Photo: Myleen Hollero/Orange Photography

Today was my last day as editor of Streetsblog San Francisco. Just like the day I published my first story, I spent the morning talking to bicyclists at a trouble spot. One of the great joys of this job has been interviewing people in the field. Some of my best moments have been spent talking to strangers. I’ve learned so much from those encounters.

I took this job three years ago because I was angry at the state of the streets in San Francisco. While we’ve made a lot of progress in that time, we still haven’t arrived at the game-changing moment. So none of that anger I had when I was first hired has subsided. An advocacy news organization like Streetsblog will continue to be crucial in the years ahead to ensure the change that is so needed on our streets.

As I depart, three things are heavily on my mind, and disturb me as both an advocate and a journalist: the high numbers of bicyclists and pedestrians who continue to be killed and hurt on our streets by drivers, the inertia and dysfunction in all levels of San Francisco city government that is preventing safer streets, and the great veil of government secrecy that still exists despite our local Sunshine Ordinance. That’s why I plan to continue my career as a journalist, fighting to knock down these walls.

I’m relieved to know that OpenPlans is committed to keep Streetsblog going. It is a bittersweet moment for me to write this last post to you. OpenPlans is in the process of searching for the next person to run Streetsblog SF, and in the meantime you’ll still be able to tune in every day for your morning headlines fix.

I owe a great deal of thanks to so many people. Thank you Streetsblog founding editor Aaron Naparstek for hiring me. I could never have done this without former Streetsblog deputy editor Matthew Roth, who turned me into an advocate, made me a better writer and has become a great friend. Former Streetsblog reporters Michael Rhodes and Aaron Bialick were great to work with, and helped me immensely. I continue to be inspired by the legendary historian and activist Chris Carlsson, whose writing contributions were always a treasure. Streetsblog editor-in-chief Ben Fried also made me a better writer, and his tireless work on behalf of the organization is also inspiring. Thanks for all your support Ben.

Also, thank you Leah Shahum, Andy Thornley, Kit Hodge, Marc Caswell, Neal Patel, Kate McCarthy, Brook DuBose and many others associated with the San Francisco Bicycle Coalition. Michael Helquist of BIKE NOPA has been one of my closest advisers and friends. Tom Radulovich of Livable City sat me down and gave me a kind of Sustainable Transportation and Land Use 101 when I first started, and he is one of the brightest minds on the issues. Elizabeth Stampe at Walk SF has done an excellent job since she took over as executive director, and the organization is more high-profile than it’s ever been. Thank you also to Walk SF President Manish Champsee. Susan King and Beth Byrne at Sunday Streets are two of my favorite people, and I’m going to miss working with them. I learned a great deal from Dave Snyder, now the executive director of the California Bicycle Coalition, and we had some great times. Jason Henderson’s insight has also been invaluable. David Alumbaugh, Andres Power and all the talented folks at the Planning Department’s City Design Group were very, very helpful. I know I’m forgetting quite a few people here, but thank you all for making my job easier.

And of course, my thanks to all of you, our great community of readers. You’ve kept me honest. I’ve met some of you in the bike lane, and your passion and smarts on the issues continue to impress me.

You can follow me on Twitter, subscribe or friend me on Facebook, and stay tuned to bryangoebel.com for details on my next adventure.

I get annoyed that Critical Mass is frequently dismissed as a fringe event for scofflaw cyclists, but it’s been really key in sparking so many movements around the world. And that’s where I plan to be tonight to celebrate my great run at Streetsblog and the road ahead. Perhaps I’ll see you.

Bicyclists have to contend with a mess of taxis, delivery trucks and other vehicles obstructing the bike lane on Townsend Street near the entrance to the Caltrain station, to the right. This is why some ride on the sidewalk. Photos by Bryan Goebel.

San Francisco police returned to the Caltrain station at 4th, King and Townsend streets this morning to warn bike commuters not to ride on the sidewalk one day after a sting that resulted in a number of citations for people on bikes. Bike advocates complained, however, that Caltrain has known for years the station presents a challenge to bicyclists, and said the agency’s inaction has allowed conflicts between bicyclists and pedestrians to continue.

Instead of seriously addressing flaws in the street and station design, the situation has led to the selective enforcement of bicyclists. Police told Streetsblog they have received complaints from pedestrians about bike commuters, and yesterday issued a number of citations to bicyclists for riding on the sidewalk. SFPD Lt. Troy Dangerfield said today it was part of a “month-long campaign on bicycle and pedestrian enforcement.” However, the officers did not target drivers obstructing the bike lane.

Shirley Johnson, a member of Caltrain’s Bicycle Advisory Committee and a longtime leader of the Bikes ONBoard program, said she’s been riding on the sidewalk for years.

“I just thought that’s how you’re supposed to get to the station. There’s a curb cut right there, on the sidewalk,” she told Streetsblog. “No one has ever said anything and people are getting ticketed. That seems very unfair.”

“I’m very careful. I ride really slow on the sidewalk,” she continued. “But I can only imagine if someone’s late for the train they’re probably coming along at a pretty good clip. I always got there early enough that I never had to do that but I can see that it’s a safety concern.”

A great many bicyclists walk their bikes into the station. The bike parking building is to the left.

Hundreds of daily bike commuters use this facility to park their bikes, and on many days it's over capacity. It's also the home of Warm Planet Bikes

The bike lanes installed on Townsend Street on the north side of the Caltrain station were ushered in with quite the fanfare, just days after the permanent injunction against bike facilities was lifted in August, 2010. But this morning, like any other typical weekday (according to bike commuters I spoke to), the bike lane was at various times blocked by taxis, a Bud Light delivery truck, a shuttle bus and private automobiles. Some taxi drivers like to make sudden u-turns out of the taxi station, endangering bicyclists riding in the bike lane.

Caltrain’s 2008 Bicycle Access and Parking Plan acknowledges the challenges for bicyclists here:

There is no clearly‐delineated routing for cyclists to transition from riding to walking their bike to reach the station entrance and platforms. Cyclists are frequently observed riding on the section of sidewalk between the taxi stand (where there is a curb cut and a signed bollard) and the station entrance. This exacerbates passenger flow issues, as there are also many pedestrians in this area.

The plan recommended working with the SFMTA to consider relocating the taxi stand but nothing has been done since it was adopted, according to Caltrain spokesperson Christine Dunn, who added that “none of the recommended projects in the plan are funded.”

Johnson said Caltrain needs to address the problem immediately. “They need to have a safe, clearly marked pathway for cyclists to get to the station that does not interfere with pedestrian traffic.”

This taxi driver begins making a dangerous u-turn.

Law enforcement vehicles are often parked on the sidewalk, even during rush times. Caltrain was ordered to install the black bollards as a security measure.

More headlines at Streetsblog Capitol Hill

This is my last set of headlines for Streetsblog. Thank you everyone for your sharp commentary and contributions.

Bike commuter Jean Fraser, who happens to be the director of the San Mateo County Public Health Department, sent us this word about the sting:

This morning at the Caltrain station I discovered two officers ticketing bicyclists for riding on the sidewalk as they approached the Caltrain station. When I asked if the officers were also enforcing the traffic laws against the taxis and private cars that double park and block the bike lanes leading to the station, forcing people who ride bikes to have to move into the traffic lanes, the officers stated they had been given instructions only to focus on bicyclists.

Given the limited resources of the SFPD, the small risk that bicyclists pose compared to the risks of vehicles, as well as the fact that virtually every person who rides a bike to Caltrain represents one less car on our streets, this choice to enforce only one law against only one group seems to be a very poor one. Not only does it not promote public safety much, but it diminishes the credibility of the police department as a neutral enforcer of our laws. People who ride bikes and people who drive cars should all be required to obey the laws, with enforcement actions focused on the areas that pose the greatest risk to the public’s safety.

A spokesperson for the SFPD, Sgt. Michael Andraychak, claims the enforcement was based on “some complaints” from pedestrians about people on bikes and scooters riding on the sidewalk. The enforcement started yesterday morning with education and warnings “that it’s against the law and unsafe to ride bicycles on the sidewalk.”

“They returned out there today and I’m told that at least one repeat offender was issued a citation. I don’t have any specific citation numbers,” he said.

When I pointed out to Andraychak that his comments contradict the standard SFPD line that the agency is not conducting targeted enforcement against bicyclists, maintaining that it’s enforcement for all road users, he gave this response:

“We received complaints from citizens about bicyclists and motor scooters on the sidewalk that were compromising pedestrian safety. Now, if someone had raised concerns about motor vehicles double parking or blocking the bike lane, if the officers weren’t aware of it, then that’s something that they can, in turn, address. I don’t appreciate your characterization there that we’re targeting, and only going after bicyclists. That’s not the case.”

Next time, SFPD might want to consider encouraging cyclists to ride in the street by keeping the bike lane clear of obstructions.

More headlines at Streetsblog Capitol Hill

Photo: Waltaar

The California Bicycle Coalition is hearing that Governor Jerry Brown is getting pressure from the California Highway Patrol and AAA to veto SB 910, the safe passage bill for bicyclists. Known as the “Give Me 3″ bill, it would require drivers to give people on bikes at least 3 feet of space when passing from behind. It cleared both houses of the Legislature with overwhelming support, and is awaiting the governor’s signature.

From the CBC:

CHP and AAA are recommending that Gov. Brown veto SB 910, yet neither one has produced any evidence of problems from the 19 other states with these laws, including Wisconsin, which has 38 years’ experience under its 3-foot-passing law.

Most CA drivers try give bicyclists enough space, but they get no guidance from CA’s vague and subjective passing law.

Many CA drivers also willingly cross the double-yellow line to pass bicyclists on narrow two-lane roads, but why is it reasonable to ask them to break the law in order to do the right thing?

More bicyclists die from being hit from behind than from any other type of vehicle collision — it’s the single biggest cause of adult bicyclist deaths. Is this the status quo CHP and AAA want to preserve?

The CBC is encouraging Streetsblog readers to email Governor Brown’s office asap and tell him: sign SB 910 into law! You can download a sample letter and get more instructions here.

More headlines at Streetsblog Capitol Hill

Cycling For Everyone from Dutch Cycling Embassy on Vimeo.

Last week, a team of Dutch experts led a series of Think Bike workshops in four U.S. cities, including San Francisco, to help advocates and planners design the bike infrastructure of the future. Cities across the globe continue to look to the Netherlands for inspiration, and guidance, and that demand is being embraced by a unique organization known as the Dutch Cycling Embassy.

The embassy is comprised of bike ambassadors from non-profits, private companies, bike manufacturers and local and national governments in the Netherlands. It recently released a new video that beautifully tells the story of how the bicycle became a part of everyday life in the Netherlands. It’s an inspirational seven minutes by Marc van Woudenberg and a must-see for elected officials and planners in the U.S.

The goal of the embassy, which has also launched a new website, is to “to support, facilitate, contribute to and inspire international cycling projects and policies helping countries, cities and its people to move forward in a safe and healthy way.”

As the video illustrates so well, cycling has always been popular in the Netherlands, but there was a time when cars ruled and the transformation to bike-friendly streets didn’t happen overnight. As the San Francisco Bicycle Coalition’s Leah Shahum pointed out in her timely Streetsblog essay last week, “the arc that we are on in San Francisco right now is surprisingly akin to that of Amsterdam 40 years ago when engaged citizens led by passionate advocates convinced local leaders to solidly commit to making bicycling the easiest and most favored way to get around the city.”

In addition to the video, you can download this great brochure [pdf] from the embassy, which has a lot of important and fun facts about bicycling in the Netherlands, “where 16 million inhabitants own 18 million bicycles.”

More headlines at Streetsblog Capitol Hill

Image: SF Planning Department's City Design Group

On Bike to Work Day last May, Mayor Ed Lee told Streetsblog that he would look into speeding up funding for a sorely needed redesign of Masonic Avenue, one of San Francisco’s most notorious arterial streets. The project seemed to be a priority for him, especially in the wake of two high-profile collisions that took the lives of Nils Yannick Linke and James Hudson.

“It’s very deserving of attention, particularly when it comes to pedestrian safety,” Lee told Streetsblog on May 12.

“It’s time we take back Masonic Boulevard,” Supervisor Ross Mirkarimi proclaimed that same day at the Bike to Work press conference on the steps of City Hall. “It’s time that we actually step up the city’s game in making sure that Masonic is safe for bicyclists and pedestrians and that we all descend on this cause right now before anyone else gets hurt again.”

Now, nearly four months after the Masonic redesign was approved at an SFMTA engineering hearing, the plan is plodding its way through the vast city bureaucracy, its funding is uncertain and it is in danger of winding up on the shelf like so many other good projects unless City Hall puts some political muscle behind it.

The project hit a snag recently when the SFMTA was denied a $700,000 grant from Caltrans to pay for the design costs. A $41,000 request to complete an environmental impact report (EIR) is expected to be approved by the San Francisco County Transportation Authority soon. But a funding source for the biggest chunk, $18 million for construction, has still not been identified.

“The SFMTA is working with the Department of Public Works to refine the design cost estimate, and will apply to another funding source for design funds. A funding request made for construction funds is still pending. Meanwhile, other construction funding sources are being evaluated,” said SFMTA spokesperson Paul Rose.

That doesn’t sound particularly hopeful.

Advocates who have been pushing for a safer Masonic for more than seven years now have widespread neighborhood support for the  redesign, which would dramatically re-engineer the street, adding a landscaped median, bus bulbs, a 6-foot wide raised cycletrack and other amenities to benefit pedestrians, bicyclists and transit riders.

Just a few years ago a safer, more livable Masonic was a project that pedestrian, transit, and bicycling advocates – along with city officials — wanted to see implemented, but few thought possible. At first Masonic was part of the citywide Bike Plan that the SFMTA is now implementing, but the vital north-south corridor was dropped from the proposal, partly because it seemed unlikely to get broad public support. Yet nearby residents have surprised city officials with significant backing for a transformed street.

As early as 2008 more than 500 Masonic Avenue neighbors petitioned the city for a traffic corridor that worked better for all users. They ranked a dozen priorities to increase safety, traffic flow and improve the appearance of the street. The grass-roots group Fix Masonic rallied neighborhood associations, parents of kids at nearby schools, and district supervisors to support the plan. Together with the San Francisco Bicycle Coalition, Walk SF, and other advocacy groups, Fix Masonic helped secure funding for a feasibility and design study. By June of 2010 the SFMTA started a series of three community meetings to get public input and support for a revitalized Masonic, employing many of the traffic calming strategies proposed two years earlier. By October of last year, Masonic project manager Javad Mirabdal described the Masonic design as a “once in a lifetime” opportunity.

Although some westside residents preferred a less ambitious version for a changed corridor, the majority who participated in SFMTA and neighborhood association surveys preferred the Complete Streets option known as the Boulevard.

If implemented, the Masonic proposal could transform city neighborhoods, ensure a safer, more attractive means of transportation for all users, improve environmental impacts along the corridor, and boost property values and city revenue. The redesign of Masonic could reflect a determination by the city to step up to a higher level of  livability in San Francisco.

It’s time for Mayor Lee, and others at City Hall, to put their words into action, and for new Transportation Director Ed Reiskin to use the visionary and political skills that got him the job at the SFMTA to ensure that the Masonic Avenue redesign gets implemented soon instead of it getting mired in city bureaucracy.

More headlines at Streetsblog Capitol Hill

I thought we’d get you in the mood for the weekend by leaving you with this fun video via Muni Diaries. Isn’t it sweet? From the YouTube description:

This is a collaboration between Neverstop and YAK FILMS to remix an old school black and white dance video from the Underground in London into a new TURF style video in the San Francisco BART and MUNI systems. Music remixed by Sammy Bananas of Fool’s Gold Records.

I’m off to enjoy the blazing sun and redwoods on the Russian River. Have a great weekend!

Bicyclists still have to contend with a mess of private auto traffic on Market Street, especially below 5th Street. Photo: Myleen Hollero/Orange Photography

In a unanimous vote, the San Francisco Board of Supervisors this week passed Supervisor and mayoral candidate David Chiu’s resolution calling on the SFMTA to initiate more pilot projects on Market Street to further restrict private auto traffic and make it car-free on a trial basis in advance of the 2015 redesign. The 11 votes were a strong message to the SFMTA that it needs to take more immediate steps to calm private auto traffic on parts of Market Street that are a mess for Muni, and a danger to bicyclists and pedestrians.

The vote comes at a time when a growing of number electeds and mayoral candidates are backing a car-free Market Street. Asked to respond to the passage of the resolution, SFMTA spokesperson Paul Rose said the agency “is committed to making Market Street more efficient for Muni, safer for pedestrians and even more user-friendly for cyclists.”

“We are currently exploring pilots that can be used to test concepts down the road,” he said. Those options include deploying a traffic control officer to New Montgomery to “help coordinate the flow of pedestrians and vehicles” and installing a green right-turn arrow signal at New Montgomery on eastbound Market Street “which alternate when cars and pedestrians have the right of way.”

Drivers turning left onto Market from Montgomery (which turns into New Montgomery) are an ongoing problem, because they use 2nd as a cut-through to the Bay Bridge, creating a backup on Market that sometimes delays Muni all the way up to 6th Street.

Yesterday, a number of parking control officers (PCOs) had already been deployed to Market Street, including the congested 3rd/Kearny/Geary and New Montgomery intersections. At New Montgomery, some drivers had trouble complying with the PCO’s orders. I witnessed an angry SUV driver hop out of his vehicle in the middle of the intersection, and confront the PCO in a threatening manner. He backed down after an SFPD unit pulled up, but then nearly ran over a cop, and was ordered to pull over. I wasn’t able to witness the conclusion.

On Third Street at Market, “drivers are constantly running the red light,” one of the PCOs told me. “This is one of the worst intersections on Market.”

The two back to back signal lights for northbound traffic crossing Market and then Geary are sometimes confusing for drivers. The first light for Market turns red, while the light for Geary just behind it remains green for a few seconds. Seeing only the green, drivers sometimes dart across Market when the signal they should be obeying is actually red.

While deploying PCOs may help, the SFMTA’s response thus far doesn’t fully address the resolution, which states: “Additional near-term pilot projects on Market Street should test further diversions of private automobiles from Market Street in both directions as well as other strategies to reduce Muni delays and improve the safety and attractiveness of Market Street for people walking and bicycling, while still supporting the business and cultural environment.”

The resolution also notes that other pilots the SFMTA is considering “are not poised to make significant impacts on Muni performance.”

“It’s good to see the SFMTA taking some steps, but we need to see more pilots more quickly,” said Judson True, an aide to Chiu.

In reality, it would seem that only Mayor Ed Lee has the power to make changes happen more quickly on Market. Without his support, the SFMTA lacks resources and political power. During last week’s question-and-answer period at the Board of Supervisors, Lee gave an ambiguous answer to a question by Chiu on whether he supports more private auto restrictions on Market.

Lee said he’s behind finding ways to improve Market “for all users” and “supportive of initial trials and pilots,” but skirted around the issue of more immediate private auto restrictions. A phone call and email to the Mayor’s Press Office were not returned.

More headlines at Streetsblog Capitol Hill

The Think Bike rendering for Polk Street envisions curbside green bikeways with bus-bulbs and other improvements for Muni riders.

The delegation of Dutch experts who were in San Francisco this week for a series of Think Bike workshops with city officials, bike advocates, transportation planners and others honed in on three critical corridors: Market Street between 5th and 9th, Polk Street between Broadway and Union streets, and The Wiggle.

What resulted from the day-long workshops, survey rides and discussions was a series of recommendations based on feedback from the Dutch experts and workshop participants. The ideas were presented at the final session Tuesday night, which was hosted by SFMTA Transportation Director Ed Reiskin and ended with a speech from Supervisor David Chiu.

On Market Street, the vision was a green carpet of “continuous, safe, attractive” bike lanes that separate cyclists and motor vehicles while reducing the speed and volume of private autos. The recommendations could be incorporated into the Better Market Street planning process, said Kit Hodge, the deputy director of the San Francisco Bicycle Coalition.

The SFBC has been pushing for a continuous ribbon of bikeways on Market for awhile now. On Tuesday, the Board of Supervisors unanimously passed Chiu’s resolution calling on the SFMTA to implement more immediate pilot projects on Market Street to make it car-free ahead of a 2015 makeover.

The suggestion for Polk Street was curbside protected bike lanes, bus bulbs and other enhancements that “improves the pedestrian experience and enhances transit access.” Polk Street, a major north-south connection for cyclists, is in dire need of improved bike facilities. The ideas could be implemented in 2013 as part of a planned repaving.

Along The Wiggle, on Scott Street, the focus was on converting a few blocks into a “slow shared street,” with a planted traffic circle at the Page Street intersection. This would deter the cut-through traffic on Scott. There would also be sidewalk plantings for more greenery.

“With the Wiggle, I think it’s a very exciting vision that draws on the community conversations that have been happening for awhile in those neighborhoods and has a lot more emphasis on greenery and neighborhood traffic calming,” said Hodge.

The Think Bike workshops are also happening in other cities across the U.S., including Los Angeles. Damien at Streetsblog L.A. notes that one Dutch official was pretty excited about San Francisco’s revolutionary parklets program.

“What’s heartening about these ideas is nothing is crazy new. It’s definitely fresh thinking, and it was wonderful that people from different worlds could collaborate so well together, but I think it’s also a testament that a lot of neighborhood and community groups have been proposing a lot of these ideas for awhile,” said Hodge. “To see them put on paper in an even more elegant way was fun to watch.”

Download the Tuesday night presentations here: Market [pdf], Polk [pdf] and The Wiggle [pdf]. And if you didn’t catch Leah Shahum’s Streetsblog essay reflecting on her sabbatical in the Netherlands, and how a “Dutch Touch” can help San Francisco bicycle to greatness, by all means do. It’s a great piece.

More headlines at Streetsblog Capitol Hill

Photo: sfbike

Groundbreaking legislation introduced by Supervisor and mayoral candidate John Avalos yesterday would allow the thousands of people who pedal to work in San Francisco to bring their bikes into the office.  The “Bicycle Access and Safety Ordinance” [pdf] would require the owners and managers of all commercial buildings to allow bikes in the building if there is no secure bike parking.

“Creating a safe, secure place for cyclists to store their bicycles while at work will help to promote alternative modes of transportation and contribute to the City’s effort to cut emissions, improve air quality, maximize public transportation and ease congestion,” the legislation reads. “Allowing bicycles in office buildings is an effective way to encourage cycling.”

The legislation is an improved version of a 2009 bill passed in New York City, the only U.S. city with a bicycle access law. One big difference is that SF’s version wouldn’t only apply to buildings with freight elevators. Bike commuters would not be forced to enter work through dark, garbage strewn alleys and could roll their bikes into front lobbies along with strollers, wheeled briefcases and all the other belongings workers schlep in on a daily basis. If approved, San Francisco would have the country’s strongest bicycle access ordinance.

“I think this is a great step toward ensuring more secure bike parking for the growing number of people riding to work in San Francisco. It’s sorely needed,” said Leah Shahum, the executive director of the San Francisco Bicycle Coalition. “We’ve heard a lot of unfortunate stories from people who would bike to work if they had secure bike parking at their office, and there’s a lot of buildings that don’t allow it.”

San Francisco law already requires secure bike parking in all new commercial buildings. Shahum said a growing number of employers and building owners are recognizing that more and more employees are biking to the office and that it translates into a healthier, more productive workforce. That’s why many companies are negotiating bike parking into their leases, realizing that attracting the best and brightest means providing a safe, convenient place to park your bike.

Building owners could still opt out under a few exceptions, but only after a city inspection. Saying no triggers a comprehensive Bicycle Access Plan. The exemptions would be granted only if:

(i) the building’s elevators are not available for bicycle access because unique circumstances exist involving substantial safety risks directly related to the use of such elevator; or
(ii) there is secure alternate covered off-street parking or secure alternate indoor no-cost bicycle parking available on the premises or within three blocks or 750 feet, whichever is less, of the subject building sufficient to accommodate all tenants or subtenants of the building requesting bicycle access.

Dave Snyder, the executive director of the California Bicycle Coalition and an occasional Streetsblog contributor, was happy with the proposed ordinance but suggested it be strengthened to add language ensuring that the alternate bike parking requirement listed in the exception (ii) complies with the city’s bike planning code.

More headlines at Streetsblog Capitol Hill

A free Muni for youth rally drew more than 150 people to the steps of City Hall. Activists said students and working-class families shouldn't have to choose between buying groceries and a Muni pass. Photos by Bryan Goebel.

A broad coalition of community groups, youth leaders, transit advocates and elected officials called on the San Francisco Municipal Transportation Agency today to initiate a three-year pilot program to give young people ages 5 to 17 free Muni passes. The program would cost an estimated $7 million a year and result in a 4.6 percent increase in Muni ridership.

“We believe that transportation is a human right,” said Alicia Garza of People Organized to Win Employment Rights (POWER).  “What we’re seeing is that over the last few years the cost of (public) transportation has increased, and service and access is decreasing. Over the last two years, there’s been more than a 100 percent increase in the cost for Fast Passes for youth.”

“For families that are struggling to survive in San Francisco,” she continued, “that also means an increase in costs when wages are not increasing, when the number of jobs in San Francisco is not increasing, and when resources for public services, including schools, are not increasing. For families with more than one child this translates into an additional burden that’s being placed on working-class families and working-class communities of color in our city.”

Earlier this year, the city adopted a one-time program to give free Muni passes to 12,000 low-income students but supporters said the demand far exceeded the supply. A Muni Youth Pass currently costs $21 and is free for kids under 5. A recent survey showed that 70 percent of students in the San Francisco Unified School District rely on public transit at a time when school bus service has been dramatically cut. The number of low-income students in the district is also high, with an estimated 61 percent taking part in the school lunch program.

"It's one critical step we can take to improve the quality of life for all families in the city, and to support and encourage a new generation of transit riders for our future," said Supervisor David Campos, who added that New York City and Portland have similar programs.

"Back when I was in high school, I used to depend on the 19 bus line to get to school, and I also took the 30 Stockton to volunteer in Chinatown, where most of my friends are," said James Ng, a freshman at SF State who volunteers at the Chinatown Community Development Center. "Over the last two years, the price for bus passes has gone up 110 percent, and that has made it hard for my friends and family to find the money to get bus passes. I know some who aren't buying bus passes because it cost too much."

“Muni has become too expensive and the services that we depend on are becoming out of reach for us financially,” said Leah LaCroix, the chair of the San Francisco Youth Commission. “No matter what school you go to, and what your family’s income level is, or where you live, you should have access to transportation and it should be affordable and you should be able to go from your school to your after-school program to your game and wherever you want to go in the city. Free Muni does this for young people.”

The three-year pilot program, backed by six members of the Board of Supervisors, and SFMTA Board Director Joél Ramos, would be paid for “using a combination of private contributions,” “Muni efficiencies,” and “funds from several different public agencies.” While the pilot is running, those agencies would work to develop a long-term program.

Supervisor David Campos introduced a resolution [pdf] at the Board of Supervisors today calling on his colleagues to support the pilot. Ramos said he planned to get the matter agendized at an SFMTA Board meeting October 18th. He told Streetsblog one option to pay for the program could be extending parking meter hours.

“By actually generating revenues, the 7 million dollars that it might cost per year, we actually reinvest in the overall system and we make it so that parents don’t have to park anymore because their kids were on transit, so they can take transit,” he said. “That works for making parking available for people who really need it. That’s why this is a win-win.”

Paul Rose, a spokesperson for the SFMTA, said the agency is “working with the Budget Analyst to develop a comprehensive report that looks at not only what our revenue impact would be, but at what type of expenditures would be necessary to provide things like: additional vehicles, more graffiti abatement programs, or additional Clipper administrative costs, etc.”

The agency is currently facing a $23 million deficit, and recently scrapped a staff proposal to raise parking fines to help close the gap.

Thea Selby with the San Francisco Transit Riders Union said the pilot and long-term program would also include an education component for young people, and she praised POWER and other organizations working to make free Muni for youth a reality.

“They’re not just interested in giving a pass to youth. They want to train them and turn them into the transit first citizens of the next generation,” she said.

The pilot is being supported by a number of elected officials, including Supervisors Campos, John Avalos, Jane Kim, Malia Cohen, Eric Mar and Ross Mirkarimi. Organizations backing it include the Chinatown Community Development Center, Jamestown Community Center, Filipino Community Center, Public Advocates, POWER, the San Francisco Bicycle Coalition, the Coalition on Homelessness, Urban Habitat, SF Transit Riders Union, MORE Public Transit Coalition and many others.

“If we believe, as a city, that public transportation is a right and not a privilege, today we take the first step in making that a reality for San Franciscans who need it the most,” said Garza.

Supervisor Jane Kim was the first to sign a petition to support free Muni passes for youth.

Photo: kowitz

Walk San Francisco’s seventh annual Peak2Peak Walk this Sunday promises to be an exciting adventure through the spine of the city.  The walk starts at West Portal, where participants will embark on a 12-mile, 15-peak journey from Mount Davidson to Coit Tower:

You’ll cross the city over wide sidewalks, dirt trails, hidden stairways, and take in glorious views from 15 different peaks! From climbing the slopes of Mount Olympus in the morning to enjoying the view from Coit Tower in the afternoon, this full-day walk will offer you a whole new way to see San Francisco.

The walk is fully guided, and you’ll get directions at the event when you sign in. You’ll also be treated to a delicious picnic lunch midway through.

Explore the city, and support pedestrian advocacy by taking part in Walk SF’s annual fundraising walk. The cost is $75 (well worth it) and the registration deadline is this Thursday, so click here and sign up now!