishment for the city.\u003c/p>\u003c/div>",
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"content": "‘I think this sends a signal to the city and the world that Chinatown is a permanent part of the fabric of San Francisco and it needs to be valued as such — and is valued as such.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It means a lot, because as someone who grew up taking trips to Chinatown with my grandparents, it wasn’t an easy trip — having to walk through hills and having to take multiple bus rides — and I think this really centralizes it and gives people, like my younger self and my grandparents, an opportunity to reach places that they previously had a lot more trouble reaching,” said Adrianna Zhang, who serves as the District 7 representative on the San Francisco Youth Commission.\u003c/p>\n\u003cp>The original line will run weekends between Chinatown-Rose Pak Station, and 4th and Brannan streets. On Jan. 7, however, the line will run its full course seven days a week, direct from Sunnydale, Bayview and Visitacion Valley all the way to SoMa, Union Square and Chinatown, extending the Muni Metro T-3rd Street line on 3rd Street.\u003c/p>\n\u003cp>SFMTA’s Central Subway Project was always expected to be a complex and difficult undertaking, going underneath the Union Square area and Chinatown — not only one of the densest parts of the city, but one of the densest residential areas in the entire U.S.\u003c/p>\n\u003cp>Those expectations proved to be well-founded. The project ended up costing $2 billion and went significantly over budget due to various construction delays. All in all, it was completed four years later than planned.\u003c/p>\n\u003cfigure id=\"attachment_11932880\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0665-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11932880\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0665-800x450.jpeg\" alt=\"Bright blue and bright pink ornamented dragon costumes are seen on the street with several children holding up decorated poles.\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-1536x864.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-2048x1152.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0665-1920x1080.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Lion dancers from the Yau Kung Moon school are seen celebrating the opening of the Chinatown-Rose Pak Station on Grant Avenue and Stockton Street, Nov. 19, 2022. \u003ccite>(Ekene Okobi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project finally overcame those hurdles with the Nov. 19 opening, and is being hailed as a monumental accomplishment for San Francisco in terms of its commitment to transit over fossil-fuel vehicles, its commitment to a community where 80% of residents are estimated to be transit-dependent, and its overall commitment to moving people in the least environmentally harmful way possible.\u003c/p>\n\u003cfigure id=\"attachment_11932853\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11932853\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/RS60338_DSC09557-qut.jpg\" alt=\"Families in line to board the train at Rose Pak station.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60338_DSC09557-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Locals used the Central Subway for the first time on Nov. 19, 2022. An estimated 80% of Chinatown residents rely on public transit. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the Central Subway has meant a great deal for one neighborhood in particular, where Saturday’s opening was seen and celebrated as a victory: Chinatown.\u003c/p>\n\u003cp>Residents, business owners and community leaders in Chinatown fought hard for years to bring the Central Subway project to their neighborhood after it was initially slated to go to the Financial District, with various local organizations lending their weight, including the Chinese Chamber of Commerce and the Chinatown Community Development Center, among others.\u003c/p>\n\u003cp>“I think this sends a signal to the city and the world that Chinatown is a permanent part of the fabric of San Francisco and it needs to be valued as such — and \u003cem>is\u003c/em> valued as such,” said Malcolm Yeung, executive director of the Chinatown Community Development Center, adding that the Central Subway is an important part of Chinatown history and that the opening of this new line is the start of a new chapter for the community.\u003c/p>\n\u003cp>“We can think of Chinatown as a place where we can build upon the culture and the anchor that this has brought for generations of immigrants and San Franciscans,” Yeung said.\u003c/p>\n\u003cfigure id=\"attachment_11932845\" class=\"wp-caption alignnone\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11932845\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/muni-1022-metro.jpeg\" alt=\"A map of the Central Subway line effective January 2023.\" width=\"1200\" height=\"1200\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro.jpeg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro-800x800.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro-1020x1020.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/muni-1022-metro-160x160.jpeg 160w\" sizes=\"(max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">A map of the Muni lines in San Francisco, including the 3rd Street line that will be effective on January 2023. \u003ccite>(Courtesy of SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But the political fight to bring the line to Chinatown was actually led by \u003ca href=\"https://www.kqed.org/news/11768712/chinatown-subway-station-to-be-named-after-rose-pak-controversial-s-f-power-broker\">an unlikely and controversial figure after whom the Chinatown station was eventually renamed\u003c/a> on Aug. 20, 2019: Rose Pak.\u003c/p>\n\u003cp>Pak, who died in 2016 at age 68, had a penchant for the dramatic and a brusque, unapologetic style that won her as many opponents as it did supporters. But, love her or hate her, it was Pak’s passionate drive that won the day and brought the Central Subway to Chinatown.\u003c/p>\n\u003cfigure id=\"attachment_11932879\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0681-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11932879\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/11/IMG_0681-800x600.jpeg\" alt='Three display boards showing various pictures of people and a red banner that says \"Chinatown Rose Park Station.\"' width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-2048x1536.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/IMG_0681-1920x1440.jpeg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A photo display of various stages of the development of Rose Pak Station, Nov. 19, 2022. \u003ccite>(Ekene Okobi/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I’m happy for Chinatown,” said Donald Luu, president of the San Francisco Chinese Chamber of Commerce. “We waited 30 years for this day. The thing that everyone touched on today was the impact of Rose Pak, how this launched the legacy, and the legend continues in Chinatown with the name of the station in Chinatown, Rose Pak Station. This day and the celebration will be in the history books for Chinatown and the Chinese community of San Francisco.”\u003c/p>\n\u003cp>Pak was a former consultant for the Chinese Chamber of Commerce and organizer of the Chinese New Year Parade in San Francisco, but never held an elective office. Nevertheless, she was a force to be reckoned with in the Chinatown community, considered by many to be a power broker and an effective fundraiser, with her support making — and sometimes breaking — electoral campaigns in local politics. \u003csup id=\"cite_ref-Wildermuth_2-1\" class=\"reference\">\u003c/sup>\u003c/p>\n\u003cp>Born in Henan, China, Pak moved to Hong Kong as a child and then to San Francisco in 1967. After studying communications at the San Francisco College for Women and receiving her master’s degree in journalism from Columbia University in New York City, Pak returned to San Francisco in 1974 to work as a reporter for The San Francisco Chronicle, taking on the Chinatown beat and immersing herself in the city’s Asian community — until she went from reporting news to making it.\u003c/p>\n\u003cfigure id=\"attachment_11932854\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11932854\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/RS60333_DSC09495-qut.jpg\" alt=\"A train departs in the subway as passengers stand by on the platform.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/11/RS60333_DSC09495-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The Central Subway will run from Chinatown-Rose Pak Station to 4th and Brannan on weekends until January when the full 3rd St. line will open, extending from Chinatown all the way to Sunnydale. \u003ccite>(Aryk Copley/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pak led fundraising and community leadership efforts on a number of issues and projects — many controversial — including Chinese Hospital, the 8 Washington condominium project in Embarcadero, and the Embarcadero Freeway. But when the freeway came down in the 1989 Loma Prieta earthquake, Pak began advocating for the construction of Central Subway, an idea of hers that went all the way back to the 1980s, four decades before the project was finally completed and opened on Saturday.\u003c/p>\n\u003cp>“We needed another transit corridor, another way of connecting to Chinatown, and it was Rose Pak who was that visionary leader who led the charge,” said Yeung.\u003c/p>\n\u003cp>\u003cem>KQED’s Dan Brekke, Ekene Okobi, Spencer Whitney and Attila Pelit contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return",
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"headTitle": "Transit Breakdown (Literally): BART’s Big Budget Trouble, Anemic Ridership and Whether the ‘Normal’ Commute Will Ever Return | KQED",
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"content": "\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>[dropcap]A[/dropcap]s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.",
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"title": "Transit Breakdown (Literally): BART's Big Budget Trouble, Anemic Ridership and Whether the 'Normal' Commute Will Ever Return | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 8:30 a.m. Thursday, Feb. 10, 2022\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class=\"utils-parseShortcode-shortcodes-__dropcapShortcode__dropcap\">A\u003c/span>\u003c/p>\u003cp>s far as we know, the coronavirus can’t get inside the machinery of a train or bus or ferry boat and actually shut them down. But it might as well be able to. By disrupting the world of work and our travel routines, COVID-19 in all its endless variants is proving to be an affliction from which it will take public transportation years and years to recover.\u003c/p>\n\u003cp>The latest example of the malady — you could call it “long transit COVID” — will be on display Thursday and Friday when BART will give the world a glimpse of what its bleak fiscal future holds. Some details, and related transit developments:\u003c/p>\n\u003ch2>Will ridership (and revenues and budgets) ever return to ‘normal’?\u003c/h2>\n\u003cp>The BART board of directors will hear \u003ca href=\"https://s3.documentcloud.org/documents/21199224/bart-fiscal-outlook-february-2022-presentation.pdf\">a presentation Thursday\u003c/a> showing that due in large part to the continued very slow return of ridership, the district will exhaust federal emergency funding over the next two fiscal years.\u003c/p>\n\u003cp>Going forward, BART doesn’t see ridership numbers recovering to pre-pandemic levels for many years. Under its best-case projection, that won’t happen until 2029-30. The “base case” budget assumption — midway between the worst-case and best-case scenarios — doesn’t forecast that happening within the next decade, period, even with the addition of new service to downtown San Jose sometime around 2030. In terms of budget forecasts, BART staff says that without some major new revenue sources, the agency will begin running a deficit sometime in the first half of 2024.\u003c/p>\n\u003ch2>Search for transit cash\u003c/h2>\n\u003cfigure id=\"attachment_11900732\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11900732 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/GettyImages-2576287.jpg\" alt=\"A large white building seen from a distance with trees and people around the outside.\" width=\"1024\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-800x521.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-1020x664.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/GettyImages-2576287-160x104.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The California state Capitol building. \u003ccite>(David Paul Morris/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Near term, BART and other transit agencies are looking for more bailouts like the repeated cash infusions they’ve received from the federal government over the past two years. California, for instance, has a big general fund surplus, and BART and other operators hope the Newsom administration and state Legislature can be persuaded to provide additional resources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the longer term, a handful of Bay Area agencies, including BART and the Metropolitan Transportation Commission, have started making noise about a 2024 ballot measure that would include some form of tax to sustain regional transit long into the future. But Bay Area voters seem hostile to the idea. Recent polling shows more than \u003ca href=\"https://mtc.ca.gov/sites/default/files/documents/2021-12/Metropolitan_Transportation_Commission_Listening_Session_Packet.pdf\">60% of voters think “taxes are high enough”\u003c/a> and would “vote against any tax increase.” At the same time, public transportation ranked last among 11 issues likely voters were asked about, with only 22% ranking it a “very high” priority. In fact, a former incarnation of this idea, a “mega-measure” known as \u003ca href=\"https://fasterbayarea.org/\" target=\"_blank\" rel=\"noreferrer noopener\">FASTER Bay Area\u003c/a>, would have raised $100 billion or more over the next couple of decades, but was scrubbed from the 2020 ballot after failing to attract widespread support.\u003c/p>\n\u003ch2>BART ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11895999\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11895999\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg\" alt=\"The BART passenger wears a facemask and is the only passenger visible within the train.\" width=\"2560\" height=\"1706\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-2048x1365.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217663387-1920x1280.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A BART passenger rides in an empty train car on April 8, 2020, in San Francisco. At the start of the pandemic, BART announced that it would slash daily service as ridership dramatically dropped due to the COVID-19 shelter-in-place order. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In January, overall BART ridership was down 76% from its pre-pandemic baseline. And the recent month-to-month trend is even more depressing, with January ridership down 18% from December, and December ridership down 4% from November.\u003c/p>\n\u003cp>Part of the initial drop was probably due to December’s continually wet weather. BART is also attributing the sharp January decline to the omicron surge. If you’re looking for a sliver of good news, BART ridership is looking like it’s bouncing back from its recent nadir.\u003c/p>\n\u003ch2>But all transit ridership is anemic\u003c/h2>\n\u003cfigure id=\"attachment_11904525\" class=\"wp-caption aligncenter\" style=\"max-width: 1240px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904525 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg\" alt=\"A largely empty wide, hilly San Francisco street with cable car tracks.\" width=\"1240\" height=\"802\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-800x517.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-1020x660.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/200316-coronavirus-san-francisco-se-613p-160x103.jpeg 160w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Few pedestrians walk along Powell Street during commute hours in San Francisco on March 16, 2020, at the onset of the coronavirus pandemic. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Companies continuing to delay a return to the office — \u003cem>really \u003c/em>returning to the office — is the long-term issue suppressing ridership and one that doesn’t seem likely to change in the foreseeable future. In the Bay Area Council’s \u003ca href=\"https://public.flourish.studio/story/1114459/\" target=\"_blank\" rel=\"noopener noreferrer\">January employer survey\u003c/a>, more than two-thirds of respondents said they expected their workers will be on site three days per week or fewer “once the pandemic is behind us.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.bayareacouncil.org/transportation/survey-fewer-days-at-the-office-more-traffic/\" target=\"_blank\" rel=\"noopener noreferrer\">An earlier council analysis\u003c/a> said that could mean a lasting cut of 1.1 million daily commute trips region-wide.\u003c/p>\n\u003ch2>Muni: ‘Expect extended waits and likely crowding’\u003c/h2>\n\u003cfigure id=\"attachment_11894599\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11894599\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1217248287.jpg\" alt=\"People wear masks as they wait in a bus shelter as a red and gray bus pulls up.\" width=\"1024\" height=\"661\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-800x516.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-1020x658.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/GettyImages-1217248287-160x103.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People wear masks as they wait in a shelter for a San Francisco MUNI bus on April 6, 2020. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area’s busiest transit system began experiencing staff shortages early in the omicron surge, and the problem has intensified in the last couple of weeks amid Lunar New Year celebrations. In its daily rider alerts, the agency has recently named as many as 30 lines (of 50 or so that are currently running) that would experience “extended waits and likely crowding.”\u003c/p>\n\u003cp>The staffing shortages are due to “regular old sick calls,” according to agency spokesperson Erica Kato, who said the agency is attempting to fill schedule gaps by offering overtime to operators. And just how many sick calls is Muni getting, and how many bus and train runs are being missed? On Monday of last week, it reported 355 sick calls, with 268 “open” runs — scheduled runs for which no operator was available. Last Tuesday it was 259 sick calls and 220 open runs.\u003c/p>\n\u003ch2>A new and improved CEQA exemption for transportation projects\u003c/h2>\n\u003cfigure id=\"attachment_11904532\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11904532 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg\" alt=\"A large underground transit construction site\" width=\"800\" height=\"600\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/04Project-Management-SVBX-copy-2-160x120.jpeg 160w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction on the BART Silicon Valley Berryessa extension. \u003ccite>(Courtesy of Transmetrics)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco state Sen. Scott Wiener’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220SB922\" target=\"_blank\" rel=\"noopener noreferrer\">SB 922\u003c/a> is a follow-up to his \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201920200SB288\" target=\"_blank\" rel=\"noopener noreferrer\">SB 288\u003c/a>, legislation that succeeded in speeding up transit and bike projects by making most of them exempt from review under the California Environmental Quality Act.\u003c/p>\n\u003cp>Under SB 288, the exemption ends next Jan. 1; the new bill would make the exemption permanent and expand its scope to new pedestrian projects — think programs like “slow streets” in San Francisco and Oakland, bus-only freeway lanes (under discussion, but still far from reality, on the Bay Bridge) and new carpool lanes on city streets. The bill would also extend the exemption to projects in non-urbanized areas and require a new equity analysis for exempted transit projects slated for areas with a high potential for community displacement.\u003c/p>\n\u003ch2>Caltrain ‘governance’ struggle drags on\u003c/h2>\n\u003cfigure id=\"attachment_11254007\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11254007\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2017/01/31909760916_d88814d339_o-e1483581327477.jpg\" alt=\"The side of a Caltrain train as it enters a station.\" width=\"1920\" height=\"1440\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrain cars at San Jose’s Diridon Station, Dec. 28, 2016. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The saga continues.\u003c/p>\n\u003cp>An ad hoc committee of the Peninsula Corridor Joint Powers Board, aka the Caltrain board, is working with a March 3 deadline to produce an agreement that will resolve outstanding governance issues. One sticking point: San Mateo County’s recent announcement that it will require a $15.2 million payment as part of settling the governance dispute. That sum, along with $19.6 million from the Metropolitan Transportation Commission, would finally settle a debt incurred by San Francisco and Santa Clara counties when San Mateo fronted the cash for buying Caltrain’s right-of-way from Southern Pacific more than three decades ago.\u003c/p>\n\u003cp>Another sticking point: how a more independent Caltrain will share staff with SamTrans, which has managed the railroad since its long-ago acquisition. Meantime, Caltrain’s ridership in December was down 82% from pre-pandemic levels, and the agency is looking for $410 million to finish its electrification project.\u003c/p>\n\u003ch2>In court next week\u003c/h2>\n\u003cp>The Amalgamated Transit Union and the Biden administration’s Department of Transportation face off in a Sacramento courtroom next Thursday (Feb. 17) over the DOT’s plan, announced abruptly in late October, to block release of emergency operating funds to BART, AC Transit and other agencies because of an ongoing dispute over a 2013 California law that limits pension benefits for newly hired union workers.\u003c/p>\n\u003cp>U.S. District Judge Kimberly Mueller granted a preliminary injunction to the state in late December that cleared the way for release of emergency funds. At stake now is whether the DOT may block future funding.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>With the number of new COVID-19 cases rapidly increasing once again, San Francisco is seeing its public services short-staffed, city officials said at a virtual press conference on Tuesday. The surge, directly linked to the omicron variant, has affected key city agencies, from Muni to the police department.\u003c/p>\n\u003cp>As of Tuesday, 167 police officers were reported to be in quarantine — \u003ca href=\"https://www.sanfranciscopolice.org/your-sfpd/published-reports/demographics\">that's roughly 8% of the city's police force\u003c/a>. One hundred and thirty-five members of the fire department and 68 SFMTA employees also are isolating due to COVID-19 infections. And the United Educators of San Francisco (UESF) confirmed separately with KQED that 626 educators across the city's public schools called in sick on Tuesday.\u003c/p>\n\u003cp>Mayor London Breed said during the conference that the current challenge is keeping the city's workforce numbers up through the surge. But she stressed that public services will continue to operate as normal and that the city is not planning to impose any new restrictions on indoor dining, shopping or social events despite the uptick in cases.\u003c/p>\n\u003cp>[aside postID=\"news_11896107\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1234850823-1020x680.jpg\"]\"Frontline workers will be putting in overtime to make up for their quarantined colleagues,\" she said. \"Trash is still being picked up, police are still on patrol and firefighters stand ready to respond.\"\u003c/p>\n\u003cp>But Muni users could see longer wait times, SFMTA officials shared. Twenty-eight Muni operators are in quarantine while others are out supporting family members affected by the surge. At the moment, no announcement has been made of any bus lines being canceled or route schedules permanently changing.\u003c/p>\n\u003cp>On Wednesday, the city registered a weekly average of 941 new cases per day — \u003ca href=\"https://sf.gov/data/covid-19-cases-and-deaths\">an all-time high that is more than double what public officials registered during the surge of January 2021\u003c/a>, when the city still had in place strict restrictions on indoor public spaces.\u003c/p>\n\u003cp>Breed added that San Francisco finds itself in a very different situation from past surges thanks to its high vaccination rate — \u003ca href=\"https://sf.gov/data/covid-19-vaccinations\">85% of the city's eligible population has been vaccinated\u003c/a>, and \u003ca href=\"https://sf.gov/data/covid-19-vaccine-boosters\">59% have already received their booster shot as of Wednesday\u003c/a>. While researchers have found that omicron has the ability to bypass immune protection and cause breakthrough infections, vaccines and booster shots are still highly successful at preventing serious illness and hospitalization.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"San Francisco Mayor London Breed\"]'Frontline workers will be putting in overtime to make up for their quarantined colleagues.'[/pullquote]\"Omicron is facing a wall of immunity as it moves through the city,\" said City Health Director Dr. Grant Colfax. \"Our vaccinations and boosters are doing what we need them to do right now, which is preventing many people from getting sick and being hospitalized.\"\u003c/p>\n\u003cp>But the sheer number of new infections does affect hospitalizations, he explained. According to the latest city data on Wednesday, 91 patients are receiving intensive care. That's much fewer than the historic peak of 256 from January 2021 \u003ca href=\"https://sf.gov/data/covid-19-hospitalizations\">but still represents a 54% increase from the week prior\u003c/a>.\u003c/p>\n\u003cp>The city currently has enough beds to manage this volume, said Colfax, and added that health officials expect cases to peak in the next couple of weeks, partly due to gatherings during the holiday season.\u003c/p>\n\u003cp>\"The large number of people contracting COVID has an impact on our hospitals, businesses, schools and essential city services,\" he said.\u003c/p>\n\u003cp>[aside label ='related Coverage' tag='omicron']However, many essential workers have expressed their frustration with city officials at what they feel is a lack of preparedness and attention to the risks of omicron.\u003c/p>\n\u003cp>Despite the Department of Public Health conducting approximately 25,000 coronavirus tests last week — nearly double its capacity from the start of December — many testing sites are still struggling with an increased demand for tests that results in long lines and waiting times that can stretch for hours.\u003c/p>\n\u003cp>UESF officials \u003ca href=\"https://twitter.com/UESF/status/1478478513606848513\">announced via Twitter that they are ready to negotiate with the school district\u003c/a> to secure COVID-19 sick leave and improve access to testing and KN95 masks. The union expects to meet with district officials on Thursday morning.\u003cbr>\nhttps://twitter.com/UESF/status/1478478513606848513\u003cbr>\nFor now, SFUSD does not plan a return to distance learning. Colfax announced his support of this decision at Tuesday's conference.\u003c/p>\n\u003cp>\"Even with the increase of additional cases, we have learned that the mental health and educational impacts on students due to social isolation far outweigh the challenges of in-person learning,\" he said.\u003c/p>\n\u003cp>Breed, for her part, insisted that the current surge will be brief and asked residents to avoid activities that may result in COVID-19 exposure.\u003c/p>\n\u003cp>\"To put it simply,\" she said, \"right now, we're learning what it means to live with COVID.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With the number of new COVID-19 cases rapidly increasing once again, San Francisco is seeing its public services short-staffed, city officials said at a virtual press conference on Tuesday. The surge, directly linked to the omicron variant, has affected key city agencies, from Muni to the police department.\u003c/p>\n\u003cp>As of Tuesday, 167 police officers were reported to be in quarantine — \u003ca href=\"https://www.sanfranciscopolice.org/your-sfpd/published-reports/demographics\">that's roughly 8% of the city's police force\u003c/a>. One hundred and thirty-five members of the fire department and 68 SFMTA employees also are isolating due to COVID-19 infections. And the United Educators of San Francisco (UESF) confirmed separately with KQED that 626 educators across the city's public schools called in sick on Tuesday.\u003c/p>\n\u003cp>Mayor London Breed said during the conference that the current challenge is keeping the city's workforce numbers up through the surge. But she stressed that public services will continue to operate as normal and that the city is not planning to impose any new restrictions on indoor dining, shopping or social events despite the uptick in cases.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"Frontline workers will be putting in overtime to make up for their quarantined colleagues,\" she said. \"Trash is still being picked up, police are still on patrol and firefighters stand ready to respond.\"\u003c/p>\n\u003cp>But Muni users could see longer wait times, SFMTA officials shared. Twenty-eight Muni operators are in quarantine while others are out supporting family members affected by the surge. At the moment, no announcement has been made of any bus lines being canceled or route schedules permanently changing.\u003c/p>\n\u003cp>On Wednesday, the city registered a weekly average of 941 new cases per day — \u003ca href=\"https://sf.gov/data/covid-19-cases-and-deaths\">an all-time high that is more than double what public officials registered during the surge of January 2021\u003c/a>, when the city still had in place strict restrictions on indoor public spaces.\u003c/p>\n\u003cp>Breed added that San Francisco finds itself in a very different situation from past surges thanks to its high vaccination rate — \u003ca href=\"https://sf.gov/data/covid-19-vaccinations\">85% of the city's eligible population has been vaccinated\u003c/a>, and \u003ca href=\"https://sf.gov/data/covid-19-vaccine-boosters\">59% have already received their booster shot as of Wednesday\u003c/a>. While researchers have found that omicron has the ability to bypass immune protection and cause breakthrough infections, vaccines and booster shots are still highly successful at preventing serious illness and hospitalization.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"Omicron is facing a wall of immunity as it moves through the city,\" said City Health Director Dr. Grant Colfax. \"Our vaccinations and boosters are doing what we need them to do right now, which is preventing many people from getting sick and being hospitalized.\"\u003c/p>\n\u003cp>But the sheer number of new infections does affect hospitalizations, he explained. According to the latest city data on Wednesday, 91 patients are receiving intensive care. That's much fewer than the historic peak of 256 from January 2021 \u003ca href=\"https://sf.gov/data/covid-19-hospitalizations\">but still represents a 54% increase from the week prior\u003c/a>.\u003c/p>\n\u003cp>The city currently has enough beds to manage this volume, said Colfax, and added that health officials expect cases to peak in the next couple of weeks, partly due to gatherings during the holiday season.\u003c/p>\n\u003cp>\"The large number of people contracting COVID has an impact on our hospitals, businesses, schools and essential city services,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>However, many essential workers have expressed their frustration with city officials at what they feel is a lack of preparedness and attention to the risks of omicron.\u003c/p>\n\u003cp>Despite the Department of Public Health conducting approximately 25,000 coronavirus tests last week — nearly double its capacity from the start of December — many testing sites are still struggling with an increased demand for tests that results in long lines and waiting times that can stretch for hours.\u003c/p>\n\u003cp>UESF officials \u003ca href=\"https://twitter.com/UESF/status/1478478513606848513\">announced via Twitter that they are ready to negotiate with the school district\u003c/a> to secure COVID-19 sick leave and improve access to testing and KN95 masks. The union expects to meet with district officials on Thursday morning.\u003cbr>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nFor now, SFUSD does not plan a return to distance learning. Colfax announced his support of this decision at Tuesday's conference.\u003c/p>\n\u003cp>\"Even with the increase of additional cases, we have learned that the mental health and educational impacts on students due to social isolation far outweigh the challenges of in-person learning,\" he said.\u003c/p>\n\u003cp>Breed, for her part, insisted that the current surge will be brief and asked residents to avoid activities that may result in COVID-19 exposure.\u003c/p>\n\u003cp>\"To put it simply,\" she said, \"right now, we're learning what it means to live with COVID.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "federal-government-blocks-billions-in-public-transit-relief-funds-for-california-over-pension-dispute",
"title": "Federal Government Blocks Billions in Public Transit Relief Funds for California Over Pension Dispute",
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"content": "\u003cp>The federal government says California is ineligible for about $12 billion in public transit funding because of a long-running dispute over changes to the state’s public pension law that the Biden administration recently determined are improper.\u003c/p>\n\u003cp>Federal law says state and local agencies must protect the interests of their employees to be eligible for federal public transit grants. A \u003ca href=\"https://www.calpers.ca.gov/page/about/laws-legislation-regulations/public-employees-pension-reform-act\">state law that took effect in 2013\u003c/a> made changes to California’s public pension system, including making pensions less generous for new employees.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Michael Pimentel, California Transit Association\"]‘In the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service.’[/pullquote]The Sacramento Bee reports the \u003ca href=\"https://www.sacbee.com/news/politics-government/the-state-worker/article255720896.html?ac_cid=DM561699&ac_bid=-1997988967\">U.S. Department of Labor recently determined those changes were improper\u003c/a> because they were imposed by law instead of collectively bargained with public employee unions.\u003c/p>\n\u003cp>The federal government’s latest decision means the state would be ineligible for about $9.5 billion in money set aside for California public transit agencies in the infrastructure bill Congress approved last week. California would also forfeit about $2.5 billion in grants for public transit that were part of the most recent federal coronavirus relief legislation.\u003c/p>\n\u003cp>“This relief funding has served as a lifeline for them, and in the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service and losses in our workforce, making it more difficult for agencies to rebound,” said Michael Pimentel, executive director of the California Transit Association, a nonprofit representing public transit agencies in the state.\u003c/p>\n\u003cp>[aside postID=\"news_11895470\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/bay-bridge-concerns.jpg\"]Across the state, \u003ca href=\"https://www.kqed.org/news//what-bidens-congressional-infrastructure-bill-might-help-fund-in-california\">16% of transit vehicles are past their useful lives\u003c/a> but still in use. In San Francisco, MUNI’s parent agency, SFMTA, has more than $3 billion worth of needs identified for a five-year period through 2023, and more than $30 billion in infrastructure needs over the next 20 years. The Bay Area is host to 27 transit agencies.\u003c/p>\n\u003cp>State and federal officials have been arguing over this funding since the pension law was passed nearly a decade ago. After former President Barack Obama’s administration blocked grant funding for two California transit agencies, the state sued and won. But that decision only applied to the Sacramento Regional Transit District and Monterey-Salinas Transit.\u003c/p>\n\u003cp>In 2019, former Republican President Donald Trump’s administration ruled the state’s pension law did not make it ineligible for public transit grants. But Democratic President Joe Biden’s administration reversed that decision on Oct. 28.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='public-transit']California U.S. Sens. Dianne Feinstein and Alex Padilla, both Democrats, have urged the Biden administration to overturn the decision, saying it was “at odds with multiple state and federal court decisions and past Labor Department precedent.”\u003c/p>\n\u003cp>California Gov. Gavin Newsom, a Democrat, called the Labor Department’s decision “extremely concerning.” In a letter to U.S. Labor Secretary Marty Walsh on Wednesday, Newsom argued the pension changes did not impede labor unions’ collective bargaining rights, noting unions have negotiated new contracts since the 2013 state law took effect.\u003c/p>\n\u003cp>A letter from the U.S. Department of Labor says the state pension law “continues to interfere with the collective bargaining process regardless of the specific terms of workers’ collective bargaining agreements now in existence.”\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The federal government says California is ineligible for about $12 billion in public transit funding because of a long-running dispute over changes to the state’s public pension law that the Biden administration recently determined are improper.\u003c/p>\n\u003cp>Federal law says state and local agencies must protect the interests of their employees to be eligible for federal public transit grants. A \u003ca href=\"https://www.calpers.ca.gov/page/about/laws-legislation-regulations/public-employees-pension-reform-act\">state law that took effect in 2013\u003c/a> made changes to California’s public pension system, including making pensions less generous for new employees.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "‘In the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service.’",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The Sacramento Bee reports the \u003ca href=\"https://www.sacbee.com/news/politics-government/the-state-worker/article255720896.html?ac_cid=DM561699&ac_bid=-1997988967\">U.S. Department of Labor recently determined those changes were improper\u003c/a> because they were imposed by law instead of collectively bargained with public employee unions.\u003c/p>\n\u003cp>The federal government’s latest decision means the state would be ineligible for about $9.5 billion in money set aside for California public transit agencies in the infrastructure bill Congress approved last week. California would also forfeit about $2.5 billion in grants for public transit that were part of the most recent federal coronavirus relief legislation.\u003c/p>\n\u003cp>“This relief funding has served as a lifeline for them, and in the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service and losses in our workforce, making it more difficult for agencies to rebound,” said Michael Pimentel, executive director of the California Transit Association, a nonprofit representing public transit agencies in the state.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Across the state, \u003ca href=\"https://www.kqed.org/news//what-bidens-congressional-infrastructure-bill-might-help-fund-in-california\">16% of transit vehicles are past their useful lives\u003c/a> but still in use. In San Francisco, MUNI’s parent agency, SFMTA, has more than $3 billion worth of needs identified for a five-year period through 2023, and more than $30 billion in infrastructure needs over the next 20 years. The Bay Area is host to 27 transit agencies.\u003c/p>\n\u003cp>State and federal officials have been arguing over this funding since the pension law was passed nearly a decade ago. After former President Barack Obama’s administration blocked grant funding for two California transit agencies, the state sued and won. But that decision only applied to the Sacramento Regional Transit District and Monterey-Salinas Transit.\u003c/p>\n\u003cp>In 2019, former Republican President Donald Trump’s administration ruled the state’s pension law did not make it ineligible for public transit grants. But Democratic President Joe Biden’s administration reversed that decision on Oct. 28.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>California U.S. Sens. Dianne Feinstein and Alex Padilla, both Democrats, have urged the Biden administration to overturn the decision, saying it was “at odds with multiple state and federal court decisions and past Labor Department precedent.”\u003c/p>\n\u003cp>California Gov. Gavin Newsom, a Democrat, called the Labor Department’s decision “extremely concerning.” In a letter to U.S. Labor Secretary Marty Walsh on Wednesday, Newsom argued the pension changes did not impede labor unions’ collective bargaining rights, noting unions have negotiated new contracts since the 2013 state law took effect.\u003c/p>\n\u003cp>A letter from the U.S. Department of Labor says the state pension law “continues to interfere with the collective bargaining process regardless of the specific terms of workers’ collective bargaining agreements now in existence.”\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>A program providing free rides on San Francisco Municipal Transportation Agency buses, trains and cable cars for people under age 19 will expand to last the entire 2021-2022 school year, city leaders \u003ca href=\"https://sfmayor.org/article/mayor-london-breed-and-supervisor-myrna-melgar-announce-expansion-free-muni-all-youth\">announced on Monday\u003c/a>.\u003c/p>\n\u003cp>The expanded Free Muni for Youth program is set to take effect on Aug. 15, a day before San Francisco Unified School District schools will reopen for all students.\u003c/p>\n\u003cp>The one-year program is expected to provide some 100,000 youth free access on Muni. According to Mayor London Breed’s office, $2 million in the upcoming budget has been allocated to cover this initiative.\u003c/p>\n\u003cp>With the program’s expansion, youth under 19 won’t need to fill out an application for the program and can simply hop aboard a Muni bus without having to tag their Clipper card.\u003c/p>\n\u003cp>Fare inspectors won’t request proof of payment for people who are visibly under 19 years old, however, youth above 16 are encouraged to carry their student ID or other form of identification, city officials said.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Our expansion of Free Muni for Youth will launch on August 15th to coincide with the start of the school year.\u003c/p>\n\u003cp>No application needed. If you’re 18 or under, Muni will be free. \u003ca href=\"https://t.co/UqbRtuGN4t\">https://t.co/UqbRtuGN4t\u003c/a>\u003c/p>\n\u003cp>— London Breed (@LondonBreed) \u003ca href=\"https://twitter.com/LondonBreed/status/1414640936596893696?ref_src=twsrc%5Etfw\">July 12, 2021\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>“So many of our youth depend on Muni to get around the city, and these fares have a significant impact on their budgets,” said Breed in a statement. “I can’t wait to see Muni buses packed with students eager to return to the classroom this fall. This expansion will make San Francisco more accessible for all of our youth and, hopefully, foster a new generation of Muni riders.”\u003c/p>\n\u003cp>For cable car service, however, San Francisco youth will need to obtain a pass, which is provided by the SFMTA.\u003cbr>\n[ad fullwidth]\u003cbr>\n“Lowering the entry barrier to children and youth ensures access for everyone and will develop a generation of public transit riders, while we focus on improving Muni’s reliability and service in the recovery,” said Supervisor Myrna Melgar, an advocate for the program.\u003c/p>\n\u003cp>The Free Muni for Youth program began in 2013 for moderate- to low-income youth, and previously required an application process.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='muni']In April 2020, the SFMTA Board of Directors approved expanding Free Muni for Youth beyond disadvantaged youth to all youth, but the COVID-19 pandemic made funding for the program scarce. At the moment, there are 39,350 residents who benefit from the Free Muni program, representing approximately 72% of those who are eligible.\u003c/p>\n\u003cp>SFMTA Director of Transportation Jeffrey Tumlin said he welcomed the expanded program, since it falls in line with Muni’s commitment to equity and boosting the city’s economic recovery.\u003c/p>\n\u003cp>“By welcoming San Francisco’s youngest residents aboard Muni free of charge, we are fostering the next generation of transit riders,” he said.\u003c/p>\n\u003cp>For more information about the program, you can \u003ca href=\"https://www.sfmta.com/fares/free-muni-all-youth-under-age-19\">visit the SFMTA website\u003c/a>.\u003c/p>\n\u003cp>\u003cem>Reporting from Daniel Montes of Bay City News was used in this post.\u003c/em>\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A program providing free rides on San Francisco Municipal Transportation Agency buses, trains and cable cars for people under age 19 will expand to last the entire 2021-2022 school year, city leaders \u003ca href=\"https://sfmayor.org/article/mayor-london-breed-and-supervisor-myrna-melgar-announce-expansion-free-muni-all-youth\">announced on Monday\u003c/a>.\u003c/p>\n\u003cp>The expanded Free Muni for Youth program is set to take effect on Aug. 15, a day before San Francisco Unified School District schools will reopen for all students.\u003c/p>\n\u003cp>The one-year program is expected to provide some 100,000 youth free access on Muni. According to Mayor London Breed’s office, $2 million in the upcoming budget has been allocated to cover this initiative.\u003c/p>\n\u003cp>With the program’s expansion, youth under 19 won’t need to fill out an application for the program and can simply hop aboard a Muni bus without having to tag their Clipper card.\u003c/p>\n\u003cp>Fare inspectors won’t request proof of payment for people who are visibly under 19 years old, however, youth above 16 are encouraged to carry their student ID or other form of identification, city officials said.\u003c/p>\n\u003cblockquote class=\"twitter-tweet\">\n\u003cp dir=\"ltr\" lang=\"en\">Our expansion of Free Muni for Youth will launch on August 15th to coincide with the start of the school year.\u003c/p>\n\u003cp>No application needed. If you’re 18 or under, Muni will be free. \u003ca href=\"https://t.co/UqbRtuGN4t\">https://t.co/UqbRtuGN4t\u003c/a>\u003c/p>\n\u003cp>— London Breed (@LondonBreed) \u003ca href=\"https://twitter.com/LondonBreed/status/1414640936596893696?ref_src=twsrc%5Etfw\">July 12, 2021\u003c/a>\u003c/p>\u003c/blockquote>\n\u003cp>“So many of our youth depend on Muni to get around the city, and these fares have a significant impact on their budgets,” said Breed in a statement. “I can’t wait to see Muni buses packed with students eager to return to the classroom this fall. This expansion will make San Francisco more accessible for all of our youth and, hopefully, foster a new generation of Muni riders.”\u003c/p>\n\u003cp>For cable car service, however, San Francisco youth will need to obtain a pass, which is provided by the SFMTA.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In April 2020, the SFMTA Board of Directors approved expanding Free Muni for Youth beyond disadvantaged youth to all youth, but the COVID-19 pandemic made funding for the program scarce. At the moment, there are 39,350 residents who benefit from the Free Muni program, representing approximately 72% of those who are eligible.\u003c/p>\n\u003cp>SFMTA Director of Transportation Jeffrey Tumlin said he welcomed the expanded program, since it falls in line with Muni’s commitment to equity and boosting the city’s economic recovery.\u003c/p>\n\u003cp>“By welcoming San Francisco’s youngest residents aboard Muni free of charge, we are fostering the next generation of transit riders,” he said.\u003c/p>\n\u003cp>For more information about the program, you can \u003ca href=\"https://www.sfmta.com/fares/free-muni-all-youth-under-age-19\">visit the SFMTA website\u003c/a>.\u003c/p>\n\u003cp>\u003cem>Reporting from Daniel Montes of Bay City News was used in this post.\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"disqusTitle": "SF Transportation Agency Faces Huge Layoff as COVID-19 Fiscal Crisis Deepens",
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"content": "\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Jeffrey Tumlin, SFMTA director\"]'Our buses are full. We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut... That is completely devastating to everything we're trying to do as an agency.'[/pullquote]\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>[aside label='Related Coverage' tag='muni']Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:30 p.m. Monday, Nov. 30\u003c/em>\u003c/p>\n\u003cp>Facing continuing catastrophic revenue losses amid the COVID-19 pandemic, San Francisco Municipal Transportation Agency officials say that more than 1,200 of its nearly 6,000 employees may face layoffs. \u003c/p>\n\u003cp>Among the likely impacts of the projected layoffs: significant further cuts to Muni's already much-reduced service, a prospect SFMTA director Jeffrey Tumlin called \"devastating and heartbreaking.\" \u003c/p>\n\u003cp>\"I spent half the day last Wednesday, the day before Thanksgiving, sobbing on Zoom calls, talking to my labor unions about this reality,\" Tumlin said in an interview Monday. \u003c/p>\n\u003cp>News of the projected layoffs was included in an all-staff \u003ca href=\"https://assets.documentcloud.org/documents/20418110/sfmta-budget-update-nov-30-2020.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a> that senior SFMTA officials delivered in an online call Monday morning. A nearly identical \u003ca href=\"https://www.sfmta.com/sites/default/files/reports-and-documents/2020/11/12-1-20_item_11_budget_update.pdf\" rel=\"noopener noreferrer\" target=\"_blank\">presentation\u003c/a>, to be discussed at Tuesday's meeting of the agency board, was later made public on the SFMTA website. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\"Like our peer agencies, the city at large and families throughout our community, the pandemic has resulted in losses at the SFMTA,\" agency spokeswoman Kristen Holland said in an emailed statement. \"We do not expect our revenues to fully return for years to come. Our finances are eroding and require a rapid and immediate response.\"\u003c/p>\n\u003cp>The agency's budget scenario forecasts a budget deficit of $68 million in the current fiscal year, which ends next June 30. The situation is projected to be far worse in the 12 months starting next July 1, with a shortfall projected at $168 million. \u003c/p>\n\u003cp>The document outlines the SFMTA's struggle to continue to operate service and balance its budget as fare receipts and other key sources of revenue, such as parking fees and fines, plunge.\u003c/p>\n\u003cp>\"Revenue losses now make it impossible to not assume service reduction and layoffs,\" the presentation said. \"Too many risk scenarios point to deficits that cannot be closed without a workforce reduction.\"\u003c/p>\n\u003cp>The agency says hundreds of jobs could be on the line during the remaining seven months of this fiscal year, with much more drastic cuts possible in the 2021-22 fiscal period. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While emphasizing that the agency faces significant financial uncertainties, the SFMTA presentation said layoffs could range from 989 to 1,226 full-time workers in fiscal 2021-22, or about 18% to 22% of the agency workforce. \u003c/p>\n\u003cp>The agency added that the cuts are certain to affect operations, which besides the Muni transit service, include running the city's parking program, overseeing the city's taxi industry and rental bicycle and scooter programs, transportation planning and street safety initiatives. \u003c/p>\n\u003cp>Exactly what programs would be cut and how many employees would be affected in each part of the agency isn't yet known. \u003c/p>\n\u003cp>The SFMTA has already slashed Muni service by 30%. It has suspended runs on routes with relatively low ridership and refocused service on routes it has identified as particularly important to the city's transit-dependent essential workforce. Runs have been added to heavily used lines such as the 8-Bayshore, 9-San Bruno, 14-Mission and 38-Geary. \u003c/p>\n\u003cp>Tumlin said layoffs could damage service in both the short and long term. \u003c/p>\n\u003cp>\"Our buses are full,\" Tumlin said. \"We're having to turn away hundreds of essential workers every day, and having to do another 20% service cut on top of the 30% service cuts we've already done, that is completely devastating to everything we're trying to do as an agency.\"\u003c/p>\n\u003cp>The impact of layoffs and further service reductions could last well into the future, he added. \u003c/p>\n\u003cp>The cuts could mean \"there's no path for downtown San Francisco to return as a major employment center. There can't be recovery of urban economies without transit,\" he said. \u003c/p>\n\u003ch3>'Dire and Gloomy and Scary'\u003c/h3>\n\u003cp>Roger Marenco, president of Transport Workers Union Local 250-A, which represents about 2,000 Muni operators, said Monday he hoped to work with agency management to reduce the scope of the cuts.\u003c/p>\n\u003cp>\"The situation looks and sounds dire and gloomy and scary,\" Marenco said. He said Local 250-A is formulating a plan \"that involves 10 or 12 steps so as to avoid layoffs or deter layoffs to a later date.\"\u003c/p>\n\u003cp>Those steps would include hiring no new bus operators \"for the next six, eight, 10, 12 months,\" a measure designed to keep current drivers employed.\u003c/p>\n\u003cp>\"That's No. 1,\" Marenco said. \"No. 2 would be beefing up parking citations. ... We all hate parking citations, that's a fact. But on the flip side it is one of the larger sources of funding for the agency.\" \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Parking fees and fines made up about 28% of the SFMTA's projected revenue for the 2019-20 fiscal year. But that cash stream dried up as the agency stopped enforcing parking meters and residential parking zones after shelter-at-home orders were imposed last March. The SFMTA now estimates that parking revenue will fall $220 million below budgeted levels for the period from July 1, 2019 through June 30, 2022.\u003c/p>\n\u003cp>Marenco said a renewed emphasis on collecting transit fares would also be crucial to increasing SFMTA revenue and heading off layoffs. The agency's latest projections estimate that it will collect about $250 million less in fares during the fiscal 2019-2022 than had been budgeted — a shortfall due to a 70% decline in ridership.\u003c/p>\n\u003cp>The SFMTA's Tumlin said earlier this month that Muni would resume fare enforcement beginning Dec. 1, an announcement that brought immediate pushback from transit activists who argued that such a move will impose an additional burden on riders who are themselves struggling financially because of the pandemic.\u003c/p>\n\u003cp>Muni and the SFMTA, like virtually all large transit operators across the county, has managed to stave off draconian budget cuts so far only because of federal emergency aid. The CARES Act approved in March provided $1.3 billion to Bay Area public transit systems. \u003c/p>\n\u003cp>Muni's share of that funding was $374 million, and Monday's presentation made it clear that without that aid, the system would have been forced to make deep cuts far earlier than those being discussed now. \u003c/p>\n\u003cp>Transit agencies nationwide have appealed for another round of operating aid, and as much as $32 billion would be provided in already-approved House legislation. But that aid, like other pandemic relief, has been stalled by major disagreements between House and Senate leadership on the size of a new relief package. \u003c/p>\n\u003ch3>Confronting a Transit 'Death Spiral'\u003c/h3>\n\u003cp>Tumlin said Monday that another round of federal aid is likely the agency's best hope to head off massive layoffs. \u003c/p>\n\u003cp>\"We have a fairly short-term problem,\" he said. \"The trouble is the unique economics of public transit, which are known as 'the death spiral.' Because we're dependent on fares, and because people have mobility choices, if we have a loss of fare revenue, we have a loss of service. And if we have a loss of service, that makes our service less attractive, which means additional loss of fare revenue, which means additional cuts in service.\" \u003c/p>\n\u003cp>Tumlin said the path to full recovery requires resolving the pandemic through public health measures and making vaccines widely available. But he added that the fix for the COVID-driven fiscal crisis is more straightforward and criticized the federal government for being slow to act.\u003c/p>\n\u003cp>\"It is unconscionable to me that in a nation like the United States of America, that the very people who have carried us through this pandemic, who have delivered essential workers to work, are now at risk of losing their paychecks and their health care,\" Tumlin said. \"... These folks are heroes.\"\u003c/p>\n\u003cp>Muni is only the latest in a growing list of Bay Area transit agencies forced to contemplate — or go ahead with — worker layoffs. \u003c/p>\n\u003cp>Earlier this month, the Golden Gate Bridge, Highway and Transportation District \u003ca href=\"https://www.kqed.org/news/11847305/golden-gate-bridge-district-considers-layoffs-major-toll-hike-as-covid-19-fiscal-crisis-deepens\" rel=\"noopener noreferrer\" target=\"_blank\">voted to lay off 146 employees\u003c/a>, virtually all of them in the agency's bus and ferry operations. \u003c/p>\n\u003cp>BART, which is staring at a budget deficit of $177 million in fiscal 2021-22, has launched an early retirement incentive program to see how far it can shrink its 3,600-member workforce without resorting to layoffs. Exactly how many employees take advantage of the initiative won't be known until later this month. \u003c/p>\n\u003cp>\u003cem>KQED's Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/news/series/baycurious",
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"source": "kqed",
"order": 3
},
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}
},
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"id": "bbc-world-service",
"title": "BBC World Service",
"info": "The day's top stories from BBC News compiled twice daily in the week, once at weekends.",
"airtime": "MON-FRI 9pm-10pm, TUE-FRI 1am-2am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.bbc.co.uk/sounds/play/live:bbc_world_service",
"meta": {
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"source": "BBC World Service"
},
"link": "/radio/program/bbc-world-service",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
}
},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareport",
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"source": "kqed",
"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
"site": "radio",
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},
"link": "/radio/program/code-switch-life-kit",
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},
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
"site": "news",
"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/commonwealth-club-of-california-podcast/id976334034?mt=2",
"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"meta": {
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"source": "kqed",
"order": 9
},
"link": "/forum",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
"site": "radio",
"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
"spotify": "https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"
}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
"meta": {
"site": "news",
"source": "npr"
},
"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
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