Streetsblog San Francisco

The SFMTA is aiming to implement its plans to speed up Muni service under the Transit Effectiveness Project by 2017, beginning with eight priority routes.

Muni's eight priority routes for TEP improvements. Click to enlarge. Image: SFMTA

Starting March 31, the agency will hold nine workshops where the public can weigh in on how to improve these corridors. The toolkit includes bus lanes, bus bulbs, and stop consolidation, among other options. The TEP will also add transit-priority traffic signals at 600+ intersections along these routes. SFMTA staff says bus trips could be sped up by as much as 28 percent, and implementation could begin in late 2013.

To make Muni service on these routes as fast and reliable as possible, it’s crucial that the SFMTA hears public support for the most effective improvements on the table.

You can look up the schedule of workshops to see which lines will be discussed when. An overview of all eight corridors will be held at the SFMTA offices at 1 South Van Ness on Wednesday, April 14 at 10 a.m.

Photo: Myleen Hollero / Orange Photography

A picture is forming of how the SFMTA might address its budget shortfalls over the next two years. The SFMTA Board of Directors and an advisory panel of community leaders seem to oppose any further fare hikes or service cuts for Muni riders while mostly favoring extending parking meter hours to nights and Sundays — a politically challenging yet long-overdue measure.

Yesterday, board members voiced their positions on a list of proposed budget measures [PDF] after Director of Transportation Ed Reiskin reported which ones were generally supported by the advisory panel. The panel has met regularly over the past two months to develop recommendations for SFMTA staff about how to address the agency’s looming budget gap — $19.6 million over the next fiscal year and $33.6 million in the following year — as well as a $120 million backlog in Muni vehicle maintenance and infrastructure improvements.

The panel is expected to submit official budget recommendations to the board later this month, but consensus is starting to form on most fronts. The group is composed of roughly a dozen representatives from the SF Chamber of Commerce, People Organized to Win Employment Rights (POWER), labor organizations, the SF Planning and Urban Research Association, the SF Bicycle Coalition, the San Francisco Transit Riders Union, and other advocates. SFMTA representatives include Reiskin, Chief Financial Officer Sonali Bose, and Directors Cheryl Brinkman and Bruce Oka.

The panel generally favored proposals including an end to the MTA’s $9 million in annual payments to the SFPD for traffic enforcement (an arrangement which Chamber of Commerce President Jim Lazarus called “ridiculous,” according to the Chronicle), installing new car parking meters in high-demand areas, enforcing an existing regulation on downtown parking garage pricing, and a minor traffic fine increase to offset state-imposed fees.

The panel and most SFMTA directors also favor extending operating hours for car parking meters to Sundays and weeknights — a promising sign for proponents of the measure, which could reduce the number of drivers circling for parking. The board also favored it two years ago, but it was nixed by then-Mayor Gavin Newsom.

Letting the current dysfunctional schedule for metered parking continue costs the agency an estimated $11.8 million each year in lost revenue alone. In addition, excessive demand for free parking spots can lead frustrated drivers to double park — the top cause of Muni delays aside from maintenance and other internal agency issues. Given that pricing parking properly encourages turnover for businesses, Brinkman said she thinks “certain neighborhoods are going to embrace this.”

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Photo: Howard Wong

As if squeezing onto the 30-Stockton wasn’t already undignifying enough, Muni riders on Stockton Street soon face a four-year detour to make room for the construction of the Central Subway project.

Beginning January 21, southbound buses on the 30 and 45 Muni lines will be detoured off of Stockton Street at Sutter Street — a change likely to exacerbate delays on one of the city’s most heavily-used transit corridors already notorious for its slow, overcrowded bus service.

The Central Subway, a $1.6 billion project which the San Francisco Municipal Transportation Agency (SFMTA) says is necessary to serve the needs of transit demand along the Stockton/Fourth Street corridor, isn’t expected to open for at least eight more years. But while riders take a back seat during its construction, the agency has yet to indicate any interest in improving existing transit on the surface — one of the major criticisms leveled against the Central Subway over the years.

Last July, the San Francisco Civil Grand Jury blasted the project in a report calling on the SFMTA to redesign it “to better serve the San Francisco population.” The major problems cited included poor connectivity to major destinations and transit stations and a lack of ”plans to address existing problems on the Stockton corridor before project completion.”

“The problems have been noticeable, predictable, and no solutions have ever been offered,” said Howard Wong of Save Muni, a “volunteer group of transit experts, public transportation supporters” which has lobbied the SFMTA to pursue surface transit improvements as a more useful and cost-effective alternative to the Central Subway to meet transit needs on the corridor.

The 30-Stockton, which runs through San Francisco’s densest areas of Chinatown and Union Square, is widely known as one of the most overcrowded and slowest-moving buses in the city. A 2007 San Francisco Chronicle article cited its average speed at 3.6 mph between Market and Sutter Streets, and while more recent official data weren’t immediately available, service doesn’t seem to have improved. In the San Francisco Examiner’s recent ”Man vs. Muni” series, it was the first — and last — bus to be raced at a walking pace by transportation reporter Will Reisman. (Reisman won the second round.)

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A new video from People Organized to Win Employment Rights (POWER) highlights the impact of unreliable and unaffordable transit on low-income San Franciscans who rely on Muni.

In San Francisco, “transportation is a dividing line of access and opportunity for African American, Latino, Asian and Pacific Islander communities who have the highest transit dependency in the city,” writes POWER. The group is campaigning “to shift local, regional and national mass transit priorities towards the needs of working class communities of color and to bring an analysis of race, class, and gender to bear on transportation planning decisions.” They have also called on the SFMTA to distribute free Muni passes to low-income youth who lack transportation options to school.

While the SFMTA has struggled to find funding for such a program, SFMTA board member Joel Ramos has suggested that the revenue could be come from extending parking meter hours.

Thanks to Fran Taylor for the video.

The SFPD bills millions to the SFMTA each year for services like directing traffic at this recent visit from President Obama. But which services should the SFMTA be paying for? Photo: Steve Rhodes/Flickr

As the SFMTA struggles to provide reliable Muni service, little headway has been made in curbing the amount it spends on staff overtime and work orders issued to other departments.

Supervisors David Campos and David Chiu, who held a hearing on both issues yesterday, say the continued the lack of transparency and accountability is frustrating.

“We’ve been having this conversation as long as I’ve been here,” Chiu told SFMTA Chief Financial Officer Sonali Bose at yesterday’s Government Audit and Oversight Committee meeting, where the supervisors found little explanation as to why the agency has agreed to dole out ballooning sums of money to other city agencies for services in recent years.

“I almost feel like we’re wasting our time, at times, by having these hearings,” said Chiu. “We are not seeing results, but I hope with this new administration that that will change.”

“I think that the single biggest challenge that the MTA is facing,” said Campos, “is not a challenge of lack of funding, but is a challenge of mismanagement.”

The $62 million to be spent this year on frequently vague, inadequately documented work orders is down compared to the $66 million spent in FY09-10, a rate that has doubled in the past decade.  However, where exactly that money is going remains “a bit of a black hole,” said Chiu, and critics have scrutinized both the SFMTA and the agencies who are billing it.

“From my perspective, I just don’t understand why it’s been so difficult to get a better handle of what’s happening in the black box of $60 million-plus that are being spent on this,” he said.

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Photo: bhautik joshi/Flickr

For what’s intended to be a relatively quick, cost-effective transportation solution, San Francisco’s first Bus Rapid Transit route on Van Ness Avenue has been a long time coming. Planners first conceived the project in 2004, and as late as two years ago, it was scheduled to open in 2012. Since then, construction has been pushed back to 2016.

The agonizing wait has left many frustrated transit advocates asking, “What’s the hold up?”

Tilly Chang, the deputy director for planning at the San Francisco County Transportation Authority (SFCTA) leading the planning effort, says answering that question opens “a huge can of worms.”

“We understand the frustration,” she said, citing a slew of factors contributing to the delay of the massive project.

Van Ness BRT is in many ways the first of its kind in the United States, and its scope has grown to include a complete overhaul of the street. The project’s environmental impact report/statement, released last month in compliance with state and federal requirements, also included a burdensome level of analysis.

“Trust me, for those of us going through this process, we would love to have it move as fast as possible,” said Michael Schwartz, the SFCTA’s project manager.

“The fact that there really isn’t an example in the city, and in North America, of full-featured BRT in a dense urban environment like San Francisco is part of what makes the project really exciting, but also means there are significant policy decisions to work out,” he said. “I think there’s a trade-off where there’s a really good process that happens in California and San Francisco to involve stakeholders and do good coordination, but that does take time.”

One major impediment, said Chang, has been the extensive impact analysis required under the California Environmental Quality Act (CEQA) using the automobile-centric transportation metric known as Level of Service.

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The best choice for transit riders comes down to two center-running options for Bus Rapid Transit on Van Ness Avenue. Images courtesy of SFCTA

After years of delay, the 2016 target date for the Van Ness Bus Rapid Transit project seems more tangible than ever. The San Francisco County Transportation Authority recently released its draft environmental impact report and will select one of several proposed design alternatives in the spring.

The SFCTA is asking for public input on the different options and the draft report, which includes a trove of information for planners and transit advocates to consider when weighing each design.

Last week, the San Francisco Transit Riders Union’s Rapid Transit Working Group met to discuss the alternatives.

“Ultimately, we’re looking at what is going to create the best, 21st-century riding experience for transit riders on Van Ness Avenue,” said SFTRU board member Rob Boden. SFTRU members are considering which design to endorse, but the organization hasn’t taken a stance yet.

The group’s top priorities, said Boden, are improving transit reliability and passenger comfort. The EIR analyzes those factors along with everything from median widths and greenery to bus weaving.

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The T-Third Street Light Rail project's Central Subway extension has nearly tripled from its baseline cost. Photo: Marcin Wichary/Flickr

The San Francisco Municipal Transportation Agency (SFMTA) received a low score in an audit of its performance in delivering construction projects. Millions are reportedly wasted annually in delays and management inefficiencies.

“Some of these findings are very disturbing,” said Supervisor David Campos after hearing the report at today’s San Francisco County Transportation Authority (SFCTA) Board meeting. ”We have heard repeatedly how there are limited resources that the MTA has available, but this audit points out… that a big part of the problem is that we’re not doing enough with the resources we do have.”

As the SFMTA seeks new revenue sources to fill budget gaps for the coming fiscal years, it is considering unpopular fee increases like a hike in Muni fares, which was quickly taken off the table by the SFMTA Board of Directors yesterday.

The SFCTA Board, which approves much of the funding for the SFMTA’s capital projects, requested the audit from CGR Management Consultants.

The numbers reported were sobering. In the third quarter of 2010, 29 projects with a total baseline budget of $800 million had gone over-budget by an estimated $90 million, excluding the Central Subway, and averaged 592 days in delay.

The consultants estimated that 5 to 10 percent, or up to $15,000,000, of the SFMTA’s capital budget could be saved with better project execution. Among the causes for waste, they listed weak oversight of capital projects, inadequate staff reports to the SFMTA Board of Directors, and the board’s own leniency towards granting extra time and money to projects.

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Mayor Ed Lee with SFMTA Director of Transportation Ed Reiskin and Dept. of Public Works Head Mohammed Nuru on a tour of construction on Cesar Chavez. Photo: Aaron Bialick

With election day less than 24 hours away, it’s safe to say all the San Francisco mayoral candidate questionnaires are in.

But when Streetsblog recently posted excerpts from responses to the SF Transit Riders Union (SFTRU) mayoral candidate survey, readers pointed out a notable no-show. Mayor Ed Lee hadn’t filled out a survey, nor did he come to speak personally at the August SFTRU forum with five of the other top candidates. SF Public Press reporter Jerold Chinn said Lee also did not respond to repeated requests to be interviewed as part of his series on Muni issues.

We followed up with Lee’s campaign and asked about the lack of a response from the mayor to the SFTRU survey. Spokesperson Tony Winnicker sent this explanation:

First, I’m not aware that we received the Transit Riders questionnaire as we certainly would have responded. If we missed it that’s an oversight. I do know on Aug 17 we received an invitation to a meeting on Aug 22 but Mayor Lee was unable to attend due to a conflict with an official event. Mayor Lee has attended many forums where Muni and the SFMTA are issues, but he has not been able to attend all of them due to his responsibilities as Mayor.

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