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"content": "\u003cp>“Get off the sidewalk,” Diane Amato regularly shouts at the many people she said ride \u003ca href=\"https://www.kqed.org/news/12051245/deadly-electric-motor-vehicle-collisions-in-san-francisco-prompt-calls-for-regulation\">scooters and e-bikes\u003c/a> on sidewalks in her San Francisco neighborhood.\u003c/p>\n\u003cp>They don’t always take it well. Amato said she has been “flipped off, called names, and threatened.”\u003c/p>\n\u003cp>Amato, who lives in the city’s northeastern District 6, was one of more than a dozen residents who showed up at the Land Use and Transportation Committee meeting on Monday to support the San Francisco Street Safety Act, the city’s latest effort to reduce severe and fatal traffic deaths in the city.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Are we just going to continue to get injured and killed because pedestrians come last? Or will you pass the Street Safety Act and put the welfare of pedestrians first?” she asked the committee members.\u003c/p>\n\u003cp>The ordinance, which passed unanimously out of the committee on Monday and heads to the full Board of Supervisors next Tuesday, comes after the city’s \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">Vision Zero initiative\u003c/a> expired last year, falling far short of its goal to achieve zero traffic deaths by 2024. That year was \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">the city’s deadliest\u003c/a> under the program, with 43 people killed in crashes. So far this year, San Francisco has seen 20 traffic-related deaths.\u003c/p>\n\u003cp>Now, city leaders are looking to the Street Safety Act as a way to tackle the issue of traffic safety anew.\u003c/p>\n\u003cp>One way the act improves on Vision Zero is that it creates specific goals for different city agencies and mandates they work together, said Marta Lindsey, spokesperson for pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>“That is absolutely crucial,” Lindsey said, “because a lot of projects on our streets require different agencies’ approval or working together, and as soon as that starts to slow down, so does the progress.”\u003c/p>\n\u003cp>The legislation sets expectations for seven city departments, including the police, public health and public works departments.\u003c/p>\n\u003cp>[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']\u003c/p>\n\u003cp>Under the plan, SFPD would be required to develop and release a plan to increase traffic enforcement efforts on behaviors that are most likely to result in severe injury and death, such as speeding.\u003c/p>\n\u003cp>The San Francisco Fire Department would be required to release written guidelines identifying street designs and traffic calming tools it finds acceptable, and the city’s transportation agency would be required to develop a plan for redesigning streets identified on its \u003ca href=\"https://www.visionzerosf.org/maps-data/\">high-injury network\u003c/a>.\u003c/p>\n\u003cp>The law sets timelines for departments to deliver many of these requirements by the end of this year or next.\u003c/p>\n\u003cp>Many at Monday’s meeting agreed that city leaders need a renewed focus on street safety, given the rapidly changing transportation environment on city streets due to the rise of self-driving cars, e-mobility devices, ride-hailing services and delivery drivers.\u003c/p>\n\u003cp>“When I began bike commuting, I had to worry about cars,” said Lisa Platt, a resident of District 2, who said she had lost feeling in half of her face after a bike crash. “I still very much do, but now daily I dodge scooters and electric skateboards and bicycles riding on sidewalks because the bicycle infrastructure is incomplete or filled with delivery motorcycles whizzing by.”\u003c/p>\n\u003cp>With the help of state legislation, San Francisco has made some significant safety improvements to city streets in the last year. It was the first city in the state to implement a \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">speed safety camera pilot\u003c/a>, which automatically doles out tickets to drivers traveling more than 11 miles over the speed limit at 33 camera locations. The city has also moved to carry out the state’s new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting \u003c/a>law, which prioritizes pedestrian visibility by preventing cars from parking in spaces before crosswalks.\u003c/p>\n\u003cp>Lindsey expects the Street Safety Act to receive unanimous approval from the city’s full Board of Supervisors at next week’s meeting.\u003c/p>\n\u003cp>But even if the law passes, the work won’t be over, she said.\u003c/p>\n\u003cp>“I think the Street Safety Act is the blueprint for success in the upcoming years,” Lindsey said, “and then it’s going to be a matter of holding these agency leaders to task on this.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>“Get off the sidewalk,” Diane Amato regularly shouts at the many people she said ride \u003ca href=\"https://www.kqed.org/news/12051245/deadly-electric-motor-vehicle-collisions-in-san-francisco-prompt-calls-for-regulation\">scooters and e-bikes\u003c/a> on sidewalks in her San Francisco neighborhood.\u003c/p>\n\u003cp>They don’t always take it well. Amato said she has been “flipped off, called names, and threatened.”\u003c/p>\n\u003cp>Amato, who lives in the city’s northeastern District 6, was one of more than a dozen residents who showed up at the Land Use and Transportation Committee meeting on Monday to support the San Francisco Street Safety Act, the city’s latest effort to reduce severe and fatal traffic deaths in the city.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Are we just going to continue to get injured and killed because pedestrians come last? Or will you pass the Street Safety Act and put the welfare of pedestrians first?” she asked the committee members.\u003c/p>\n\u003cp>The ordinance, which passed unanimously out of the committee on Monday and heads to the full Board of Supervisors next Tuesday, comes after the city’s \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">Vision Zero initiative\u003c/a> expired last year, falling far short of its goal to achieve zero traffic deaths by 2024. That year was \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">the city’s deadliest\u003c/a> under the program, with 43 people killed in crashes. So far this year, San Francisco has seen 20 traffic-related deaths.\u003c/p>\n\u003cp>Now, city leaders are looking to the Street Safety Act as a way to tackle the issue of traffic safety anew.\u003c/p>\n\u003cp>One way the act improves on Vision Zero is that it creates specific goals for different city agencies and mandates they work together, said Marta Lindsey, spokesperson for pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>“That is absolutely crucial,” Lindsey said, “because a lot of projects on our streets require different agencies’ approval or working together, and as soon as that starts to slow down, so does the progress.”\u003c/p>\n\u003cp>The legislation sets expectations for seven city departments, including the police, public health and public works departments.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Under the plan, SFPD would be required to develop and release a plan to increase traffic enforcement efforts on behaviors that are most likely to result in severe injury and death, such as speeding.\u003c/p>\n\u003cp>The San Francisco Fire Department would be required to release written guidelines identifying street designs and traffic calming tools it finds acceptable, and the city’s transportation agency would be required to develop a plan for redesigning streets identified on its \u003ca href=\"https://www.visionzerosf.org/maps-data/\">high-injury network\u003c/a>.\u003c/p>\n\u003cp>The law sets timelines for departments to deliver many of these requirements by the end of this year or next.\u003c/p>\n\u003cp>Many at Monday’s meeting agreed that city leaders need a renewed focus on street safety, given the rapidly changing transportation environment on city streets due to the rise of self-driving cars, e-mobility devices, ride-hailing services and delivery drivers.\u003c/p>\n\u003cp>“When I began bike commuting, I had to worry about cars,” said Lisa Platt, a resident of District 2, who said she had lost feeling in half of her face after a bike crash. “I still very much do, but now daily I dodge scooters and electric skateboards and bicycles riding on sidewalks because the bicycle infrastructure is incomplete or filled with delivery motorcycles whizzing by.”\u003c/p>\n\u003cp>With the help of state legislation, San Francisco has made some significant safety improvements to city streets in the last year. It was the first city in the state to implement a \u003ca href=\"https://www.kqed.org/news/12050882/sfs-speed-cameras-a-good-first-step-but-bittersweet-for-families-of-speeding-victims\">speed safety camera pilot\u003c/a>, which automatically doles out tickets to drivers traveling more than 11 miles over the speed limit at 33 camera locations. The city has also moved to carry out the state’s new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting \u003c/a>law, which prioritizes pedestrian visibility by preventing cars from parking in spaces before crosswalks.\u003c/p>\n\u003cp>Lindsey expects the Street Safety Act to receive unanimous approval from the city’s full Board of Supervisors at next week’s meeting.\u003c/p>\n\u003cp>But even if the law passes, the work won’t be over, she said.\u003c/p>\n\u003cp>“I think the Street Safety Act is the blueprint for success in the upcoming years,” Lindsey said, “and then it’s going to be a matter of holding these agency leaders to task on this.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>If you’ve been hoping for a new speed bump on your street, don’t hold your breath.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco transportation officials \u003c/a>are suspending a popular, long-running program that allows residents to request street safety improvements in their neighborhoods.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency this week said it would be “temporarily pausing” its Residential Traffic Calming Program, citing “rising construction costs, record demand, and a challenging fiscal landscape.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The move comes as the agency faces an \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">anticipated $322 million budget deficit\u003c/a> next year when federal and state one-time relief funds run out.\u003c/p>\n\u003cp>Since the launch of the traffic calming program in 2013, residents have been able to ask the city to install new speed-reducing devices, such as concrete islands, speed bumps (and humps), road markings and rubber road cushions, in their neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_12015012\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">SFMTA is talking about huge cuts to service to help close a $300 million budget deficit by next year. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A surge in applications during the pandemic — when the SFMTA made the process more accessible — has left a significant backlog of projects, many of which are now ready for construction,” the agency said in a statement, noting it would stop taking applications on July 1.\u003c/p>\n\u003cp>SFMTA has installed over 1,200 traffic-calming devices throughout the city since 2018, including more than 500 directly requested by residents, according to the agency.\u003c/p>\n\u003cp>“This work has helped advance\u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\"> San Francisco’s Vision Zero goals \u003c/a>— and that effort continues, even as new residential applications are temporarily paused,” it added, referring to \u003ca href=\"https://www.sfmta.com/vision-zero-sf\">an initiative\u003c/a> the city launched in 2014 to end traffic fatalities within a decade.[aside postID=news_12020559 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-26-1020x680.jpg']The policy \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">officially expired\u003c/a> in 2024, the city’s deadliest \u003ca href=\"https://www.sfchronicle.com/bayarea/article/more-people-died-sf-crashes-homicides-19998860.php\">year\u003c/a> in at least two decades, when \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">42 people, \u003c/a>including 24 pedestrians, were killed in crashes.\u003c/p>\n\u003cp>The city’s Civil Grand Jury, a government watchdog group, last week released a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision.pdf\">scathing report\u003c/a> — dubbed “Failed Vision”— that attributed the rise in fatalities in part to “critical failures” in traffic enforcement by the city’s police department, which in recent years has issued significantly fewer traffic tickets amid staffing shortages and new regulations.\u003c/p>\n\u003cp>The number of traffic citations issued by police in the city declined by nearly 90% from 2014 to 2024, \u003ca href=\"https://www.sanfranciscopolice.org/stay-safe/crime-data/traffic-violation-reports\">according to department data\u003c/a>.\u003c/p>\n\u003cp>“There’s a sense of lawlessness on the city streets, due to the almost complete lack of \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">enforcement in recent years\u003c/a>,” Jury Foreperson Michael Carboy said in a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision_Press_Release.pdf\">statement\u003c/a>.\u003c/p>\n\u003cp>With eight \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">pedestrian deaths\u003c/a> in San Francisco so far this year, safety advocates urged the city not to give up on Vision Zero.[aside postID=news_12041243 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-15-BL-KQED-1020x680.jpg']Marta Lindsey, a spokesperson for Walk San Francisco, a pedestrian advocacy group, said that while the city’s crowd-sourced traffic calming program was well-intentioned, the piecemeal approach was inefficient.\u003c/p>\n\u003cp>“I hope SFMTA catches up on this backlog, but then comes back with a better program that can be proactive and bring speed humps to entire neighborhoods where they’re needed instead of this ‘speed hump by speed-hump’ approach.”\u003c/p>\n\u003cp>Speed, she said, continues to be the number one cause of severe and fatal crashes in San Francisco.\u003c/p>\n\u003cp>“This threat is real. It’s outside our windows every day,” she said. \u003cstrong>“\u003c/strong>People are really seeing and feeling how out of control speeding is on our streets. And they want something to be done that’s concrete. Literally concrete.”\u003c/p>\n\u003cp>\u003cem>This report includes reporting from KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jasminegarnett\">\u003cem>Jasmine Garnett\u003c/em>\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The move comes as the agency faces an anticipated $322 million budget deficit next year when federal and state one-time relief funds run out.",
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"title": "SF Ends Program Allowing Residents to Request Street Safety Improvements | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you’ve been hoping for a new speed bump on your street, don’t hold your breath.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco transportation officials \u003c/a>are suspending a popular, long-running program that allows residents to request street safety improvements in their neighborhoods.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency this week said it would be “temporarily pausing” its Residential Traffic Calming Program, citing “rising construction costs, record demand, and a challenging fiscal landscape.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The move comes as the agency faces an \u003ca href=\"https://www.kqed.org/news/12037653/sfmta-launches-major-reorganization-to-address-mounting-budget-shortfall\">anticipated $322 million budget deficit\u003c/a> next year when federal and state one-time relief funds run out.\u003c/p>\n\u003cp>Since the launch of the traffic calming program in 2013, residents have been able to ask the city to install new speed-reducing devices, such as concrete islands, speed bumps (and humps), road markings and rubber road cushions, in their neighborhoods.\u003c/p>\n\u003cfigure id=\"attachment_12015012\" class=\"wp-caption aligncenter\" style=\"max-width: 1695px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png\" alt=\"\" width=\"1695\" height=\"1158\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png 1695w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-800x547.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1020x697.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS-1536x1049.png 1536w\" sizes=\"auto, (max-width: 1695px) 100vw, 1695px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">SFMTA is talking about huge cuts to service to help close a $300 million budget deficit by next year. \u003ccite>(Mark Wilson/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A surge in applications during the pandemic — when the SFMTA made the process more accessible — has left a significant backlog of projects, many of which are now ready for construction,” the agency said in a statement, noting it would stop taking applications on July 1.\u003c/p>\n\u003cp>SFMTA has installed over 1,200 traffic-calming devices throughout the city since 2018, including more than 500 directly requested by residents, according to the agency.\u003c/p>\n\u003cp>“This work has helped advance\u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\"> San Francisco’s Vision Zero goals \u003c/a>— and that effort continues, even as new residential applications are temporarily paused,” it added, referring to \u003ca href=\"https://www.sfmta.com/vision-zero-sf\">an initiative\u003c/a> the city launched in 2014 to end traffic fatalities within a decade.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The policy \u003ca href=\"https://www.kqed.org/news/12041243/san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more\">officially expired\u003c/a> in 2024, the city’s deadliest \u003ca href=\"https://www.sfchronicle.com/bayarea/article/more-people-died-sf-crashes-homicides-19998860.php\">year\u003c/a> in at least two decades, when \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">42 people, \u003c/a>including 24 pedestrians, were killed in crashes.\u003c/p>\n\u003cp>The city’s Civil Grand Jury, a government watchdog group, last week released a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision.pdf\">scathing report\u003c/a> — dubbed “Failed Vision”— that attributed the rise in fatalities in part to “critical failures” in traffic enforcement by the city’s police department, which in recent years has issued significantly fewer traffic tickets amid staffing shortages and new regulations.\u003c/p>\n\u003cp>The number of traffic citations issued by police in the city declined by nearly 90% from 2014 to 2024, \u003ca href=\"https://www.sanfranciscopolice.org/stay-safe/crime-data/traffic-violation-reports\">according to department data\u003c/a>.\u003c/p>\n\u003cp>“There’s a sense of lawlessness on the city streets, due to the almost complete lack of \u003ca href=\"https://www.kqed.org/news/11929172/sf-on-track-for-deadliest-year-in-traffic-deaths-and-new-report-blames-inadequate-misdirected-police-enforcement\">enforcement in recent years\u003c/a>,” Jury Foreperson Michael Carboy said in a \u003ca href=\"https://media.api.sf.gov/documents/2025_CGJ_Report_Failed_Vision_Press_Release.pdf\">statement\u003c/a>.\u003c/p>\n\u003cp>With eight \u003ca href=\"https://www.sf.gov/data--traffic-fatalities\">pedestrian deaths\u003c/a> in San Francisco so far this year, safety advocates urged the city not to give up on Vision Zero.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Marta Lindsey, a spokesperson for Walk San Francisco, a pedestrian advocacy group, said that while the city’s crowd-sourced traffic calming program was well-intentioned, the piecemeal approach was inefficient.\u003c/p>\n\u003cp>“I hope SFMTA catches up on this backlog, but then comes back with a better program that can be proactive and bring speed humps to entire neighborhoods where they’re needed instead of this ‘speed hump by speed-hump’ approach.”\u003c/p>\n\u003cp>Speed, she said, continues to be the number one cause of severe and fatal crashes in San Francisco.\u003c/p>\n\u003cp>“This threat is real. It’s outside our windows every day,” she said. \u003cstrong>“\u003c/strong>People are really seeing and feeling how out of control speeding is on our streets. And they want something to be done that’s concrete. Literally concrete.”\u003c/p>\n\u003cp>\u003cem>This report includes reporting from KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/jasminegarnett\">\u003cem>Jasmine Garnett\u003c/em>\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-franciscos-streets-still-deadly-advocates-want-lurie-to-do-more",
"title": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It",
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"headTitle": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It | KQED",
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"content": "\u003cp>More than seven years ago, Christian Rose was \u003ca href=\"https://www.kqed.org/news/tag/cycling\">cycling\u003c/a> down his usual route in San Francisco’s Richmond District on his way to a tune-up when the day he had long feared became a reality.\u003c/p>\n\u003cp>A car was barreling toward the bike lane on Arguello Boulevard. He yelled out, but the car hit him and sent him flying over its hood. His bike crushed and helmet scraped from the gravelly street, he landed on his right hip.\u003c/p>\n\u003cp>Rose was freshly through his emergency medicine residency at UCSF, and he said he had an immediate and sinking feeling that the hip that took the brunt of the impact was broken.\u003c/p>\n\u003cp>“Being an emergency physician training at San Francisco General, seeing tons of bike crashes, pedestrian crashes, car crashes, I used to leave those shifts sometimes joking … ‘Hopefully, today is not the day that I’ll come back to work before I’m supposed to,’” he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“So, just at the time I remember the sort of collapsing world of being like, ‘I expected this, I knew this would come at some point, and I just can’t believe it’s today,’” he continued.\u003c/p>\n\u003cp>The intersection where Rose was hit is on San Francisco’s high-injury network, which indicates streets that have the highest percentage of severe and fatal injuries from vehicle crashes, and where the San Francisco Municipal Transportation Agency said it should invest the majority of its resources to prevent future crashes.\u003c/p>\n\u003cp>Rose’s crash occurred three years into the city’s \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero campaign\u003c/a>, a 10-year effort to end traffic fatalities by making changes to infrastructure and driver behavior. That campaign officially ended in December, far from its goal. Now, transportation safety advocates are pushing Mayor Daniel Lurie and city officials to do more.\u003c/p>\n\u003cfigure id=\"attachment_12040818\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040818\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Eight years into Vision Zero, another cyclist was struck and killed less than half a mile north of where Rose was on Arguello Boulevard, at another intersection marked high risk.\u003c/p>\n\u003cp>Despite both crashes, the intersection at Cornwall and Arguello, Rose said, looked exactly the same when he rode past it Friday.\u003c/p>\n\u003cp>“Nothing has changed on the entire section,” he told KQED. “There’s only construction going on right now on the upper section, and the lower section hasn’t had any adjustments made either. There are no new traffic signs or anything in that intersection.”\u003c/p>\n\u003ch2>A commitment to ending traffic deaths\u003c/h2>\n\u003cp>In 2014, then-Supervisor Norman Yee, who had survived a crash himself in 2006, shepherded Vision Zero into San Francisco, promising to coordinate city agencies around creating safer intersections for pedestrians and cyclists, and redesigning city streets to curb crash deaths.[aside postID=news_12039914 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-03-KQED-1020x680.jpg']The policy’s first action plan the following year had lofty goals: implement safety treatments along at least 13 miles of roadways on the high-injury network each year; assess which speed humps or signage slowed traffic and prevented accidents most effectively; and slow road speeds.\u003c/p>\n\u003cp>When Vision Zero was introduced in San Francisco, the city struggled with an average of about 20 pedestrian deaths and hundreds of critical injuries due to vehicle crashes each year.\u003c/p>\n\u003cp>“The result of this collaborative, citywide effort will be safer, more livable streets as we work to eliminate traffic fatalities by 2024,” the plan reads.\u003c/p>\n\u003cp>Despite high hopes, when the policy sunsetted in December, it came at the end of one of the \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">deadliest years yet\u003c/a> on San Francisco streets.\u003c/p>\n\u003ch2>Vision Zero expires with little to celebrate\u003c/h2>\n\u003cp>“The biggest tragedy is that 2024 was the worst year for traffic violence, and particularly for pedestrians, it was the worst year for traffic deaths for pedestrians since 2007,” said Jodie Medeiros, the executive director of pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>According to the nonprofit, 24 people were killed in crashes while walking last year, including a family of four who were waiting at a bus stop when they were \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">hit by a vehicle\u003c/a> that veered off the road in West Portal and onto the sidewalk.\u003c/p>\n\u003cp>Collectively, 42 people died in vehicle crashes while walking, biking and driving in 2024, and hundreds were injured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Medeiros said that since 2014, the city has made progress redesigning streets and adding traffic-slowing measures, including \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">speed cameras\u003c/a> that began to go online last month. But one of the reasons she believes San Francisco is continuing to have a high number of injuries and deaths is because policy change has moved at a glacial pace, and agencies aren’t collaborating the way they should.\u003c/p>\n\u003cp>“It’s important to know that the city is not organized. The agencies haven’t been well coordinated,” Medeiros told KQED.\u003c/p>\n\u003cp>At a street safety hearing in the city’s Land Use and Transportation Committee this month, the Department of Public Health presented traffic death and injury data from 2023 — the most recent the agency had completed, representatives told supervisors. Its most recent high-injury network map is from 2021.\u003c/p>\n\u003cp>SFMTA also revealed that it is lagging on safety improvements that were supposed to be complete along those streets last December, Medeiros said.\u003c/p>\n\u003ch2>The next 10 years of Vision Zero\u003c/h2>\n\u003cp>On the morning of the hearing, Medeiros and other traffic safety advocates gathered on the steps of City Hall to place white sneakers, flats and boots in rows in a somber protest. The 10 pairs of “ghost shoes” represented 10 people who have already died in vehicle crashes in 2025, since Vision Zero expired.\u003c/p>\n\u003cp>The group held signs calling out the lapse in street safety policy and urging Lurie to take up the task of reviving it.\u003c/p>\n\u003cp>In a letter Walk SF sent to Lurie the same day, advocates demanded that he finalize a new policy by July 30, and have an interagency traffic safety plan codified by the end of September for the five agencies responsible for carrying it out: SFMTA, the departments of public health and public works, and the police and fire departments.\u003c/p>\n\u003cfigure id=\"attachment_12040816\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, Executive Director of Walk San Francisco, places flowers on a memorial of white shoes during a rally with traffic safety advocates from Walk SF, Families for Safe Streets, and the Vision Zero Coalition on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The white shoes symbolize the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We feel like this is a fair amount of time for him to be in office, to understand the agencies, to understand the challenges, what’s worked, what’s not worked, and to really create and have a robust, thoughtful new Vision Zero,” Medeiros said.\u003c/p>\n\u003cp>The letter also lays out what Walk SF and Bay Area Families for Safer Streets, another advocacy group made up of crash survivors, want to see prioritized in the new policy.\u003c/p>\n\u003cp>One of their main focuses is speeding.\u003c/p>\n\u003cp>“Dangerous speeding is a risk factor,” said advocate Jenny Yu, whose mother was in a severe crash in 2011.\u003c/p>\n\u003cp>“She was crossing the street on Park Presidio and Anza in Golden Gate Park, and a driver was turning left, speeding,” she recalled. “The SUV struck her body and swung her body across the street.”\u003c/p>\n\u003cp>City data shows that 1 in 5 crashes are related to excessive speed, and as speed increases, so does the risk of severe injury and death. If a car traveling 20 mph hits a pedestrian, the risk of a fatality is 10%. If that car is going 40 mph, the risk surges to 80%.[aside postID=news_12028444 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2015/04/RS13995_5682289311_963280efff_o-1440x961.jpg']“Now, there’s people going more than 20 miles an hour over the speed limit,” Yu said. “So speeding is definitely a factor that [the new] traffic safety plan has to have elements to address.”\u003c/p>\n\u003cp>Just this week, San Francisco released the data from its first month operating speed-monitoring cameras that are meant to ticket drivers traveling more than 10 mph above the speed limit on certain roads. About 20 cameras sent out a collective 31,000 warnings to drivers on high-injury network streets in April, SFMTA reported.\u003c/p>\n\u003cp>Once all 33 of the city’s cameras have been active for 60 days, the cameras will start administering tickets, which Medeiros said she believed can have a real effect on driver behavior.\u003c/p>\n\u003cp>She pointed to the success of similar technology in New York: “The cameras have reduced crashes, reduced speeds, and have been part of their program for Vision Zero,” she said.\u003c/p>\n\u003cp>Walk SF’s letter to Lurie also requests that the new Vision Zero policy lower the speed limits on all high-injury network and commercial streets by 5 mph by 2027 and pursue state legislation to reduce speed limits on residential streets across the city to 20 mph the following year.\u003c/p>\n\u003cp>It also reiterates the importance of redesigning high-injury network streets.\u003c/p>\n\u003cp>“A great example is to look at the Tenderloin,” Medeiros said. “In the current high-injury network map, every single street on the Tenderloin is considered a dangerous street.”\u003c/p>\n\u003cfigure id=\"attachment_11982336\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982336\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg\" alt=\"A bicyclist rides in the street by parked cars and stores.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides by the Tilted Brim in the Tenderloin neighborhood, a part of the 5th Supervisorial District, in San Francisco on April 5, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last five years, she said, the Tenderloin saw speed limits reduced to 20 mph; added pedestrian safety zones and daylighting, which makes it illegal to park a car within 20 feet of a pedestrian crosswalk; and removed lanes from the widest streets with the worst speeding problems.\u003c/p>\n\u003cp>“These things were applied universally in the neighborhood. They were applied at scale. And what we’ve really seen is crash rates and close calls have dropped, and speeds have come down,” she told KQED.\u003c/p>\n\u003cp>For those results to be more widespread throughout the city, Medeiros said, there needs to be better collaboration and accountability between city agencies.\u003c/p>\n\u003cp>What has been missing so far, she said, is a mayoral administration that makes Vision Zero a priority.\u003c/p>\n\u003cp>“Vision Zero cities are where the mayors have embraced it and held agencies accountable for citywide change,” she said. “We are really looking at Mayor Lurie for taking a stand, embracing Vision Zero and holding these agencies accountable to make citywide changes to intersections and bringing down dangerous speeds and designing our streets for the most vulnerable people that are using them.”\u003c/p>\n\u003ch2>‘In leading Vision Zero cities, it’s the mayors’\u003c/h2>\n\u003cp>Vision Zero has plenty of promises that remain unrealized.\u003c/p>\n\u003cp>Miles of the high-injury network remain dangerous. Only \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">21 of the city’s 33 speed cameras have been set up\u003c/a>, despite the original March launch date. And while safety advocates had championed taking cars off Market Street in 2020, earlier this year, Lurie announced that autonomous vehicle company Waymo would \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">begin operating\u003c/a> on the downtown thoroughfare.\u003c/p>\n\u003cfigure id=\"attachment_12032139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city also scrapped plans to begin enforcing daylighting in March, after California passed legislation requiring the buffer zones at all intersections in 2023. SFMTA said it would hold off issuing citations until it was able to paint red all of the curbs the daylighting law applies to, which it estimated will take 18 months.\u003c/p>\n\u003cp>“Who has been held accountable? I have no evidence that anyone has been held accountable for any of the safe street issues,” Rose said. “Someone has to ultimately be responsible for enacting the changes and making sure that they happen, otherwise it just falls on deaf ears.”\u003c/p>\n\u003cp>Advocates hope that person will be Lurie, who assured them at the unveiling of the first speed cameras in April that pedestrian safety is part of his public safety agenda.\u003c/p>\n\u003cp>“It’s been a leadership void on this, to be frank,” Medeiros said. “We really did advocate for this with Mayor Breed, and we’re back advocating this for Mayor Lurie … the ingredient that is currently missing is Mayor Lurie holding these agencies accountable in getting the work done.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "The city’s Vision Zero campaign to end traffic fatalities came to a close at the end of 2024 with arguably little progress on its lofty goals. Advocates have a list of requests for its next phase.",
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"title": "San Francisco’s Streets Are Still Deadly. These Advocates Want Lurie to Do More About It | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than seven years ago, Christian Rose was \u003ca href=\"https://www.kqed.org/news/tag/cycling\">cycling\u003c/a> down his usual route in San Francisco’s Richmond District on his way to a tune-up when the day he had long feared became a reality.\u003c/p>\n\u003cp>A car was barreling toward the bike lane on Arguello Boulevard. He yelled out, but the car hit him and sent him flying over its hood. His bike crushed and helmet scraped from the gravelly street, he landed on his right hip.\u003c/p>\n\u003cp>Rose was freshly through his emergency medicine residency at UCSF, and he said he had an immediate and sinking feeling that the hip that took the brunt of the impact was broken.\u003c/p>\n\u003cp>“Being an emergency physician training at San Francisco General, seeing tons of bike crashes, pedestrian crashes, car crashes, I used to leave those shifts sometimes joking … ‘Hopefully, today is not the day that I’ll come back to work before I’m supposed to,’” he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“So, just at the time I remember the sort of collapsing world of being like, ‘I expected this, I knew this would come at some point, and I just can’t believe it’s today,’” he continued.\u003c/p>\n\u003cp>The intersection where Rose was hit is on San Francisco’s high-injury network, which indicates streets that have the highest percentage of severe and fatal injuries from vehicle crashes, and where the San Francisco Municipal Transportation Agency said it should invest the majority of its resources to prevent future crashes.\u003c/p>\n\u003cp>Rose’s crash occurred three years into the city’s \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero campaign\u003c/a>, a 10-year effort to end traffic fatalities by making changes to infrastructure and driver behavior. That campaign officially ended in December, far from its goal. Now, transportation safety advocates are pushing Mayor Daniel Lurie and city officials to do more.\u003c/p>\n\u003cfigure id=\"attachment_12040818\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040818\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-12-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic safety advocates from Walk San Francisco, Families for Safe Streets and the Vision Zero Coalition gather on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Eight years into Vision Zero, another cyclist was struck and killed less than half a mile north of where Rose was on Arguello Boulevard, at another intersection marked high risk.\u003c/p>\n\u003cp>Despite both crashes, the intersection at Cornwall and Arguello, Rose said, looked exactly the same when he rode past it Friday.\u003c/p>\n\u003cp>“Nothing has changed on the entire section,” he told KQED. “There’s only construction going on right now on the upper section, and the lower section hasn’t had any adjustments made either. There are no new traffic signs or anything in that intersection.”\u003c/p>\n\u003ch2>A commitment to ending traffic deaths\u003c/h2>\n\u003cp>In 2014, then-Supervisor Norman Yee, who had survived a crash himself in 2006, shepherded Vision Zero into San Francisco, promising to coordinate city agencies around creating safer intersections for pedestrians and cyclists, and redesigning city streets to curb crash deaths.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The policy’s first action plan the following year had lofty goals: implement safety treatments along at least 13 miles of roadways on the high-injury network each year; assess which speed humps or signage slowed traffic and prevented accidents most effectively; and slow road speeds.\u003c/p>\n\u003cp>When Vision Zero was introduced in San Francisco, the city struggled with an average of about 20 pedestrian deaths and hundreds of critical injuries due to vehicle crashes each year.\u003c/p>\n\u003cp>“The result of this collaborative, citywide effort will be safer, more livable streets as we work to eliminate traffic fatalities by 2024,” the plan reads.\u003c/p>\n\u003cp>Despite high hopes, when the policy sunsetted in December, it came at the end of one of the \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">deadliest years yet\u003c/a> on San Francisco streets.\u003c/p>\n\u003ch2>Vision Zero expires with little to celebrate\u003c/h2>\n\u003cp>“The biggest tragedy is that 2024 was the worst year for traffic violence, and particularly for pedestrians, it was the worst year for traffic deaths for pedestrians since 2007,” said Jodie Medeiros, the executive director of pedestrian advocacy group Walk SF.\u003c/p>\n\u003cp>According to the nonprofit, 24 people were killed in crashes while walking last year, including a family of four who were waiting at a bus stop when they were \u003ca href=\"https://www.kqed.org/news/11992918/san-francisco-driver-78-arrested-months-after-crash-that-killed-family-of-4\">hit by a vehicle\u003c/a> that veered off the road in West Portal and onto the sidewalk.\u003c/p>\n\u003cp>Collectively, 42 people died in vehicle crashes while walking, biking and driving in 2024, and hundreds were injured.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://datawrapper.dwcdn.net/Vc9hv/8/\" width=\"1000\" height=\"710\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Medeiros said that since 2014, the city has made progress redesigning streets and adding traffic-slowing measures, including \u003ca href=\"https://www.kqed.org/news/12032036/sf-speed-cameras-first-in-state-turn-on-today-heres-where-they-are\">speed cameras\u003c/a> that began to go online last month. But one of the reasons she believes San Francisco is continuing to have a high number of injuries and deaths is because policy change has moved at a glacial pace, and agencies aren’t collaborating the way they should.\u003c/p>\n\u003cp>“It’s important to know that the city is not organized. The agencies haven’t been well coordinated,” Medeiros told KQED.\u003c/p>\n\u003cp>At a street safety hearing in the city’s Land Use and Transportation Committee this month, the Department of Public Health presented traffic death and injury data from 2023 — the most recent the agency had completed, representatives told supervisors. Its most recent high-injury network map is from 2021.\u003c/p>\n\u003cp>SFMTA also revealed that it is lagging on safety improvements that were supposed to be complete along those streets last December, Medeiros said.\u003c/p>\n\u003ch2>The next 10 years of Vision Zero\u003c/h2>\n\u003cp>On the morning of the hearing, Medeiros and other traffic safety advocates gathered on the steps of City Hall to place white sneakers, flats and boots in rows in a somber protest. The 10 pairs of “ghost shoes” represented 10 people who have already died in vehicle crashes in 2025, since Vision Zero expired.\u003c/p>\n\u003cp>The group held signs calling out the lapse in street safety policy and urging Lurie to take up the task of reviving it.\u003c/p>\n\u003cp>In a letter Walk SF sent to Lurie the same day, advocates demanded that he finalize a new policy by July 30, and have an interagency traffic safety plan codified by the end of September for the five agencies responsible for carrying it out: SFMTA, the departments of public health and public works, and the police and fire departments.\u003c/p>\n\u003cfigure id=\"attachment_12040816\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12040816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250519-VISIONZEROACTIVISM-02-BL-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jodie Medeiros, Executive Director of Walk San Francisco, places flowers on a memorial of white shoes during a rally with traffic safety advocates from Walk SF, Families for Safe Streets, and the Vision Zero Coalition on the steps of San Francisco City Hall on May 19, 2025, to demand the adoption of a new Vision Zero policy by July 30. The white shoes symbolize the pedestrians who have lost their lives in traffic crashes. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We feel like this is a fair amount of time for him to be in office, to understand the agencies, to understand the challenges, what’s worked, what’s not worked, and to really create and have a robust, thoughtful new Vision Zero,” Medeiros said.\u003c/p>\n\u003cp>The letter also lays out what Walk SF and Bay Area Families for Safer Streets, another advocacy group made up of crash survivors, want to see prioritized in the new policy.\u003c/p>\n\u003cp>One of their main focuses is speeding.\u003c/p>\n\u003cp>“Dangerous speeding is a risk factor,” said advocate Jenny Yu, whose mother was in a severe crash in 2011.\u003c/p>\n\u003cp>“She was crossing the street on Park Presidio and Anza in Golden Gate Park, and a driver was turning left, speeding,” she recalled. “The SUV struck her body and swung her body across the street.”\u003c/p>\n\u003cp>City data shows that 1 in 5 crashes are related to excessive speed, and as speed increases, so does the risk of severe injury and death. If a car traveling 20 mph hits a pedestrian, the risk of a fatality is 10%. If that car is going 40 mph, the risk surges to 80%.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Now, there’s people going more than 20 miles an hour over the speed limit,” Yu said. “So speeding is definitely a factor that [the new] traffic safety plan has to have elements to address.”\u003c/p>\n\u003cp>Just this week, San Francisco released the data from its first month operating speed-monitoring cameras that are meant to ticket drivers traveling more than 10 mph above the speed limit on certain roads. About 20 cameras sent out a collective 31,000 warnings to drivers on high-injury network streets in April, SFMTA reported.\u003c/p>\n\u003cp>Once all 33 of the city’s cameras have been active for 60 days, the cameras will start administering tickets, which Medeiros said she believed can have a real effect on driver behavior.\u003c/p>\n\u003cp>She pointed to the success of similar technology in New York: “The cameras have reduced crashes, reduced speeds, and have been part of their program for Vision Zero,” she said.\u003c/p>\n\u003cp>Walk SF’s letter to Lurie also requests that the new Vision Zero policy lower the speed limits on all high-injury network and commercial streets by 5 mph by 2027 and pursue state legislation to reduce speed limits on residential streets across the city to 20 mph the following year.\u003c/p>\n\u003cp>It also reiterates the importance of redesigning high-injury network streets.\u003c/p>\n\u003cp>“A great example is to look at the Tenderloin,” Medeiros said. “In the current high-injury network map, every single street on the Tenderloin is considered a dangerous street.”\u003c/p>\n\u003cfigure id=\"attachment_11982336\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11982336\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg\" alt=\"A bicyclist rides in the street by parked cars and stores.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240405-District5BOSRedistricting-014-BL_qut-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides by the Tilted Brim in the Tenderloin neighborhood, a part of the 5th Supervisorial District, in San Francisco on April 5, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last five years, she said, the Tenderloin saw speed limits reduced to 20 mph; added pedestrian safety zones and daylighting, which makes it illegal to park a car within 20 feet of a pedestrian crosswalk; and removed lanes from the widest streets with the worst speeding problems.\u003c/p>\n\u003cp>“These things were applied universally in the neighborhood. They were applied at scale. And what we’ve really seen is crash rates and close calls have dropped, and speeds have come down,” she told KQED.\u003c/p>\n\u003cp>For those results to be more widespread throughout the city, Medeiros said, there needs to be better collaboration and accountability between city agencies.\u003c/p>\n\u003cp>What has been missing so far, she said, is a mayoral administration that makes Vision Zero a priority.\u003c/p>\n\u003cp>“Vision Zero cities are where the mayors have embraced it and held agencies accountable for citywide change,” she said. “We are really looking at Mayor Lurie for taking a stand, embracing Vision Zero and holding these agencies accountable to make citywide changes to intersections and bringing down dangerous speeds and designing our streets for the most vulnerable people that are using them.”\u003c/p>\n\u003ch2>‘In leading Vision Zero cities, it’s the mayors’\u003c/h2>\n\u003cp>Vision Zero has plenty of promises that remain unrealized.\u003c/p>\n\u003cp>Miles of the high-injury network remain dangerous. Only \u003ca href=\"https://www.kqed.org/news/12039914/just-over-half-sfs-speed-cameras-operational-whats-with-slowdown\">21 of the city’s 33 speed cameras have been set up\u003c/a>, despite the original March launch date. And while safety advocates had championed taking cars off Market Street in 2020, earlier this year, Lurie announced that autonomous vehicle company Waymo would \u003ca href=\"https://www.kqed.org/news/12035348/mayor-lurie-allows-waymo-on-sfs-car-free-market-street\">begin operating\u003c/a> on the downtown thoroughfare.\u003c/p>\n\u003cfigure id=\"attachment_12032139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250319-SF-SPEED-CAMERAS-MD-02-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A speed camera on Geary Street in San Francisco on March 19, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city also scrapped plans to begin enforcing daylighting in March, after California passed legislation requiring the buffer zones at all intersections in 2023. SFMTA said it would hold off issuing citations until it was able to paint red all of the curbs the daylighting law applies to, which it estimated will take 18 months.\u003c/p>\n\u003cp>“Who has been held accountable? I have no evidence that anyone has been held accountable for any of the safe street issues,” Rose said. “Someone has to ultimately be responsible for enacting the changes and making sure that they happen, otherwise it just falls on deaf ears.”\u003c/p>\n\u003cp>Advocates hope that person will be Lurie, who assured them at the unveiling of the first speed cameras in April that pedestrian safety is part of his public safety agenda.\u003c/p>\n\u003cp>“It’s been a leadership void on this, to be frank,” Medeiros said. “We really did advocate for this with Mayor Breed, and we’re back advocating this for Mayor Lurie … the ingredient that is currently missing is Mayor Lurie holding these agencies accountable in getting the work done.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "SF Safety Groups Hang Memorials at Hundreds of Intersections Where Pedestrians Were Killed",
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"content": "\u003cp>San Francisco pedestrian safety advocates on Friday began hanging memorial signs and pairs of shoes at hundreds of intersections across the city, marking sites where pedestrians were fatally struck over the last decade.\u003c/p>\n\u003cp>Crash survivors and family members of victims helped paint shoes and hang signs to mark the launch of the awareness campaign organized by \u003ca href=\"https://walksf.org/\">Walk San Francisco\u003c/a> and \u003ca href=\"https://walksf.org/families-for-safe-streets/\">San Francisco Bay Area Families for Safe Streets\u003c/a>.\u003c/p>\n\u003cp>Their effort to raise the alarm on pedestrian deaths has intensified in the lead-up to World Day of Remembrance for Road Traffic Victims on Nov. 17.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The two groups plan to hang signs and pairs of shoes for each of the 317 pedestrians who have been killed in traffic accidents since 2014, the year the city launched its ambitious \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero plan to eliminate all traffic fatalities within 10 years. \u003c/a>\u003c/p>\n\u003cp>But the city has \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">fallen far short of that goal\u003c/a>. Already this year, 24 pedestrians have been fatally struck on San Francisco streets, surpassing the 18 pedestrian deaths in all of 2023, according to the San Francisco Police Department.\u003c/p>\n\u003cp>Dr. Christian Rose, an emergency physician and professor at Stanford University, who attended Friday’s event in the Mission, recalled biking on Arguello Boulevard in 2017 when he was struck by a vehicle that turned left into a pedestrian-protected intersection.\u003c/p>\n\u003cp>“I truly believe that better cities have safe infrastructure for these things,” Rose said. “It made me feel sort of lucky that I am able to walk again afterward — it took about eight months to learn how to walk again and run.”\u003c/p>\n\u003cfigure id=\"attachment_12013861\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013861\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer dips their paintbrush into a can as they paint a pair of shoes for the pedestrian memorial. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rose said that most traffic incidents are spurred by actions that seem fairly insignificant and innocuous, such as — rolling through stop signs or sidewalks not being completely monitored by drivers, data shows. But he also points out what he believes to be a fatal misunderstanding of traffic safety:\u003c/p>\n\u003cp>“There’s very rarely the recognition of a car as a heavy piece of machinery that is not the same as a human on a crosswalk or a bicycle,” he said. “This is part of the narrative we need to get over.”\u003c/p>\n\u003cp>The group of three safety advocates walked to various intersections throughout the Mission District neighborhood, stopping at South Van Ness and 18th to hang a memorial for Thomas McKean, a 29-year-old San Francisco resident who was fatally struck by a car last year.\u003c/p>\n\u003cp>Julie Nicholson, who was struck and seriously injured while running in the Panhandle in 2020, shed tears for the deceased McKean as she hoisted up a sign reading “Remembering the life lost here” to tape onto a pole.\u003c/p>\n\u003cfigure id=\"attachment_12013863\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer paints shoes outside the foundation’s Mission District office. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said that goals like Vision Zero are her North Star.\u003c/p>\n\u003cp>“I know it’s a privilege that I’m here with my life and fully healed,” Nicholson said, having suffered a broken back and hip as a result of her injuries. “That’s why I’m here, and that’s why I’ll continue to be here, to be part of the solution.”\u003c/p>\n\u003cp>Advocates plan to set up a memorial at City Hall on Nov. 17 to honor both the 317 pedestrians killed and the more than 5,000 others injured since 2014.\u003c/p>\n\u003cp>Marta Lindsey, a spokesperson for Walk SF, said the campaign intends to invite Mayor-elect Daniel Lurie to the City Hall memorial.\u003c/p>\n\u003cp>“If Daniel Lurie wants to make our city better, traffic safety needs to be one of his top priorities,” Lindsey said. “We hope he will attend to stand with those who have been hurt and killed on our streets.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco pedestrian safety advocates on Friday began hanging memorial signs and pairs of shoes at hundreds of intersections across the city, marking sites where pedestrians were fatally struck over the last decade.\u003c/p>\n\u003cp>Crash survivors and family members of victims helped paint shoes and hang signs to mark the launch of the awareness campaign organized by \u003ca href=\"https://walksf.org/\">Walk San Francisco\u003c/a> and \u003ca href=\"https://walksf.org/families-for-safe-streets/\">San Francisco Bay Area Families for Safe Streets\u003c/a>.\u003c/p>\n\u003cp>Their effort to raise the alarm on pedestrian deaths has intensified in the lead-up to World Day of Remembrance for Road Traffic Victims on Nov. 17.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The two groups plan to hang signs and pairs of shoes for each of the 317 pedestrians who have been killed in traffic accidents since 2014, the year the city launched its ambitious \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero plan to eliminate all traffic fatalities within 10 years. \u003c/a>\u003c/p>\n\u003cp>But the city has \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">fallen far short of that goal\u003c/a>. Already this year, 24 pedestrians have been fatally struck on San Francisco streets, surpassing the 18 pedestrian deaths in all of 2023, according to the San Francisco Police Department.\u003c/p>\n\u003cp>Dr. Christian Rose, an emergency physician and professor at Stanford University, who attended Friday’s event in the Mission, recalled biking on Arguello Boulevard in 2017 when he was struck by a vehicle that turned left into a pedestrian-protected intersection.\u003c/p>\n\u003cp>“I truly believe that better cities have safe infrastructure for these things,” Rose said. “It made me feel sort of lucky that I am able to walk again afterward — it took about eight months to learn how to walk again and run.”\u003c/p>\n\u003cfigure id=\"attachment_12013861\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013861\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer dips their paintbrush into a can as they paint a pair of shoes for the pedestrian memorial. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rose said that most traffic incidents are spurred by actions that seem fairly insignificant and innocuous, such as — rolling through stop signs or sidewalks not being completely monitored by drivers, data shows. But he also points out what he believes to be a fatal misunderstanding of traffic safety:\u003c/p>\n\u003cp>“There’s very rarely the recognition of a car as a heavy piece of machinery that is not the same as a human on a crosswalk or a bicycle,” he said. “This is part of the narrative we need to get over.”\u003c/p>\n\u003cp>The group of three safety advocates walked to various intersections throughout the Mission District neighborhood, stopping at South Van Ness and 18th to hang a memorial for Thomas McKean, a 29-year-old San Francisco resident who was fatally struck by a car last year.\u003c/p>\n\u003cp>Julie Nicholson, who was struck and seriously injured while running in the Panhandle in 2020, shed tears for the deceased McKean as she hoisted up a sign reading “Remembering the life lost here” to tape onto a pole.\u003c/p>\n\u003cfigure id=\"attachment_12013863\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer paints shoes outside the foundation’s Mission District office. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said that goals like Vision Zero are her North Star.\u003c/p>\n\u003cp>“I know it’s a privilege that I’m here with my life and fully healed,” Nicholson said, having suffered a broken back and hip as a result of her injuries. “That’s why I’m here, and that’s why I’ll continue to be here, to be part of the solution.”\u003c/p>\n\u003cp>Advocates plan to set up a memorial at City Hall on Nov. 17 to honor both the 317 pedestrians killed and the more than 5,000 others injured since 2014.\u003c/p>\n\u003cp>Marta Lindsey, a spokesperson for Walk SF, said the campaign intends to invite Mayor-elect Daniel Lurie to the City Hall memorial.\u003c/p>\n\u003cp>“If Daniel Lurie wants to make our city better, traffic safety needs to be one of his top priorities,” Lindsey said. “We hope he will attend to stand with those who have been hurt and killed on our streets.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF Mayor Breed Advances Citywide Traffic Safety Improvements in Wake of Deadly West Portal Collision",
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"content": "\u003cp>Amid lasting grief and shock after a \u003ca href=\"https://www.sfchronicle.com/crime/article/san-francisco-west-portal-crash-investigation-19256389.php\">March 16 vehicle crash\u003c/a> in which a driver killed a mother, father and their two young children outside Muni’s West Portal station, San Francisco Mayor London Breed announced a series of initiatives meant to prevent a recurrence of such a tragedy and to spur progress in the city’s 10-year-old \u003ca href=\"https://www.visionzerosf.org/\">Vision Zero campaign\u003c/a> to end traffic fatalities.\u003c/p>\n\u003cp>The measures the mayor outlined Thursday at a midday conference outside City Hall include reducing the number of intersections where right turns are permitted on red lights, beefing up police enforcement of the most dangerous traffic infractions, and expediting the San Francisco Municipal Transportation Agency’s completion of urgent “Quick Build” safety projects.\u003c/p>\n\u003cp>Beyond those immediate actions and others, Breed also noted that the city’s street infrastructure is badly outdated and needs “a complete overhaul, period” to make it safe for all users.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"San Francisco Mayor London Breed\"]‘Our systems are long overdue for a physical modernization. And this is going to take a lot of time, a lot of resources, and a lot of understanding.’[/pullquote]The mayor addressed the March 16 accident at the very beginning of her remarks. The family of four was waiting at the West Portal station when a 78-year-old driver who was going the wrong way sped through a sidewalk bus stop, crashing directly into them. Police are still investigating the incident.\u003c/p>\n\u003cp>“Today is a moment for us to come together as a community in light of the tragedy that struck our city,” Breed said. “I don’t need to repeat the details of the moments to all of you — what happened, the pain, the terror, the hopelessness, the frustration.”\u003c/p>\n\u003cp>She thanked pedestrian and traffic safety advocates who responded by demanding the city treat the tragedy as an emergency requiring immediate action.\u003c/p>\n\u003cp>“This is a moment that we never want to live through again. Not just a family loss, but two lives of young people. Unimaginable,” Breed said.\u003c/p>\n\u003cp>The mayor also said she believes that the city needs to reimagine the role that streets play in the life of communities.\u003c/p>\n\u003cp>“These streets were built for another time, a smaller population and designed for a world we no longer want to live in, where cars are prioritized and the only option,” she said. “Our systems are long overdue for a physical modernization. And this is going to take a lot of time, a lot of resources, and a lot of understanding.”\u003c/p>\n\u003cp>The mayor also acknowledged that the city has done much to become safer despite the reality that dozens of people still die each year in traffic crashes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those accomplishments include instituting the SFMTA’s “Quick Build” program, which fast-tracks safety improvements in areas where there have been serious safety incidents. The city said it had completed 33 Quick Build projects since 2019 and added more than 50 miles of safety enhancements on high-injury corridors. The SFMTA has also reset most of the city’s traffic signals to give pedestrians more time to cross streets.\u003c/p>\n\u003cp>After Breed’s event on Thursday, SFMTA chief Jeffrey Tumlin said the city is facing two major challenges in working to reduce traffic deaths and serious injuries: funding and local politics.\u003c/p>\n\u003cp>“Over the last four years, we lost $40 million a year from our capital budget, and we lost $240 million a year from our operating budget,” Tumlin said. He said he was “amazed” that agency staffers have managed to continue installing safe street infrastructure despite the scarcity of funds. But he added that the city urgently needs help from the state and federal governments, as well as city voters, to be able to achieve its safety goals.\u003c/p>\n\u003cp>Tumlin also pointed to the difficulty of dealing with local resistance to street infrastructure changes.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11956244,news_11929172,news_11958918\"]“In order to advance traffic safety, particularly for pedestrians, it means reordering the right of way, it means taking space away from someone else in order to advance safety,” Tumlin said. “And here in San Francisco, political trade-offs are challenging, and that is why we are so grateful to the mayor’s strong commitment for us to keep doing this work and to accelerate it, even when we run into people who complain about a loss of a few parking spaces or a loss of a lane of traffic to advance safety.\u003c/p>\n\u003cp>Many of the initiatives Breed mentioned Thursday are programs the city has already embarked on and also include projects previously launched under state law or are steps officials promised long ago.\u003c/p>\n\u003cp>For instance, the Board of Supervisors \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-traffic-ban-right-turn-on-red-rules-18405065.php\">unanimously approved a resolution\u003c/a> last October asking the SFMTA to develop a plan for banning vehicles from making right turns on red lights at most city intersections.\u003c/p>\n\u003cp>San Francisco police vowed a decade ago to increase enforcement against speeding and other dangerous traffic offenses as part of the city’s Vision Zero campaign, though Police Department statistics show the overall number of citations officers have written has declined by more than 95% in the last 10 years.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of Walk San Francisco, thanked Breed during the event for observing the 10-year anniversary of Vision Zero “when it’s not yet a success story.” She added that there are many hopeful signs of change in the city, including the permanent conversion of John F. Kennedy Drive in Golden Gate Park to a parkway for pedestrians and cyclists.\u003c/p>\n\u003cp>“We’re ready to work together to fight together like we did for JFK Promenade,” Medeiros said. “So we are also here asking Mayor Breed, we need your bold action during this very dark time.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Amid lasting grief and shock after a \u003ca href=\"https://www.sfchronicle.com/crime/article/san-francisco-west-portal-crash-investigation-19256389.php\">March 16 vehicle crash\u003c/a> in which a driver killed a mother, father and their two young children outside Muni’s West Portal station, San Francisco Mayor London Breed announced a series of initiatives meant to prevent a recurrence of such a tragedy and to spur progress in the city’s 10-year-old \u003ca href=\"https://www.visionzerosf.org/\">Vision Zero campaign\u003c/a> to end traffic fatalities.\u003c/p>\n\u003cp>The measures the mayor outlined Thursday at a midday conference outside City Hall include reducing the number of intersections where right turns are permitted on red lights, beefing up police enforcement of the most dangerous traffic infractions, and expediting the San Francisco Municipal Transportation Agency’s completion of urgent “Quick Build” safety projects.\u003c/p>\n\u003cp>Beyond those immediate actions and others, Breed also noted that the city’s street infrastructure is badly outdated and needs “a complete overhaul, period” to make it safe for all users.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The mayor addressed the March 16 accident at the very beginning of her remarks. The family of four was waiting at the West Portal station when a 78-year-old driver who was going the wrong way sped through a sidewalk bus stop, crashing directly into them. Police are still investigating the incident.\u003c/p>\n\u003cp>“Today is a moment for us to come together as a community in light of the tragedy that struck our city,” Breed said. “I don’t need to repeat the details of the moments to all of you — what happened, the pain, the terror, the hopelessness, the frustration.”\u003c/p>\n\u003cp>She thanked pedestrian and traffic safety advocates who responded by demanding the city treat the tragedy as an emergency requiring immediate action.\u003c/p>\n\u003cp>“This is a moment that we never want to live through again. Not just a family loss, but two lives of young people. Unimaginable,” Breed said.\u003c/p>\n\u003cp>The mayor also said she believes that the city needs to reimagine the role that streets play in the life of communities.\u003c/p>\n\u003cp>“These streets were built for another time, a smaller population and designed for a world we no longer want to live in, where cars are prioritized and the only option,” she said. “Our systems are long overdue for a physical modernization. And this is going to take a lot of time, a lot of resources, and a lot of understanding.”\u003c/p>\n\u003cp>The mayor also acknowledged that the city has done much to become safer despite the reality that dozens of people still die each year in traffic crashes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those accomplishments include instituting the SFMTA’s “Quick Build” program, which fast-tracks safety improvements in areas where there have been serious safety incidents. The city said it had completed 33 Quick Build projects since 2019 and added more than 50 miles of safety enhancements on high-injury corridors. The SFMTA has also reset most of the city’s traffic signals to give pedestrians more time to cross streets.\u003c/p>\n\u003cp>After Breed’s event on Thursday, SFMTA chief Jeffrey Tumlin said the city is facing two major challenges in working to reduce traffic deaths and serious injuries: funding and local politics.\u003c/p>\n\u003cp>“Over the last four years, we lost $40 million a year from our capital budget, and we lost $240 million a year from our operating budget,” Tumlin said. He said he was “amazed” that agency staffers have managed to continue installing safe street infrastructure despite the scarcity of funds. But he added that the city urgently needs help from the state and federal governments, as well as city voters, to be able to achieve its safety goals.\u003c/p>\n\u003cp>Tumlin also pointed to the difficulty of dealing with local resistance to street infrastructure changes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“In order to advance traffic safety, particularly for pedestrians, it means reordering the right of way, it means taking space away from someone else in order to advance safety,” Tumlin said. “And here in San Francisco, political trade-offs are challenging, and that is why we are so grateful to the mayor’s strong commitment for us to keep doing this work and to accelerate it, even when we run into people who complain about a loss of a few parking spaces or a loss of a lane of traffic to advance safety.\u003c/p>\n\u003cp>Many of the initiatives Breed mentioned Thursday are programs the city has already embarked on and also include projects previously launched under state law or are steps officials promised long ago.\u003c/p>\n\u003cp>For instance, the Board of Supervisors \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-traffic-ban-right-turn-on-red-rules-18405065.php\">unanimously approved a resolution\u003c/a> last October asking the SFMTA to develop a plan for banning vehicles from making right turns on red lights at most city intersections.\u003c/p>\n\u003cp>San Francisco police vowed a decade ago to increase enforcement against speeding and other dangerous traffic offenses as part of the city’s Vision Zero campaign, though Police Department statistics show the overall number of citations officers have written has declined by more than 95% in the last 10 years.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of Walk San Francisco, thanked Breed during the event for observing the 10-year anniversary of Vision Zero “when it’s not yet a success story.” She added that there are many hopeful signs of change in the city, including the permanent conversion of John F. Kennedy Drive in Golden Gate Park to a parkway for pedestrians and cyclists.\u003c/p>\n\u003cp>“We’re ready to work together to fight together like we did for JFK Promenade,” Medeiros said. “So we are also here asking Mayor Breed, we need your bold action during this very dark time.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "traffic-deaths-in-california-are-on-the-rise-heres-how-la-and-other-big-cities-are-trying-to-change-that",
"title": "Traffic Deaths in California Are on the Rise. Here's How LA and Other Big Cities Are Trying to Change That",
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"content": "\u003cp>The worst day of Koi Finley’s life happened last January when she learned her father had just been struck and killed by a hit-and-run driver in downtown Los Angeles during his regular weekend bike ride. He was 46.\u003c/p>\n\u003cp>“That’s the craziest thing that anyone can tell you, that your father was literally hit by somebody,” Finley said. “‘Somebody killed your dad.'”\u003c/p>\n\u003cp>More than a year later, Finley, 19, is still grappling with the senselessness of her dad’s death, and the understanding that it is part of a larger, ongoing tragedy playing out on California’s streets.\u003c/p>\n\u003cp>There were an estimated 3,246 traffic fatalities across the state during the first nine months of 2021, a 17% increase from the same time period the previous year, \u003ca href=\"https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813240\">according to just-released National Traffic Highway Safety Administration data.\u003c/a>\u003c/p>\n\u003cp>The uptick was even sharper in Los Angeles, where Finley’s father was one of nearly 300 non-motorists killed in traffic accidents in 2021 — an increase of 20% from 2020. Of those deaths, 132 people were pedestrians.\u003c/p>\n\u003cfigure id=\"attachment_11903813\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11903813 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\" alt=\"A young woman standing in a walkway.\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Koi Finley in Los Angeles on Jan. 18, 2022. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Every single one of those numbers is a tragedy,” said LA Department of Transportation General Manager Seleta Reynolds. “If we cannot get people from A to B and guarantee that they are safe, and that when somebody leaves in the morning, they’ll come home safely at night, then we haven’t fulfilled sort of a basic responsibility.”\u003c/p>\n\u003cp>Reynolds says her most important tool to reduce traffic injuries and deaths is a program called Vision Zero.\u003c/p>\n\u003cp>Inspired by traffic safety initiatives in Europe, and adopted by LA in 2015, the initiative has set the ambitious goal of eliminating all traffic-related fatalities in the city by the year 2025.[pullquote align=\"right\" size=\"medium\" citation=\"Seleta Reynolds, general manager, LA Department of Transportation\"]‘Every single one of those numbers is a tragedy. If we cannot get people from A to B and guarantee that they are safe, and that when somebody leaves in the morning, they’ll come home safely at night, then we haven’t fulfilled sort of a basic responsibility.’[/pullquote]Similar programs exist in other major urban areas around the state, including \u003ca href=\"https://www.visionzerosf.org/\">San Francisco\u003c/a> and \u003ca href=\"https://www.sandiego.gov/vision-zero\">San Diego\u003c/a>.\u003c/p>\n\u003cp>To reach their goal, LA officials are focused on improving what they call “high-injury network streets” — the 6% of all streets in the city that account for 70% of pedestrian deaths and injuries. Most are concentrated in the San Fernando Valley and South LA.\u003c/p>\n\u003cp>What do these streets have in common? They’re flat and wide, with relatively few traffic lights and crosswalks — all factors that often entice motorists to speed. Reynolds says speed is the No. 1 determinant of the severity of a car crash.\u003c/p>\n\u003cp>Through Vision Zero, the city is trying to remove lanes of traffic, widen bike lanes, and install additional crosswalks with big signs and flashing beacons to more effectively alert drivers to pedestrians and cyclists.\u003c/p>\n\u003cp>One example of these changes is a stretch of Adams Boulevard, south of the 10 Freeway in the city’s West Adams neighborhood. Like many other dangerous streets, it runs through predominantly lower-income Black and Latino neighborhoods.\u003c/p>\n\u003cp>“Motorists have used this roadway, this corridor, almost as a speedway,” says Yolanda Davis-Overstreet, a vice president of the West Adams Neighborhood Council and a traffic safety advocate.\u003c/p>\n\u003cp>Pedestrian safety is very much a racial and social justice issue, she notes, because so many of LA’s most dangerous streets run through communities of color, and Black and Latino residents make up a disproportionate number of traffic deaths.\u003c/p>\n\u003cfigure id=\"attachment_11903814\" class=\"wp-caption aligncenter\" style=\"max-width: 1880px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903814\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\" alt=\"A woman standing on a street corner.\" width=\"1880\" height=\"1410\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0.jpeg 1880w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1536x1152.jpeg 1536w\" sizes=\"(max-width: 1880px) 100vw, 1880px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Yolanda Davis-Overstreet, a traffic safety advocate in Los Angeles, observes traffic on Dec. 18, 2022, along Adams Boulevard, where multiple pedestrians have been killed in collisions. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It is a justice issue and it is a safety issue in the community,” said Davis-Overstreet. “Our Black and Brown lives that have been lost because of the conditions we’ve lived under for decades.”\u003c/p>\n\u003cp>The recent safety upgrades along Adams Boulevard, she says, like the removal of a lane of traffic in each direction and the placement of enhanced crosswalks with big overhead lights, are a step in the right direction.\u003c/p>\n\u003cp>“It’s a behavioral change, where we have to slow it down,” said Davis-Overstreet on a recent morning, as she stood along the street watching the traffic go by.[aside label=\"Related Coverage\" tag=\"traffic-safety\"]The U.S. Department of Transportation just announced its own $5 billion safety initiative to fund local projects aimed at reducing dangerous speeding and improving pedestrian and cyclist infrastructure.\u003c/p>\n\u003cp>But despite LA’s efforts, traffic-related deaths and injuries have increased almost every year since the Vision Zero project was launched here in 2015, prompting some city leaders and safety advocates to accuse traffic officials of not moving nearly fast enough to make the streets safer.\u003c/p>\n\u003cp>Some critics argue that not enough money is being spent on the improvements, while others say local officials are prioritizing the plan’s implementation and failing to meet certain per-year metrics to reduce deaths and injuries.\u003c/p>\n\u003cp>But Seleta Reynolds, of LA’s Department of Transportation, says Vision Zero is only part of the solution to reducing traffic deaths.\u003c/p>\n\u003cp>She points to factors beyond traffic planners’ control, like America’s continuing love affair with big, heavy vehicles that greatly increase the chances a pedestrian or cyclist will die if hit.\u003c/p>\n\u003cp>Then there’s the challenge of distracted driving and the development of increasingly sophisticated car infotainment systems that keep motorists’ attention focused on screens instead of their surroundings, she said.\u003c/p>\n\u003cp>“About 80% of people driving are … actively using technology,” Reynolds said. “We also know that the majority of crashes happen when people driving take their eyes off the road for more than two seconds.”\u003c/p>\n\u003cfigure id=\"attachment_11903923\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903923\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\" alt=\"A lone person crossing a broad street, with the sun rising behind her.\" width=\"1920\" height=\"1439\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woman crosses a large boulevard in Los Angeles’s MacArthur Park neighborhood. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Reynolds also blames her city’s persistently high traffic fatality and injury rates on bad driving habits picked up by motorists during the early months of the pandemic, when streets were much emptier, and drivers were more prone to speed — an inclination that she says many drivers have unfortunately retained.\u003c/p>\n\u003cp>Although Reynolds acknowledges the city probably won’t meet the program’s goal of eliminating traffic deaths by 2025, she says aspiring to reach the Vision Zero goal is still worth it.\u003c/p>\n\u003cp>“We’ve set a milestone. We’ve set a year. And if we don’t get there, then I hope it will invite a lot of accountability and dialogue and discussion,” she said.\u003c/p>\n\u003cp>But that offers little comfort to Koi Finley, who is still grieving the loss of her father and worries that the streets are still just as dangerous as they were when he was killed.\u003c/p>\n\u003cp>“The city has said they want to make changes and fix things, but I feel like it hasn’t been a huge priority,” she said. “Something needs to be done. Something has to come from all of this, all of this heartache, all of this struggle.”[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The worst day of Koi Finley’s life happened last January when she learned her father had just been struck and killed by a hit-and-run driver in downtown Los Angeles during his regular weekend bike ride. He was 46.\u003c/p>\n\u003cp>“That’s the craziest thing that anyone can tell you, that your father was literally hit by somebody,” Finley said. “‘Somebody killed your dad.'”\u003c/p>\n\u003cp>More than a year later, Finley, 19, is still grappling with the senselessness of her dad’s death, and the understanding that it is part of a larger, ongoing tragedy playing out on California’s streets.\u003c/p>\n\u003cp>There were an estimated 3,246 traffic fatalities across the state during the first nine months of 2021, a 17% increase from the same time period the previous year, \u003ca href=\"https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813240\">according to just-released National Traffic Highway Safety Administration data.\u003c/a>\u003c/p>\n\u003cp>The uptick was even sharper in Los Angeles, where Finley’s father was one of nearly 300 non-motorists killed in traffic accidents in 2021 — an increase of 20% from 2020. Of those deaths, 132 people were pedestrians.\u003c/p>\n\u003cfigure id=\"attachment_11903813\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11903813 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/unnamed-2-scaled.jpg\" alt=\"A young woman standing in a walkway.\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/unnamed-2-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Koi Finley in Los Angeles on Jan. 18, 2022. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Every single one of those numbers is a tragedy,” said LA Department of Transportation General Manager Seleta Reynolds. “If we cannot get people from A to B and guarantee that they are safe, and that when somebody leaves in the morning, they’ll come home safely at night, then we haven’t fulfilled sort of a basic responsibility.”\u003c/p>\n\u003cp>Reynolds says her most important tool to reduce traffic injuries and deaths is a program called Vision Zero.\u003c/p>\n\u003cp>Inspired by traffic safety initiatives in Europe, and adopted by LA in 2015, the initiative has set the ambitious goal of eliminating all traffic-related fatalities in the city by the year 2025.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Similar programs exist in other major urban areas around the state, including \u003ca href=\"https://www.visionzerosf.org/\">San Francisco\u003c/a> and \u003ca href=\"https://www.sandiego.gov/vision-zero\">San Diego\u003c/a>.\u003c/p>\n\u003cp>To reach their goal, LA officials are focused on improving what they call “high-injury network streets” — the 6% of all streets in the city that account for 70% of pedestrian deaths and injuries. Most are concentrated in the San Fernando Valley and South LA.\u003c/p>\n\u003cp>What do these streets have in common? They’re flat and wide, with relatively few traffic lights and crosswalks — all factors that often entice motorists to speed. Reynolds says speed is the No. 1 determinant of the severity of a car crash.\u003c/p>\n\u003cp>Through Vision Zero, the city is trying to remove lanes of traffic, widen bike lanes, and install additional crosswalks with big signs and flashing beacons to more effectively alert drivers to pedestrians and cyclists.\u003c/p>\n\u003cp>One example of these changes is a stretch of Adams Boulevard, south of the 10 Freeway in the city’s West Adams neighborhood. Like many other dangerous streets, it runs through predominantly lower-income Black and Latino neighborhoods.\u003c/p>\n\u003cp>“Motorists have used this roadway, this corridor, almost as a speedway,” says Yolanda Davis-Overstreet, a vice president of the West Adams Neighborhood Council and a traffic safety advocate.\u003c/p>\n\u003cp>Pedestrian safety is very much a racial and social justice issue, she notes, because so many of LA’s most dangerous streets run through communities of color, and Black and Latino residents make up a disproportionate number of traffic deaths.\u003c/p>\n\u003cfigure id=\"attachment_11903814\" class=\"wp-caption aligncenter\" style=\"max-width: 1880px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903814\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/0.jpeg\" alt=\"A woman standing on a street corner.\" width=\"1880\" height=\"1410\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0.jpeg 1880w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/02/0-1536x1152.jpeg 1536w\" sizes=\"(max-width: 1880px) 100vw, 1880px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Yolanda Davis-Overstreet, a traffic safety advocate in Los Angeles, observes traffic on Dec. 18, 2022, along Adams Boulevard, where multiple pedestrians have been killed in collisions. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It is a justice issue and it is a safety issue in the community,” said Davis-Overstreet. “Our Black and Brown lives that have been lost because of the conditions we’ve lived under for decades.”\u003c/p>\n\u003cp>The recent safety upgrades along Adams Boulevard, she says, like the removal of a lane of traffic in each direction and the placement of enhanced crosswalks with big overhead lights, are a step in the right direction.\u003c/p>\n\u003cp>“It’s a behavioral change, where we have to slow it down,” said Davis-Overstreet on a recent morning, as she stood along the street watching the traffic go by.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The U.S. Department of Transportation just announced its own $5 billion safety initiative to fund local projects aimed at reducing dangerous speeding and improving pedestrian and cyclist infrastructure.\u003c/p>\n\u003cp>But despite LA’s efforts, traffic-related deaths and injuries have increased almost every year since the Vision Zero project was launched here in 2015, prompting some city leaders and safety advocates to accuse traffic officials of not moving nearly fast enough to make the streets safer.\u003c/p>\n\u003cp>Some critics argue that not enough money is being spent on the improvements, while others say local officials are prioritizing the plan’s implementation and failing to meet certain per-year metrics to reduce deaths and injuries.\u003c/p>\n\u003cp>But Seleta Reynolds, of LA’s Department of Transportation, says Vision Zero is only part of the solution to reducing traffic deaths.\u003c/p>\n\u003cp>She points to factors beyond traffic planners’ control, like America’s continuing love affair with big, heavy vehicles that greatly increase the chances a pedestrian or cyclist will die if hit.\u003c/p>\n\u003cp>Then there’s the challenge of distracted driving and the development of increasingly sophisticated car infotainment systems that keep motorists’ attention focused on screens instead of their surroundings, she said.\u003c/p>\n\u003cp>“About 80% of people driving are … actively using technology,” Reynolds said. “We also know that the majority of crashes happen when people driving take their eyes off the road for more than two seconds.”\u003c/p>\n\u003cfigure id=\"attachment_11903923\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11903923\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/02/Crosswalk2-scaled-e1643926956960.jpg\" alt=\"A lone person crossing a broad street, with the sun rising behind her.\" width=\"1920\" height=\"1439\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woman crosses a large boulevard in Los Angeles’s MacArthur Park neighborhood. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Reynolds also blames her city’s persistently high traffic fatality and injury rates on bad driving habits picked up by motorists during the early months of the pandemic, when streets were much emptier, and drivers were more prone to speed — an inclination that she says many drivers have unfortunately retained.\u003c/p>\n\u003cp>Although Reynolds acknowledges the city probably won’t meet the program’s goal of eliminating traffic deaths by 2025, she says aspiring to reach the Vision Zero goal is still worth it.\u003c/p>\n\u003cp>“We’ve set a milestone. We’ve set a year. And if we don’t get there, then I hope it will invite a lot of accountability and dialogue and discussion,” she said.\u003c/p>\n\u003cp>But that offers little comfort to Koi Finley, who is still grieving the loss of her father and worries that the streets are still just as dangerous as they were when he was killed.\u003c/p>\n\u003cp>“The city has said they want to make changes and fix things, but I feel like it hasn’t been a huge priority,” she said. “Something needs to be done. Something has to come from all of this, all of this heartache, all of this struggle.”\u003c/p>\u003c/div>",
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"disqusTitle": "S.F.'s Ambitious Plan to Turn Two Deadly SoMa Streets Into People-Friendly Boulevards",
"title": "S.F.'s Ambitious Plan to Turn Two Deadly SoMa Streets Into People-Friendly Boulevards",
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"content": "\u003cp>\u003cem>Updated Wednesday, July 3 \u003c/em>\u003c/p>\n\u003cp>When the San Francisco Municipal Transportation Agency board voted unanimously last month to approve \u003ca href=\"https://assets.documentcloud.org/documents/6157074/6-18-19-Item-11-Traffic-Modifications-and-Tc.pdf\" target=\"_blank\" rel=\"noopener\">a $35 million plan\u003c/a> to redesign two dangerous South of Market thoroughfares, it was taking a step toward embracing what planners and advocates of pedestrian and cyclists say is the future of the city's fastest-growing neighborhood. \u003c/p>\n\u003cp>The project promises a makeover for major sections of Howard and Folsom streets. The changes feature expansive new bike lanes, improved pedestrian crossings, and sophisticated traffic signaling designed to eliminate conflicts between bicycles and motor vehicles on the two boulevards between Second Street and 11th Street.\u003c/p>\n\u003cp>The project will also create a transit-only lane on Folsom that promises to make Muni bus service more reliable and new \"public realm\" sidewalk areas -- spaces akin to miniparks -- to be designed by community groups along the Howard and Folsom corridors.\u003c/p>\n\u003cp>The main driver for the changes is improving safety: The SFMTA notes that 391 traffic collisions have occurred over the last five years on the two corridors, which span roughly a mile and a half of each street. Of those crashes, 166, or about 40 percent, have involved pedestrians and cyclists.\u003c/p>\n\u003cp>Inside those statistics: Three cyclists and three pedestrians have been killed in the corridor since January 2013. Those incidents, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Female-cyclist-killed-after-being-hit-by-truck-in-13673483.php?psid=1GAfn\" target=\"_blank\" rel=\"noopener\">most recent of which\u003c/a> occurred in March, have spurred demands for heightened safety measures and prompted the city to try a series of mostly short-term fixes to make the two streets safer.\u003c/p>\n\u003cp>Those immediate measures included \u003ca href=\"https://sfist.com/2019/03/12/after-cyclists-death-city-to-remove-parking-from-two-blocks-of-howard-to-improve-safety/\" target=\"_blank\" rel=\"noopener\">the rapid expansion\u003c/a> of a parking-protected bikeway along Howard Street after 30-year-old cyclist Tess Rothstein was killed March 8 while riding in an unprotected cycling lane between Fifth and Sixth streets.\u003c/p>\n\u003cfigure id=\"attachment_11755438\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a.jpg\">\u003cimg class=\"size-medium wp-image-11755438\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg\" alt=\"\" width=\"800\" height=\"513\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1020x654.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1200x769.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An unprotected bike lane on Folsom Street, between Third and Fourth streets. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Folsom-Howard project, which has been under development for three years, is also driven in part by a recognition that the neighborhoods through which the two streets pass have changed dramatically from the light industrial and warehouse uses that characterized them in the mid-20th century.\u003c/p>\n\u003cp>Both streets are three-lane thoroughfares -- Howard one-way westbound, Folsom one-way eastbound -- that carry a sometimes chaotic mix of commute traffic, trucks making local deliveries and an increasing number of bicycle riders.\u003c/p>\n\u003cp>\"There was just a different feel in this area of the city 50 or 60 years ago,\" said SFMTA engineer Paul Stanis, the Folsom-Howard project manager. Over the past couple of decades, the area has been marked by explosive growth in housing and employment.\u003c/p>\n\u003cp>\"What we're doing is addressing that,\" Stanis said in an interview before the SFMTA board vote on June 18. \"While these streets were designed for vehicles for many decades, we're now designing them for people.\"\u003c/p>\n\u003cp>Reconfiguring the streets will involve reducing the number of traffic lanes from three lanes to two in most areas. About 120 curbside parking spaces would be eliminated -- a typical point of contention for businesses that seek to ensure nearby parking for customers and need to load or unload merchandise and supplies from the street.\u003c/p>\n\u003cp>The SFMTA says it will accommodate businesses by increasing the number of loading zones along the corridor by 20 percent, a feat accomplished by removing some short-term parking and passenger loading zones along the two streets.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bradley Dunn, an SFMTA public information officer who did community outreach on the project, said providing more loading zones will solve a chronic problem in the corridor: trucks double-parking or parking in bike lanes.\u003c/p>\n\u003cp>\"We did an initial survey and found that 80 percent of the businesses reported that they either loaded or unloaded in the bike lane or the travel lane,\" Dunn said. \"So fixing that is a boon for local merchants that are already facing a lot of challenges.\"\u003c/p>\n\u003cp>The biggest change on the two streets would involve the dramatically improved bicycle infrastructure. The current bike lanes -- some of which are protected by a parking lane that's been shifted to the left from the curbs, some of which are simply painted lines adjacent to traffic lanes -- would be replaced by two-way parking-protected bikeways.\u003c/p>\n\u003cp>Intersections along Howard and Folsom will feature new traffic signals -- separate lights to govern the movement of cyclists proceeding straight through an intersection and drivers making turns at the same corner. The signals would eliminate the \"mixing zone\" at intersections, the stretch of pavement where bikes and turning motor vehicles merge across each other.\u003c/p>\n\u003cfigure id=\"attachment_11755439\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2.jpg\">\u003cimg class=\"size-medium wp-image-11755439\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg\" alt=\"\" width=\"800\" height=\"565\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1020x720.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1200x847.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A \"mixing zone\" -- a point where turning vehicles moves across a bike lane -- at Howard and Seventh streets in San Francisco. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also includes fresh safety features for pedestrians, including \"bulb-outs\" that reduce the crossing distance at intersections and new, signal-protected midblock crossings.\u003c/p>\n\u003cp>The agency's planning process involved advocacy groups like the San Francisco Bicycle Coalition and Walk SF, as well as SoMa community organizations like the sponsor of the Folsom Street Fair, United Playaz and the South of Market Community Action Network.\u003c/p>\n\u003cp>Brian Wiedenmeier, the bike coalition's executive director, praised the Howard and Folsom plan as a potential model for reimagining streets throughout the city.\u003c/p>\n\u003cp>\"This really is the highest quality of infrastructure when it comes to bikes, pedestrians and transit that the city has put forward to date,\" Wiedenmeier said.\u003c/p>\n\u003cp>He noted that the Folsom and Howard project has combined a series of near-term fixes -- like the parking-protected bike lanes installed recently on Howard Street -- with a broader vision.\u003c/p>\n\u003cp>\"We are iterating and learning from these pilot projects as we go, getting improvements in the ground quickly and then learning from those to inform the larger, long-term design,\" Wiedenmeier said.\u003c/p>\n\u003cp>The project was almost unanimously applauded during public comment at the SFMTA board meeting.\u003c/p>\n\u003cp>But John Elberling, who runs South of Market nonprofit housing developer TODCO, asked the SFMTA board to remove one block from the project -- Howard Street between Fourth and Fifth -- so it could be redesigned.\u003c/p>\n\u003cp>He said the planned two-way bikeway on the block would endanger the 250 residents of TODCO's Woolf House senior housing facility, at Fourth and Howard. \u003c/p>\n\u003cp>\"You cannot safely assume that they are going to see bicycles coming from both directions,\" Elberling said. \"... In fact, what you can assume is that a significant portion of the time, they won't see them coming.\" \u003c/p>\n\u003cp>The board approved an amendment from Vice Chair Gwyneth Borden directing SFMTA staff to confer with TODCO and adopt design changes that address the Woolf House safety concerns.\u003c/p>\n\u003cp>SFMTA board approval of the transformation proposal kicks off a two-year planning process for the city's Public Works department. Construction could begin in 2021 and take about two years to complete.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Proposal for Folsom and Howard streets would expand bike lanes, add sophisticated new traffic controls and include measures to make the thoroughfares safer for cyclists and pedestrians.",
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"description": "Proposal for Folsom and Howard streets would expand bike lanes, add sophisticated new traffic controls and include measures to make the thoroughfares safer for cyclists and pedestrians.",
"title": "S.F.'s Ambitious Plan to Turn Two Deadly SoMa Streets Into People-Friendly Boulevards | KQED",
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"headline": "S.F.'s Ambitious Plan to Turn Two Deadly SoMa Streets Into People-Friendly Boulevards",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated Wednesday, July 3 \u003c/em>\u003c/p>\n\u003cp>When the San Francisco Municipal Transportation Agency board voted unanimously last month to approve \u003ca href=\"https://assets.documentcloud.org/documents/6157074/6-18-19-Item-11-Traffic-Modifications-and-Tc.pdf\" target=\"_blank\" rel=\"noopener\">a $35 million plan\u003c/a> to redesign two dangerous South of Market thoroughfares, it was taking a step toward embracing what planners and advocates of pedestrian and cyclists say is the future of the city's fastest-growing neighborhood. \u003c/p>\n\u003cp>The project promises a makeover for major sections of Howard and Folsom streets. The changes feature expansive new bike lanes, improved pedestrian crossings, and sophisticated traffic signaling designed to eliminate conflicts between bicycles and motor vehicles on the two boulevards between Second Street and 11th Street.\u003c/p>\n\u003cp>The project will also create a transit-only lane on Folsom that promises to make Muni bus service more reliable and new \"public realm\" sidewalk areas -- spaces akin to miniparks -- to be designed by community groups along the Howard and Folsom corridors.\u003c/p>\n\u003cp>The main driver for the changes is improving safety: The SFMTA notes that 391 traffic collisions have occurred over the last five years on the two corridors, which span roughly a mile and a half of each street. Of those crashes, 166, or about 40 percent, have involved pedestrians and cyclists.\u003c/p>\n\u003cp>Inside those statistics: Three cyclists and three pedestrians have been killed in the corridor since January 2013. Those incidents, the \u003ca href=\"https://www.sfchronicle.com/bayarea/article/Female-cyclist-killed-after-being-hit-by-truck-in-13673483.php?psid=1GAfn\" target=\"_blank\" rel=\"noopener\">most recent of which\u003c/a> occurred in March, have spurred demands for heightened safety measures and prompted the city to try a series of mostly short-term fixes to make the two streets safer.\u003c/p>\n\u003cp>Those immediate measures included \u003ca href=\"https://sfist.com/2019/03/12/after-cyclists-death-city-to-remove-parking-from-two-blocks-of-howard-to-improve-safety/\" target=\"_blank\" rel=\"noopener\">the rapid expansion\u003c/a> of a parking-protected bikeway along Howard Street after 30-year-old cyclist Tess Rothstein was killed March 8 while riding in an unprotected cycling lane between Fifth and Sixth streets.\u003c/p>\n\u003cfigure id=\"attachment_11755438\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a.jpg\">\u003cimg class=\"size-medium wp-image-11755438\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg\" alt=\"\" width=\"800\" height=\"513\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-800x513.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-160x103.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1020x654.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a-1200x769.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-a.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An unprotected bike lane on Folsom Street, between Third and Fourth streets. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Folsom-Howard project, which has been under development for three years, is also driven in part by a recognition that the neighborhoods through which the two streets pass have changed dramatically from the light industrial and warehouse uses that characterized them in the mid-20th century.\u003c/p>\n\u003cp>Both streets are three-lane thoroughfares -- Howard one-way westbound, Folsom one-way eastbound -- that carry a sometimes chaotic mix of commute traffic, trucks making local deliveries and an increasing number of bicycle riders.\u003c/p>\n\u003cp>\"There was just a different feel in this area of the city 50 or 60 years ago,\" said SFMTA engineer Paul Stanis, the Folsom-Howard project manager. Over the past couple of decades, the area has been marked by explosive growth in housing and employment.\u003c/p>\n\u003cp>\"What we're doing is addressing that,\" Stanis said in an interview before the SFMTA board vote on June 18. \"While these streets were designed for vehicles for many decades, we're now designing them for people.\"\u003c/p>\n\u003cp>Reconfiguring the streets will involve reducing the number of traffic lanes from three lanes to two in most areas. About 120 curbside parking spaces would be eliminated -- a typical point of contention for businesses that seek to ensure nearby parking for customers and need to load or unload merchandise and supplies from the street.\u003c/p>\n\u003cp>The SFMTA says it will accommodate businesses by increasing the number of loading zones along the corridor by 20 percent, a feat accomplished by removing some short-term parking and passenger loading zones along the two streets.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bradley Dunn, an SFMTA public information officer who did community outreach on the project, said providing more loading zones will solve a chronic problem in the corridor: trucks double-parking or parking in bike lanes.\u003c/p>\n\u003cp>\"We did an initial survey and found that 80 percent of the businesses reported that they either loaded or unloaded in the bike lane or the travel lane,\" Dunn said. \"So fixing that is a boon for local merchants that are already facing a lot of challenges.\"\u003c/p>\n\u003cp>The biggest change on the two streets would involve the dramatically improved bicycle infrastructure. The current bike lanes -- some of which are protected by a parking lane that's been shifted to the left from the curbs, some of which are simply painted lines adjacent to traffic lanes -- would be replaced by two-way parking-protected bikeways.\u003c/p>\n\u003cp>Intersections along Howard and Folsom will feature new traffic signals -- separate lights to govern the movement of cyclists proceeding straight through an intersection and drivers making turns at the same corner. The signals would eliminate the \"mixing zone\" at intersections, the stretch of pavement where bikes and turning motor vehicles merge across each other.\u003c/p>\n\u003cfigure id=\"attachment_11755439\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2.jpg\">\u003cimg class=\"size-medium wp-image-11755439\" src=\"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg\" alt=\"\" width=\"800\" height=\"565\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-800x565.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-160x113.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1020x720.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2-1200x847.jpg 1200w, https://ww2.kqed.org/app/uploads/sites/10/2019/06/howardstreetlanes-2.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A \"mixing zone\" -- a point where turning vehicles moves across a bike lane -- at Howard and Seventh streets in San Francisco. \u003ccite>(Dan Brekke/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also includes fresh safety features for pedestrians, including \"bulb-outs\" that reduce the crossing distance at intersections and new, signal-protected midblock crossings.\u003c/p>\n\u003cp>The agency's planning process involved advocacy groups like the San Francisco Bicycle Coalition and Walk SF, as well as SoMa community organizations like the sponsor of the Folsom Street Fair, United Playaz and the South of Market Community Action Network.\u003c/p>\n\u003cp>Brian Wiedenmeier, the bike coalition's executive director, praised the Howard and Folsom plan as a potential model for reimagining streets throughout the city.\u003c/p>\n\u003cp>\"This really is the highest quality of infrastructure when it comes to bikes, pedestrians and transit that the city has put forward to date,\" Wiedenmeier said.\u003c/p>\n\u003cp>He noted that the Folsom and Howard project has combined a series of near-term fixes -- like the parking-protected bike lanes installed recently on Howard Street -- with a broader vision.\u003c/p>\n\u003cp>\"We are iterating and learning from these pilot projects as we go, getting improvements in the ground quickly and then learning from those to inform the larger, long-term design,\" Wiedenmeier said.\u003c/p>\n\u003cp>The project was almost unanimously applauded during public comment at the SFMTA board meeting.\u003c/p>\n\u003cp>But John Elberling, who runs South of Market nonprofit housing developer TODCO, asked the SFMTA board to remove one block from the project -- Howard Street between Fourth and Fifth -- so it could be redesigned.\u003c/p>\n\u003cp>He said the planned two-way bikeway on the block would endanger the 250 residents of TODCO's Woolf House senior housing facility, at Fourth and Howard. \u003c/p>\n\u003cp>\"You cannot safely assume that they are going to see bicycles coming from both directions,\" Elberling said. \"... In fact, what you can assume is that a significant portion of the time, they won't see them coming.\" \u003c/p>\n\u003cp>The board approved an amendment from Vice Chair Gwyneth Borden directing SFMTA staff to confer with TODCO and adopt design changes that address the Woolf House safety concerns.\u003c/p>\n\u003cp>SFMTA board approval of the transformation proposal kicks off a two-year planning process for the city's Public Works department. Construction could begin in 2021 and take about two years to complete.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Walkable Model of a City Block Teaches Students about Street Safety",
"title": "Walkable Model of a City Block Teaches Students about Street Safety",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">San Francisco city officials today unveiled a life-sized model of a city block to teach elementary school students about traffic safety with a hands-on approach.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The model was installed at Jean Parker Elementary School in Chinatown, where school and city officials gathered for a ribbon cutting for a new program called Street Smarts. It will travel to different schools and includes two intersections, a traffic signal, bicycle lanes and even a Muni bus. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Second graders from Jean Parker had the chance to walk through the block with guided instruction. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“You see the enjoyment in their faces as they’re learning about safety issues,” said Supervisor Norman Yee. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">School district officials also toured the model.\u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“It is exciting to see a set specifically designed for San Francisco,” said superintendent Vincent Matthews. “Kids will remember this experience.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> After seeing a similar program in Los Angeles in 2014, Supervisor Yee initially teamed up with the late Mayor Ed Lee to bring the project to San Francisco. The San Francisco model is called “Ed’s Neighborhood,” in honor of the mayor who passed away in December.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The project, which cost a quarter million dollars, is part of a city initiative called Vision Zero, which aims to reach zero traffic-related deaths by 2024. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">At the unveiling, Supervisor Yee spoke about his own experience in a near fatal traffic collision 11 years ago.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> “The pain and suffering that it caused me and my family to experience is something I never want another family to experience,\" he said.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">About a quarter of the city's elementary school students walk to school, compared to 15 percent statewide. And more than half of children hurt in traffic accidents in San Francisco are injured while on foot, according to the San Francisco Department of Public Health.\u003c/span>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">San Francisco city officials today unveiled a life-sized model of a city block to teach elementary school students about traffic safety with a hands-on approach.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The model was installed at Jean Parker Elementary School in Chinatown, where school and city officials gathered for a ribbon cutting for a new program called Street Smarts. It will travel to different schools and includes two intersections, a traffic signal, bicycle lanes and even a Muni bus. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Second graders from Jean Parker had the chance to walk through the block with guided instruction. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“You see the enjoyment in their faces as they’re learning about safety issues,” said Supervisor Norman Yee. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">School district officials also toured the model.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“It is exciting to see a set specifically designed for San Francisco,” said superintendent Vincent Matthews. “Kids will remember this experience.”\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> After seeing a similar program in Los Angeles in 2014, Supervisor Yee initially teamed up with the late Mayor Ed Lee to bring the project to San Francisco. The San Francisco model is called “Ed’s Neighborhood,” in honor of the mayor who passed away in December.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">The project, which cost a quarter million dollars, is part of a city initiative called Vision Zero, which aims to reach zero traffic-related deaths by 2024. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">At the unveiling, Supervisor Yee spoke about his own experience in a near fatal traffic collision 11 years ago.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\"> “The pain and suffering that it caused me and my family to experience is something I never want another family to experience,\" he said.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">About a quarter of the city's elementary school students walk to school, compared to 15 percent statewide. And more than half of children hurt in traffic accidents in San Francisco are injured while on foot, according to the San Francisco Department of Public Health.\u003c/span>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Gov. Jerry Brown signed a bill earlier this week that, if you’re like most Bay Area pedestrians, will legalize your daily lawbreaking.\u003c/p>\n\u003cp>No, the state is not lifting the prohibition on jaywalking. That’s still illegal — and dangerous.\u003c/p>\n\u003cp>The bill the governor graced with his signature, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB390\" target=\"_blank\" rel=\"noopener\">AB 390\u003c/a>, makes it legal to begin crossing the street after a pedestrian countdown signal is flashing.\u003c/p>\n\u003cp>Right. You probably thought that was OK to do already. And you’ve seen the appearance of the countdown — 15, 14, 13 … — as a prod to get across the street as fast as you can.\u003c/p>\n\u003cp>But that crossing technique is against the law and can be very expensive.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One jurisdiction where people have learned that? Los Angeles.\u003c/p>\n\u003cp>A couple of years back, the \u003ca href=\"http://www.latimes.com/local/california/la-me-walkability-downtown-20150412-story.html\" target=\"_blank\" rel=\"noopener\">L.A. Times investigated\u003c/a> what appeared to be a high number of citations issued to pedestrians for beginning to cross after a “don’t walk” signal started flashing.\u003c/p>\n\u003cp>The Times found that in downtown Los Angeles alone, police had issued 17,000 such tickets over a four-year span. That’s a dozen a day, on average. And the fines are no joke, typically totaling about $200. The LAPD’s zealous crosswalk enforcers told the paper that the tickets are part of making the streets safer for pedestrians and drivers.\u003c/p>\n\u003cp>The traffic cops’ rationale notwithstanding, the \u003ca href=\"http://www.latimes.com/local/california/la-me-0426-lopez-eduardo-20150424-column.html#page=1\" target=\"_blank\" rel=\"noopener\">Times’ reporting\u003c/a> triggered \u003ca href=\"http://la.streetsblog.org/2015/04/29/fix-the-law-that-criminalizes-l-a-s-pedestrians/\" target=\"_blank\" rel=\"noopener\">an outcry\u003c/a>, and the outcry prompted Assemblyman Miguel Santiago, who represents much of downtown L.A., to join San Francisco Assemblyman Phil Ting to offer AB 390.\u003c/p>\n\u003cp>The newly signed bill, which takes effect Jan. 1, 2018, will make it legal to enter a crosswalk after a crosswalk countdown starts — as long as you get to the other side by the time the counter reaches zero.\u003c/p>\n\u003cp>Santiago said in a statement that the new law will “ensure pedestrians are not preyed upon and burdened unnecessarily. This is a small but crucial step towards encouraging and reinforcing pedestrian-friendly communities such as downtown Los Angeles.”\u003c/p>\n\u003cp>AB 390 amends \u003ca href=\"http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=21456.&lawCode=VEH\" target=\"_blank\" rel=\"noopener\">California Vehicle Code Section 21456\u003c/a>, regulating pedestrian crossings with walk/don’t walk signals. The law was on the books before California got its first experimental crosswalk countdown devices in 2001.\u003c/p>\n\u003cp>It’s important to note that another facet of that law remains unchanged: If you’re crossing at one of the traditional pedestrian signals — one without a countdown clock — it will remain illegal to start into the street once the flashing “don’t walk” (or red hand) begins flashing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Most of us were probably unaware of that wrinkle in the vehicle code, too. And if we forget — well, there might be a cop with a ticket book to remind us.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gov. Jerry Brown signed a bill earlier this week that, if you’re like most Bay Area pedestrians, will legalize your daily lawbreaking.\u003c/p>\n\u003cp>No, the state is not lifting the prohibition on jaywalking. That’s still illegal — and dangerous.\u003c/p>\n\u003cp>The bill the governor graced with his signature, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB390\" target=\"_blank\" rel=\"noopener\">AB 390\u003c/a>, makes it legal to begin crossing the street after a pedestrian countdown signal is flashing.\u003c/p>\n\u003cp>Right. You probably thought that was OK to do already. And you’ve seen the appearance of the countdown — 15, 14, 13 … — as a prod to get across the street as fast as you can.\u003c/p>\n\u003cp>But that crossing technique is against the law and can be very expensive.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One jurisdiction where people have learned that? Los Angeles.\u003c/p>\n\u003cp>A couple of years back, the \u003ca href=\"http://www.latimes.com/local/california/la-me-walkability-downtown-20150412-story.html\" target=\"_blank\" rel=\"noopener\">L.A. Times investigated\u003c/a> what appeared to be a high number of citations issued to pedestrians for beginning to cross after a “don’t walk” signal started flashing.\u003c/p>\n\u003cp>The Times found that in downtown Los Angeles alone, police had issued 17,000 such tickets over a four-year span. That’s a dozen a day, on average. And the fines are no joke, typically totaling about $200. The LAPD’s zealous crosswalk enforcers told the paper that the tickets are part of making the streets safer for pedestrians and drivers.\u003c/p>\n\u003cp>The traffic cops’ rationale notwithstanding, the \u003ca href=\"http://www.latimes.com/local/california/la-me-0426-lopez-eduardo-20150424-column.html#page=1\" target=\"_blank\" rel=\"noopener\">Times’ reporting\u003c/a> triggered \u003ca href=\"http://la.streetsblog.org/2015/04/29/fix-the-law-that-criminalizes-l-a-s-pedestrians/\" target=\"_blank\" rel=\"noopener\">an outcry\u003c/a>, and the outcry prompted Assemblyman Miguel Santiago, who represents much of downtown L.A., to join San Francisco Assemblyman Phil Ting to offer AB 390.\u003c/p>\n\u003cp>The newly signed bill, which takes effect Jan. 1, 2018, will make it legal to enter a crosswalk after a crosswalk countdown starts — as long as you get to the other side by the time the counter reaches zero.\u003c/p>\n\u003cp>Santiago said in a statement that the new law will “ensure pedestrians are not preyed upon and burdened unnecessarily. This is a small but crucial step towards encouraging and reinforcing pedestrian-friendly communities such as downtown Los Angeles.”\u003c/p>\n\u003cp>AB 390 amends \u003ca href=\"http://leginfo.legislature.ca.gov/faces/codes_displaySection.xhtml?sectionNum=21456.&lawCode=VEH\" target=\"_blank\" rel=\"noopener\">California Vehicle Code Section 21456\u003c/a>, regulating pedestrian crossings with walk/don’t walk signals. The law was on the books before California got its first experimental crosswalk countdown devices in 2001.\u003c/p>\n\u003cp>It’s important to note that another facet of that law remains unchanged: If you’re crossing at one of the traditional pedestrian signals — one without a countdown clock — it will remain illegal to start into the street once the flashing “don’t walk” (or red hand) begins flashing.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Most of us were probably unaware of that wrinkle in the vehicle code, too. And if we forget — well, there might be a cop with a ticket book to remind us.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "Chris Thile steps to the mic as the host of Live from Here (formerly A Prairie Home Companion), a live public radio variety show. Download Chris’s Song of the Week plus other highlights from the broadcast. Produced by American Public Media.",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 13
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"radiolab": {
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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