Joel Umanzor

Valencia Street business owners are calling on the city to overhaul the controversial center-running bike lane as transit officials consider redesigning the Mission District bikeway.

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Valencia Street business owners are calling on the city to overhaul the controversial center-running bike lane as transit officials consider redesigning the Mission District bikeway.

In a letter submitted on Monday, the Valencia Corridor Merchants Association urged the San Francisco Municipal Transportation Agency to replace <a href="https://sfstandard.com/2023/12/08/san-francisco-small-business-protests-valencia-street-bike-lane/">the center bike lane</a> with a side-running protected lane, restore left and right turns for vehicles, and prioritize the preservation of customer parking.

A bike lane moved, and this San Francisco neighborhood erupted

In a letter submitted on Monday, the Valencia Corridor Merchants Association urged the San Francisco Municipal Transportation Agency to replace <a href="https://sfstandard.com/2023/12/08/san-francisco-small-business-protests-valencia-street-bike-lane/">the center bike lane</a> with a side-running protected lane, restore left and right turns for vehicles, and prioritize the preservation of customer parking.

&#8220;We have watched as dozens of our friends and neighbors have closed shop and know of a score more who are barely hanging on and likely to shutter in the coming months,&#8221; the letter read. &#8220;As Valencia represents the largest continuous stretch of independent merchants in the nation, it occupies a special space in the city and is worth saving.&#8221;

"We have watched as dozens of our friends and neighbors have closed shop and know of a score more who are barely hanging on and likely to shutter in the coming months," the letter read. "As Valencia represents the largest continuous stretch of independent merchants in the nation, it occupies a special space in the city and is worth saving."

&#8220;We have watched as dozens of our friends and neighbors have closed shop and know of a score more who are barely hanging on and likely to shutter in the coming months,&#8221; the letter read. &#8220;As Valencia represents the largest continuous stretch of independent merchants in the nation, it occupies a special space in the city and is worth saving.&#8221;

Among the key requests outlined in the letter are restoring commercial loading zones converted to parking during the pilot, assisting businesses in relocating parklets if needed, adding signage for nearby SFMTA parking lots and reimbursing merchants who are forced to demolish or rebuild parklets due to construction.

Among the key requests outlined in the letter are restoring commercial loading zones converted to parking during the pilot, assisting businesses in relocating parklets if needed, adding signage for nearby SFMTA parking lots and reimbursing merchants who are forced to demolish or rebuild parklets due to construction.

Business owners along Valencia Street in San Francisco’s Mission District have posted signs in their storefront windows that read “This Bike Lane is Killing Small Businesses and Our Vibrant Community” with a link to San Francisco Bicycle Coalition’s website. The bicycle lanes, which have plastic bollards, firm barriers to protect cyclists from vehicular traffic and include a buffer zones on both sides have merchants frustrated as many believe that the lanes limit resident and customer access to the businesses that run along the corridor.

<figure class="wp-block-image size-large"><img height="2500" width="2500" src="https://content.sfstandard.com/wp-content/uploads/2023/12/inlined03_20231204_valenciabikelane.jpg?w=2500" alt="A composite image of four signs in shop windows that show opposition to a bike lane." class="wp-image-228862"/><figcaption class="wp-element-caption">Business owners along Valencia Street in San Francisco’s Mission District have posted signs in their storefront windows that read, “This Bike Lane is Killing Small Businesses and Our Vibrant Community.”</figcaption></figure>

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<figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2023/12/inlined03_20231204_valenciabikelane.jpg?w=2500" alt="A composite image of four signs in shop windows that show opposition to a bike lane." class="wp-image-228862"/><figcaption class="wp-element-caption">Business owners along Valencia Street in San Francisco’s Mission District have posted signs in their storefront windows that read, “This Bike Lane is Killing Small Businesses and Our Vibrant Community.”</figcaption></figure>

The merchants also proposed reducing metered parking costs for six months during and after construction to attract customers, expediting the construction schedule, and timing new bike signals with green lights to prevent gridlock.

The merchants also proposed reducing metered parking costs for six months during and after construction to attract customers, expediting the construction schedule, and timing new bike signals with green lights to prevent gridlock.

SFMTA spokesperson Michael Roccaforte said in a statement that transit officials have been meeting with business owners in the corridor &#8220;to find solutions that meet business operational needs while improving the safe access and travel on Valencia Street.&#8221;

SFMTA spokesperson Michael Roccaforte said in a statement that transit officials have been meeting with business owners in the corridor "to find solutions that meet business operational needs while improving the safe access and travel on Valencia Street."

SFMTA spokesperson Michael Roccaforte said in a statement that transit officials have been meeting with business owners in the corridor &#8220;to find solutions that meet business operational needs while improving the safe access and travel on Valencia Street.&#8221;

&#8220;We’re taking a block-by-block approach to engage with these businesses and evaluate their diversity of needs that requires individual attention and dialogue with each owner and with each other to find the best solution to expand access to the curb and the Valencia Street corridor for everyone,&#8221; Roccaforte said.

"We’re taking a block-by-block approach to engage with these businesses and evaluate their diversity of needs that requires individual attention and dialogue with each owner and with each other to find the best solution to expand access to the curb and the Valencia Street corridor for everyone," Roccaforte said.

&#8220;We’re taking a block-by-block approach to engage with these businesses and evaluate their diversity of needs that requires individual attention and dialogue with each owner and with each other to find the best solution to expand access to the curb and the Valencia Street corridor for everyone,&#8221; Roccaforte said.

In February, transit officials announced they were mulling changes that included a side-running protected bikeway similar to what they had initially proposed when the pilot program was introduced in 2018. An update on what is next for the project is expected this summer.

In February, transit officials announced they were mulling changes that included a side-running protected bikeway similar to what they had initially proposed when the pilot program was introduced in 2018. An update on what is next for the project is expected this summer.

Ever since the agency installed the center bike lane in August 2023, local business owners and others have criticized the project, claiming it has negatively impacted customer access and contributed to <a href="https://sfstandard.com/2023/11/30/san-francisco-bar-closes-blaming-valencia-bike-lane/">a wave of closures</a> along the corridor. But officials and advocates say moving the bike lane into the middle of the roadway has improved cyclist and pedestrian safety, which was the whole point of the project to begin with.

San Francisco bar and music venue closes, blaming controversial bike lane

Ever since the agency installed the center bike lane in August 2023, local business owners and others have criticized the project, claiming it has negatively impacted customer access and contributed to <a href="https://sfstandard.com/2023/11/30/san-francisco-bar-closes-blaming-valencia-bike-lane/">a wave of closures</a> along the corridor. But officials and advocates say moving the bike lane into the middle of the roadway has improved cyclist and pedestrian safety, which was the whole point of the project to begin with.

In its letter, the association said its recommendations are aimed at making Valencia “both safe and sustainable.”

In its letter, the association said its recommendations are aimed at making Valencia “both safe and sustainable.”

“We love this city and have a common goal of preserving one of San Francisco’s iconic streets,” the letter read. “We sincerely hope you will consider these requests with the requisite care, concern, and speed they deserve.”

“We love this city and have a common goal of preserving one of San Francisco’s iconic streets,” the letter read. “We sincerely hope you will consider these requests with the requisite care, concern, and speed they deserve.”

Transit activist Luke Bornheimer applauded the letter, saying he would welcome SFMTA moving the protected bike lane away from the center of the street.

Transit activist Luke Bornheimer applauded the letter, saying he would welcome SFMTA moving the protected bike lane away from the center of the street.

&#8220;Curbside protected bike lanes are proven to be safer and more effective than center bikeways and curbside parklets intuitively increase safety, comfort and the dining/shopping experience,&#8221; Bornheimer said.

"Curbside protected bike lanes are proven to be safer and more effective than center bikeways and curbside parklets intuitively increase safety, comfort and the dining/shopping experience," Bornheimer said.

&#8220;Curbside protected bike lanes are proven to be safer and more effective than center bikeways and curbside parklets intuitively increase safety, comfort and the dining/shopping experience,&#8221; Bornheimer said.

Valencia Street merchants push city to scrap controversial center bike lane

Laura Tolkoff

Jim Chappell 

Though public transit is a perpetual punching bag for San Francisco critics, if you look closer, a real transformation has been happening at Muni.&nbsp;

Though public transit is a perpetual punching bag for San Francisco critics, if you look closer, a real transformation has been happening at Muni.&nbsp;

In the wake of the pandemic, the public agency that runs San Francisco’s transit system has been making significant changes that have improved speed, reliability, cleanliness, and safety. By all measures, these efforts are paying off. Ridership is up on many core routes, with nearly 1 million more riders overall since the same time last year. And customer satisfaction is significantly higher than before the pandemic, recently earning its highest rating from riders since 2001.

In the wake of the pandemic, the public agency that runs San Francisco’s transit system has been making significant changes that have improved speed, reliability, cleanliness, and safety. By all measures, these efforts are paying off. Ridership is up on many core routes, with nearly 1 million more riders overall since the same time last year. And customer satisfaction is significantly higher than before the pandemic, recently earning its highest rating from riders since 2001.

As an advocate for high-quality transit, the San Francisco Bay Area Planning and Urban Research Association (SPUR) has sometimes been one of Muni’s critics. In our 2005 report “<a href="https://www.spur.org/publications/spur-report/2005-05-18/reversing-munis-downward-spiral">Reversing Muni’s Downward Spiral</a>,” we argued that Muni was on an unsustainable trajectory, with a $60 million deficit and costs increasing much faster than revenues.

As an advocate for high-quality transit, the San Francisco Bay Area Planning and Urban Research Association (SPUR) has sometimes been one of Muni’s critics. In our 2005 report “<a href="https://www.spur.org/publications/spur-report/2005-05-18/reversing-munis-downward-spiral">Reversing Muni’s Downward Spiral</a>,” we argued that Muni was on an unsustainable trajectory, with a $60 million deficit and costs increasing much faster than revenues.

At the time, SPUR proposed two key remedies. First, we argued that Muni should invest in making buses faster and more reliable. Second, we urged Muni to carry more riders and reduce wait times and delays on its most productive routes. Over the last four years, Muni has done both.&nbsp;

At the time, SPUR proposed two key remedies. First, we argued that Muni should invest in making buses faster and more reliable. Second, we urged Muni to carry more riders and reduce wait times and delays on its most productive routes. Over the last four years, Muni has done both.&nbsp;

Ridership continues to steadily increase. The Van Ness Corridor has <a href="https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present">almost 50% more riders than</a> pre-COVID levels on weekdays and weekends. Overall, Muni carried 900,000 more trips this September over that time last year, and weekday ridership is back up to 78% of pre-pandemic levels. This year, <a href="https://www.sfmta.com/blog/2024-muni-rider-survey-shows-big-improvements">72% of customers rated</a> Muni as good or excellent, its highest satisfaction rating in more than 20 years.&nbsp;

Ridership continues to steadily increase. The Van Ness Corridor has <a href="https://www.sfmta.com/reports/average-daily-muni-boardings-route-and-month-pre-pandemic-present">almost 50% more riders than</a> pre-COVID levels on weekdays and weekends. Overall, Muni carried 900,000 more trips this September over that time last year, and weekday ridership is back up to 78% of pre-pandemic levels. This year, <a href="https://www.sfmta.com/blog/2024-muni-rider-survey-shows-big-improvements">72% of customers rated</a> Muni as good or excellent, its highest satisfaction rating in more than 20 years.&nbsp;

The San Francisco Municipal Transportation Agency (SFMTA) has <a href="https://www.sfmta.com/project-updates/how-we-make-changes-muni-service">restructured Muni service </a>to adapt to post-pandemic travel patterns, adding service on routes that serve schools and in neighborhoods with high percentages of low-income households. Muni has speeded up buses on many routes with improvements that get transit out of traffic and reduce delays. In the last four years, the agency delivered 22 miles of new or upgraded transit lanes, the fastest expansion in the city’s history.&nbsp;

The San Francisco Municipal Transportation Agency (SFMTA) has <a href="https://www.sfmta.com/project-updates/how-we-make-changes-muni-service">restructured Muni service </a>to adapt to post-pandemic travel patterns, adding service on routes that serve schools and in neighborhoods with high percentages of low-income households. Muni has speeded up buses on many routes with improvements that get transit out of traffic and reduce delays. In the last four years, the agency delivered 22 miles of new or upgraded transit lanes, the fastest expansion in the city’s history.&nbsp;

Twenty years ago, Muni was in a downward spiral, and now Muni appears to be enjoying a virtuous cycle. But that cycle can only continue with the support of voters on Nov. 5. Due largely to factors beyond its control, Muni is facing an <a href="https://www.sfcta.org/sites/default/files/2024-07/SFCTA_Board_Item16B_SFMTATransitRecoveryandFiscalCliffPRESENTATION_2024-07-23.pdf">imminent annual operating shortfall</a> estimated at $239 million to $322 million, beginning in 2026. This is where Propositions L and M on this year’s ballot become essential.

Twenty years ago, Muni was in a downward spiral, and now Muni appears to be enjoying a virtuous cycle. But that cycle can only continue with the support of voters on Nov. 5. Due largely to factors beyond its control, Muni is facing an <a href="https://www.sfcta.org/sites/default/files/2024-07/SFCTA_Board_Item16B_SFMTATransitRecoveryandFiscalCliffPRESENTATION_2024-07-23.pdf">imminent annual operating shortfall</a> estimated at $239 million to $322 million, beginning in 2026. This is where Propositions L and M on this year’s ballot become essential.

The true source of financial uncertainty&nbsp;

<h2 class="wp-block-heading" id="h-the-true-source-of-financial-uncertainty-nbsp">The true source of financial uncertainty&nbsp;</h2>

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<h2 class="wp-block-heading" id="h-the-true-source-of-financial-uncertainty-nbsp">The true source of financial uncertainty&nbsp;</h2>

Muni’s financial woes are neither the result of mismanagement nor inefficiency (and certainly not its use of <a href="https://www.sfchronicle.com/sf/article/muni-board-approves-new-train-control-system-19846976.php">floppy disks</a> for train control systems). In fact, SFMTA has been a careful steward of public dollars. The agency has reduced its expenditures by nearly $100 million with these transit priority investments and by consolidating agency functions, with expenses rising less than the rate of inflation.

Muni’s financial woes are neither the result of mismanagement nor inefficiency (and certainly not its use of <a href="https://www.sfchronicle.com/sf/article/muni-board-approves-new-train-control-system-19846976.php">floppy disks</a> for train control systems). In fact, SFMTA has been a careful steward of public dollars. The agency has reduced its expenditures by nearly $100 million with these transit priority investments and by consolidating agency functions, with expenses rising less than the rate of inflation.

<a href="https://www.sfmta.com/blog/paying-our-%E2%80%9Cfare%E2%80%9D-share-fare-compliance-and-enforcement-muni">Fare evasion</a> has increased in recent years, from 12% of riders who didn’t pay before the pandemic to an estimated 20% avoiding payment now. But the vast majority of riders do pay their share, either onboard or with passes before they board. Muni has also recently added back more than <a href="https://www.sfmta.com/reports/10-15-24-mtab-item-14-transportation-2050-update-and-joint-development-program-goals-and-policy">30 fare inspectors</a> to improve fare compliance. <a href="https://www.sf.gov/data/crimes-muni">Crimes reported to the police department</a> are actually lower than they were in the fall of 2019, and they have been steadily decreasing for a decade.&nbsp;

<a href="https://www.sfmta.com/blog/paying-our-%E2%80%9Cfare%E2%80%9D-share-fare-compliance-and-enforcement-muni">Fare evasion</a> has increased in recent years, from 12% of riders who didn’t pay before the pandemic to an estimated 20% avoiding payment now. But the vast majority of riders do pay their share, either onboard or with passes before they board. Muni has also recently added back more than <a href="https://www.sfmta.com/reports/10-15-24-mtab-item-14-transportation-2050-update-and-joint-development-program-goals-and-policy">30 fare inspectors</a> to improve fare compliance. <a href="https://www.sf.gov/data/crimes-muni">Crimes reported to the police department</a> are actually lower than they were in the fall of 2019, and they have been steadily decreasing for a decade.&nbsp;

In reality, Muni’s structural deficit is a reflection of the broader economic conditions and tax policies of San Francisco. The biggest hits to Muni’s budget today are the loss in parking revenues due to remote work and the decline in tourism and conventions, and the slowing rate of growth in the city’s general fund. The latter funding source — which makes up 39% of the agency’s budget — isn’t growing as fast as it used to due to the post-pandemic slowdown in citywide economic activity. In short, Muni’s financial problems are far outside its control. But they’re not outside voters’ ability to help.

In reality, Muni’s structural deficit is a reflection of the broader economic conditions and tax policies of San Francisco. The biggest hits to Muni’s budget today are the loss in parking revenues due to remote work and the decline in tourism and conventions, and the slowing rate of growth in the city’s general fund. The latter funding source — which makes up 39% of the agency’s budget — isn’t growing as fast as it used to due to the post-pandemic slowdown in citywide economic activity. In short, Muni’s financial problems are far outside its control. But they’re not outside voters’ ability to help.

Two propositions on this year’s ballot are important for Muni’s future. <a href="https://www.spur.org/voter-guide/2024-11/sf-prop-l-ride-hail-business-tax">Prop. L </a>would place a tax on Uber and Lyft rides that take place entirely in the city, helping to mend the hole that today’s revenue shortfalls have created. <a href="https://www.spur.org/voter-guide/2024-11/sf-prop-m-gross-receipts-tax-reform">Prop. M </a>would diversify the sources of revenue for the city budget and reduce the financial burden on small businesses, which makes the city’s general fund <a href="https://www.spur.org/voter-guide/2024-11/sf-prop-m-gross-receipts-tax-reform">more resilient over the long run</a>. When the city budget is healthy and stable, Muni, too, has a chance of being healthy and stable.&nbsp;

Two propositions on this year’s ballot are important for Muni’s future. <a href="https://www.spur.org/voter-guide/2024-11/sf-prop-l-ride-hail-business-tax">Prop. L </a>would place a tax on Uber and Lyft rides that take place entirely in the city, helping to mend the hole that today’s revenue shortfalls have created. <a href="https://www.spur.org/voter-guide/2024-11/sf-prop-m-gross-receipts-tax-reform">Prop. M </a>would diversify the sources of revenue for the city budget and reduce the financial burden on small businesses, which makes the city’s general fund <a href="https://www.spur.org/voter-guide/2024-11/sf-prop-m-gross-receipts-tax-reform">more resilient over the long run</a>. When the city budget is healthy and stable, Muni, too, has a chance of being healthy and stable.&nbsp;

SFMTA’s efforts are nothing short of transformative. The agency has proven itself to be nimble, efficient, responsive, and entrepreneurial — and worthy of your vote. Voting yes on Props M and L will keep Muni’s steady progress going. Let’s not let this turnaround story reverse course.&nbsp;

SFMTA’s efforts are nothing short of transformative. The agency has proven itself to be nimble, efficient, responsive, and entrepreneurial — and worthy of your vote. Voting yes on Props M and L will keep Muni’s steady progress going. Let’s not let this turnaround story reverse course.&nbsp;

Laura Tolkoff is transportation policy director, and Jim Chappell is president and executive director emeritus of SPUR.&nbsp;

Laura Tolkoff is transportation policy director, and Jim Chappell is president and executive director emeritus of SPUR.&nbsp;

Take it from these public transit critics — Muni is actually doing great

Opinion: Take it from these public transit critics — Muni is actually doing great

Daniel Owens

The one-mile-long Central Freeway is arguably the ugliest piece of infrastructure in San Francisco. “The Stub,” as I like to call it, has loomed over the heart of the city for six decades, sitting at the nexus of the Mission District, SoMa, Lower Haight, Hayes Valley and several other neighborhoods.&nbsp;

The one-mile-long Central Freeway is arguably the ugliest piece of infrastructure in San Francisco. “The Stub,” as I like to call it, has loomed over the heart of the city for six decades, sitting at the nexus of the Mission District, SoMa, Lower Haight, Hayes Valley and several other neighborhoods.&nbsp;

The Stub acts as a physical and psychological barrier to neighborhood connectivity, blighting the corridor and discouraging foot traffic to nearby small businesses. Four of the 10 <a href="https://sfstandard.com/2022/09/21/the-san-francisco-streets-youre-most-likely-to-be-hit-by-a-car-on/">most dangerous intersections</a> in San Francisco are either underneath or part of The Stub. Like any other freeway slicing through urban areas, significant pollution encompasses The Stub, creating <a href="https://missionlocal.org/2022/09/air-pollution-mission-san-francisco/">dangerous AQI levels</a> for thousands of residents and workers.&nbsp;

The San Francisco streets where you&#8217;re most likely to be hit by a car

The Stub acts as a physical and psychological barrier to neighborhood connectivity, blighting the corridor and discouraging foot traffic to nearby small businesses. Four of the 10 <a href="https://sfstandard.com/2022/09/21/the-san-francisco-streets-youre-most-likely-to-be-hit-by-a-car-on/">most dangerous intersections</a> in San Francisco are either underneath or part of The Stub. Like any other freeway slicing through urban areas, significant pollution encompasses The Stub, creating <a href="https://missionlocal.org/2022/09/air-pollution-mission-san-francisco/">dangerous AQI levels</a> for thousands of residents and workers.&nbsp;

A pollution map of the area around the Central Freeway.

<figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-multi-pollution-map-1.png?w=2000" alt="The image maps particulate matter in a city, with colors indicating pollution levels: green (low), yellow, orange, and red (high) near Central Freeway and US-101." class="wp-image-283620"/><figcaption class="wp-element-caption">A pollution map of the area around the Central Freeway.</figcaption></figure>

The Stub’s existence also prevents San Francisco from modernizing infrastructure and the urban streetscape of the surrounding neighborhoods. If removed, the city would finally have the opportunity to expand public transit and create more parks in an area that has the least amount of green space in the entire city. San Francisco is also in the midst of a disastrous <a href="https://www.lewis.ucla.edu/research/regional-housing-need-san-francisco-bay-area/">housing shortage crisis</a>, leading to exorbitant housing costs and the vast displacement of longtime residents.

The Stub’s existence also prevents San Francisco from modernizing infrastructure and the urban streetscape of the surrounding neighborhoods. If removed, the city would finally have the opportunity to expand public transit and create more parks in an area that has the least amount of green space in the entire city. San Francisco is also in the midst of a disastrous <a href="https://www.lewis.ucla.edu/research/regional-housing-need-san-francisco-bay-area/">housing shortage crisis</a>, leading to exorbitant housing costs and the vast displacement of longtime residents.

<figure class="wp-block-gallery has-nested-images columns-default is-cropped wp-block-gallery-2 is-layout-flex wp-block-gallery-is-layout-flex">
<figure class="wp-block-image size-large"><img data-id="283622" src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-multistudio-cf-before-1.png" alt="The image shows a busy street corner under an overpass, with buildings, cars, and a billboard. The billboard advertises HR, IT, and finance services." class="wp-image-283622"/><figcaption class="wp-element-caption">Underneath the Central Freeway, in the core of San Francisco.</figcaption></figure>



<figure class="wp-block-image size-large"><img data-id="283621" src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-multistudio-cf-after-1.png" alt="A lively urban street scene with pedestrians, trees, outdoor seating areas, and buildings. A father holding hands with two kids crosses the street near a food truck." class="wp-image-283621"/><figcaption class="wp-element-caption">The site of the Central Freeway stub, transformed.</figcaption></figure>
</figure>

Underneath the Central Freeway in the core of San Francisco

<figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-multistudio-cf-before-1.png" alt="The image shows a busy street corner under an overpass, with buildings, cars, and a billboard. The billboard advertises HR, IT, and finance services." class="wp-image-283622"/><figcaption class="wp-element-caption">Underneath the Central Freeway, in the core of San Francisco.</figcaption></figure>

The site of the Central Freeway stub, transformed.

<figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-multistudio-cf-after-1.png" alt="A lively urban street scene with pedestrians, trees, outdoor seating areas, and buildings. A father holding hands with two kids crosses the street near a food truck." class="wp-image-283621"/><figcaption class="wp-element-caption">The site of the Central Freeway stub, transformed.</figcaption></figure>

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<figure class="wp-block-gallery has-nested-images columns-default is-cropped"><figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-multistudio-cf-before-1.png" alt="The image shows a busy street corner under an overpass, with buildings, cars, and a billboard. The billboard advertises HR, IT, and finance services." class="wp-image-283622"/><figcaption class="wp-element-caption">Underneath the Central Freeway, in the core of San Francisco.</figcaption></figure><figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-multistudio-cf-after-1.png" alt="A lively urban street scene with pedestrians, trees, outdoor seating areas, and buildings. A father holding hands with two kids crosses the street near a food truck." class="wp-image-283621"/><figcaption class="wp-element-caption">The site of the Central Freeway stub, transformed.</figcaption></figure></figure>

If current City Hall leaders are serious about meeting our <a href="https://www.sfchronicle.com/projects/2023/san-francisco-housing/">state housing mandate</a> of building 82,000 new homes by 2031, then they should take a hard look at our proposal for <a href="http://www.visionblvd.org/">Vision Blvd</a>. We believe that removing the freeway would free up land for thousands of new affordable homes.

If current City Hall leaders are serious about meeting our <a href="https://www.sfchronicle.com/projects/2023/san-francisco-housing/">state housing mandate</a> of building 82,000 new homes by 2031, then they should take a hard look at our proposal for <a href="http://www.visionblvd.org/">Vision Blvd</a>. We believe that removing the freeway would free up land for thousands of new affordable homes.

Vision Blvd is a grassroots San Francisco campaign led by residents that seeks to remove The Stub once and for all, and replace it with abundant new housing, transit, and parks. This is a vision that looks toward the future while acknowledging current community needs.

Vision Blvd is a grassroots San Francisco campaign led by residents that seeks to remove The Stub once and for all, and replace it with abundant new housing, transit, and parks. This is a vision that looks toward the future while acknowledging current community needs.

Vision Blvd faces many challenges. Whenever freeway removal proposals are introduced, fears of clogged traffic and “carmageddon” emerge. We hear those concerns, and we do not dismiss them. Addressing the traffic issue is one of our biggest priorities.&nbsp;

Vision Blvd faces many challenges. Whenever freeway removal proposals are introduced, fears of clogged traffic and “carmageddon” emerge. We hear those concerns, and we do not dismiss them. Addressing the traffic issue is one of our biggest priorities.&nbsp;

Vision Blvd has enlisted traffic engineers and city planners to ensure our plan is sound. Based on our research and analysis, the time it takes vehicles to get from point A to point B will remain about the same once the freeway is removed, as <a href="https://rosap.ntl.bts.gov/view/dot/26135/dot_26135_DS1.pdf">evidenced by previous San Francisco freeway removals</a> that were similar in scope. The Embarcadero and Hayes Valley were rejuvenated as a result of these freeway removals. More studies are, however, in order, and <a href="https://actionnetwork.org/petitions/remove-the-central-freeway-once-and-for-all">we call on local and state leaders</a> to fund that critical work.

Vision Blvd has enlisted traffic engineers and city planners to ensure our plan is sound. Based on our research and analysis, the time it takes vehicles to get from point A to point B will remain about the same once the freeway is removed, as <a href="https://rosap.ntl.bts.gov/view/dot/26135/dot_26135_DS1.pdf">evidenced by previous San Francisco freeway removals</a> that were similar in scope. The Embarcadero and Hayes Valley were rejuvenated as a result of these freeway removals. More studies are, however, in order, and <a href="https://actionnetwork.org/petitions/remove-the-central-freeway-once-and-for-all">we call on local and state leaders</a> to fund that critical work.

Other local factors stand in our way. Various crises in San Francisco have dominated our political and civic attention. These crises have compelled city leaders to put projects like ours on the back burner, despite the fact that it has been city policy to <a href="https://generalplan.sfplanning.org/I4_Transportation.htm">study Central Freeway alternatives</a> since 2004.&nbsp;

Other local factors stand in our way. Various crises in San Francisco have dominated our political and civic attention. These crises have compelled city leaders to put projects like ours on the back burner, despite the fact that it has been city policy to <a href="https://generalplan.sfplanning.org/I4_Transportation.htm">study Central Freeway alternatives</a> since 2004.&nbsp;

The state of things under the Central Freeway.

<figure class="wp-block-image size-large"><img height="1667" width="2500" src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-cf-1.jpeg?w=2500" alt="The image shows a dimly lit, slightly wet street beneath an overpass, with a barbed-wire fence to the left, and light traffic in the background." class="wp-image-283614"/><figcaption class="wp-element-caption">The state of things under the Central Freeway.</figcaption></figure>

<figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2024/06/20240612-opinionvisionblvd-cf-1.jpeg?w=2500" alt="The image shows a dimly lit, slightly wet street beneath an overpass, with a barbed-wire fence to the left, and light traffic in the background." class="wp-image-283614"/><figcaption class="wp-element-caption">The state of things under the Central Freeway.</figcaption></figure>

The city currently has a <a href="https://www.nbcbayarea.com/news/local/san-francisco-london-breed-proposed-budget/3554329/">$16 billion dollar budget</a> and it would cost about $150,000 to complete a comprehensive study of the impacts of Central Freeway removal, or 0.0009% of the budget. In a time when residents are frustrated by the city’s lack of follow-through on important policy items, do leaders want another 20 years to pass before we get something done?

The city currently has a <a href="https://www.nbcbayarea.com/news/local/san-francisco-london-breed-proposed-budget/3554329/">$16 billion dollar budget</a> and it would cost about $150,000 to complete a comprehensive study of the impacts of Central Freeway removal, or 0.0009% of the budget. In a time when residents are frustrated by the city’s lack of follow-through on important policy items, do leaders want another 20 years to pass before we get something done?

In a perfect world, City Hall would have the bandwidth to focus on projects like ours, and not be mired in emergencies like rampant homelessness and the fentanyl crisis. Regardless of San Francisco’s current conditions, we will continue to thoughtfully and meticulously advocate for our proposal, because we believe it can help revitalize several neighborhoods impacted by these issues.

In a perfect world, City Hall would have the bandwidth to focus on projects like ours, and not be mired in emergencies like rampant homelessness and the fentanyl crisis. Regardless of San Francisco’s current conditions, we will continue to thoughtfully and meticulously advocate for our proposal, because we believe it can help revitalize several neighborhoods impacted by these issues.

Vision Blvd is in the spirit of San Francisco’s long history of dreaming up big ideas and bringing them to life. We built the Golden Gate Bridge. We invented the television. We have been a stronghold of LGBT rights. San Francisco built the world’s largest shipbuilding complex during World War II. The first-ever denim jeans company, Levi Strauss, started here. We attract the best tech industry talent in the world.&nbsp;

Vision Blvd is in the spirit of San Francisco’s long history of dreaming up big ideas and bringing them to life. We built the Golden Gate Bridge. We invented the television. We have been a stronghold of LGBT rights. San Francisco built the world’s largest shipbuilding complex during World War II. The first-ever denim jeans company, Levi Strauss, started here. We attract the best tech industry talent in the world.&nbsp;

And to really drive home the point, <a href="https://www.cnu.org/what-we-do/build-great-places/octavia-boulevard">we have already</a> successfully <a href="https://www.cnu.org/what-we-do/build-great-places/embarcadero-freeway-removal">removed two freeways</a> in our city limits. It is in San Franciscans’ DNA to be inventive and creative—to create seismic change that doesn’t require an actual tectonic event. Given broad, citywide support and a completed transportation study within the next year or two, the freeway could be removed soon–not 10 or 20 years down the road.&nbsp;

And to really drive home the point, <a href="https://www.cnu.org/what-we-do/build-great-places/octavia-boulevard">we have already</a> successfully <a href="https://www.cnu.org/what-we-do/build-great-places/embarcadero-freeway-removal">removed two freeways</a> in our city limits. It is in San Franciscans’ DNA to be inventive and creative—to create seismic change that doesn’t require an actual tectonic event. Given broad, citywide support and a completed transportation study within the next year or two, the freeway could be removed soon–not 10 or 20 years down the road.&nbsp;

The 13th and Division Streets corridor–the Vision Blvd corridor–could be one of the most beautiful and sought-after destinations in all of San Francisco. Future generations are depending on us to create a better, safer, and more livable city for all.

The 13th and Division Streets corridor–the Vision Blvd corridor–could be one of the most beautiful and sought-after destinations in all of San Francisco. Future generations are depending on us to create a better, safer, and more livable city for all.

I think San Francisco is up to the task.

Daniel Owens is an SFUSD high school educator, longtime Mission District resident and member of the Vision Blvd campaign.

Daniel Owens is an SFUSD high school educator, longtime Mission District resident and member of the Vision Blvd campaign.

Demolish the Central Freeway. Build homes, parks and transit

Opinion: Demolish the Central Freeway. Build homes, parks and transit

Joe Fitzgerald Rodriguez

BART trains arriving once an hour. Muni light rail abandoning entire swaths of San Francisco. AC Transit buses rusting by the dozens in Oakland yards.

BART trains arriving once an hour. Muni light rail abandoning entire swaths of San Francisco. AC Transit buses rusting by the dozens in Oakland yards.

Bay Area leaders are launching an effort to prevent what they call a dark future for regional transit. 

Bay Area leaders are launching an effort to prevent what they call a dark future for regional transit.

State senators Scott Wiener and Jesse Arreguín on Monday announced a sales tax proposal to fund regional transit. 

State senators Scott Wiener and Jesse Arreguín on Monday announced a sales tax proposal to fund regional transit.

&#8220;If we do nothing, we will see massive, devastating service cuts,&#8221; Wiener said. &#8220;BART, Muni, Caltrain, and AC Transit. These systems will be shadows of what they were.&#8221;

"If we do nothing, we will see massive, devastating service cuts," Wiener said. "BART, Muni, Caltrain, and AC Transit. These systems will be shadows of what they were."

&#8220;If we do nothing, we will see massive, devastating service cuts,&#8221; Wiener said. &#8220;BART, Muni, Caltrain, and AC Transit. These systems will be shadows of what they were.&#8221;

To steer clear of that future, the Connect Bay Area Act, or Senate Bill 63, proposes a 2026 ballot measure to approve a tax in San Francisco, Alameda, and Contra Costa counties. The sales tax would be half a cent in the participating Bay Area counties, with an option for San Francisco to raise it to 1 cent for additional Muni funding. 

To steer clear of that future, the Connect Bay Area Act, or Senate Bill 63, proposes a 2026 ballot measure to approve a tax in San Francisco, Alameda, and Contra Costa counties. The sales tax would be half a cent in the participating Bay Area counties, with an option for San Francisco to raise it to 1 cent for additional Muni funding.

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San Mateo and Santa Clara counties could opt in to the tax by the end of July. That’s also the deadline for local transit agencies to map out their plans for the funding. The Santa Clara Valley Transportation Authority, however, <a href="https://www.kqed.org/news/11985190/south-bays-vta-says-it-cant-back-regional-transit-tax-measure" target="_blank" rel="noreferrer noopener">has come out against the measure</a>, saying it would interfere with its ability to renew local sales taxes.

San Mateo and Santa Clara counties could opt in to the tax by the end of July. That’s also the deadline for local transit agencies to map out their plans for the funding. The Santa Clara Valley Transportation Authority, however, <a href="https://www.kqed.org/news/11985190/south-bays-vta-says-it-cant-back-regional-transit-tax-measure" target="_blank" rel="noreferrer noopener">has come out against the measure</a>, saying it would interfere with its ability to renew local sales taxes.

Transit agencies have yet to fully recover from pandemic-era ridership plunges. Muni&#8217;s ridership continues to climb, though it remains at 75% of pre-pandemic levels. BART, which used to be so crowded that finding a seat on commute mornings was low-stakes warfare, last year was at half of its pre-pandemic ridership levels in peak times. 

Transit agencies have yet to fully recover from pandemic-era ridership plunges. Muni's ridership continues to climb, though it remains at 75% of pre-pandemic levels. BART, which used to be so crowded that finding a seat on commute mornings was low-stakes warfare, last year was at half of its pre-pandemic ridership levels in peak times.

Transit agencies have yet to fully recover from pandemic-era ridership plunges. Muni&#8217;s ridership continues to climb, though it remains at 75% of pre-pandemic levels. BART, which used to be so crowded that finding a seat on commute mornings was low-stakes warfare, last year was at half of its pre-pandemic ridership levels in peak times.

Transit agencies faced dire times in 2023, but Wiener and other lawmakers secured $1.1 billion in emergency funds. That money runs out in 2026.&nbsp;

Transit agencies faced dire times in 2023, but Wiener and other lawmakers secured $1.1 billion in emergency funds. That money runs out in 2026.&nbsp;

Some of those agencies faced decades-long disinvestment that were worsened by the pandemic. Facing declining revenue, the San Francisco Municipal Transportation Agency directed staff to prepare to curtail downtown Muni lines and raise minimum prices at parking meters citywide.

Some of those agencies faced decades-long disinvestment that were worsened by the pandemic. Facing declining revenue, the San Francisco Municipal Transportation Agency directed staff to prepare to curtail downtown Muni lines and raise minimum prices at parking meters citywide.

The stakes are consequential. Lawmakers agree: San Francisco&#8217;s downtown revival is impossible without robust transit to bring in workers from outlying neighborhoods and cities. 

The stakes are consequential. Lawmakers agree: San Francisco's downtown revival is impossible without robust transit to bring in workers from outlying neighborhoods and cities.

The stakes are consequential. Lawmakers agree: San Francisco&#8217;s downtown revival is impossible without robust transit to bring in workers from outlying neighborhoods and cities.

That carries consequences for the city&#8217;s tax base, too. Without robust downtown businesses, the city&#8217;s deficit has expanded to a whopping $840 million. Mayor Daniel Lurie ordered departments to make 15% cuts in the latest budget.

That carries consequences for the city's tax base, too. Without robust downtown businesses, the city's deficit has expanded to a whopping $840 million. Mayor Daniel Lurie ordered departments to make 15% cuts in the latest budget.

That carries consequences for the city&#8217;s tax base, too. Without robust downtown businesses, the city&#8217;s deficit has expanded to a whopping $840 million. Mayor Daniel Lurie ordered departments to make 15% cuts in the latest budget.

Without a new funding source, BART may make &#8220;draconian&#8221; service cuts, said Edward Wright, who represents San Francisco on the BART Board of Directors. The service <a href="https://www.bart.gov/about/financials/crisis">may not run after 9 p.m.</a>, entire stations could close, weekend service could end, and the agency could face mass layoffs.

Without a new funding source, BART may make "draconian" service cuts, said Edward Wright, who represents San Francisco on the BART Board of Directors. The service <a href="https://www.bart.gov/about/financials/crisis">may not run after 9 p.m.</a>, entire stations could close, weekend service could end, and the agency could face mass layoffs.

Without a new funding source, BART may make &#8220;draconian&#8221; service cuts, said Edward Wright, who represents San Francisco on the BART Board of Directors. The service <a href="https://www.bart.gov/about/financials/crisis">may not run after 9 p.m.</a>, entire stations could close, weekend service could end, and the agency could face mass layoffs.

&#8220;BART is facing its greatest existential challenge we&#8217;ve faced since the system was created,&#8221; he said.

"BART is facing its greatest existential challenge we've faced since the system was created," he said.

&#8220;BART is facing its greatest existential challenge we&#8217;ve faced since the system was created,&#8221; he said.

In a blog post describing its dire budget need, BART officials said the problem isn’t the number of riders — most of them have returned. Many of them are hybrid workers, however, and ride BART less frequently, challenging the agency’s finances.

In a blog post describing its dire budget need, BART officials said the problem isn’t the number of riders — most of them have returned. Many of them are hybrid workers, however, and ride BART less frequently, challenging the agency’s finances.

Motorists have reason to care about the sales tax, too, Wright added.

Motorists have reason to care about the sales tax, too, Wright added.

&#8220;Even if you&#8217;re someone who never steps foot on BART, you don&#8217;t want everyone who rides it every day suddenly competing with you for parking spaces or clogging up the Bay Bridge when you&#8217;re trying to get to work,&#8221; he said.

"Even if you're someone who never steps foot on BART, you don't want everyone who rides it every day suddenly competing with you for parking spaces or clogging up the Bay Bridge when you're trying to get to work," he said.

&#8220;Even if you&#8217;re someone who never steps foot on BART, you don&#8217;t want everyone who rides it every day suddenly competing with you for parking spaces or clogging up the Bay Bridge when you&#8217;re trying to get to work,&#8221; he said.

The bill requires improvements in transit that Bay Area leaders have long called for, including a requirement to work toward seamlessness so people can more easily transfer between transit systems. The bill also requires an efficiency analysis for local transit systems.

The bill requires improvements in transit that Bay Area leaders have long called for, including a requirement to work toward seamlessness so people can more easily transfer between transit systems. The bill also requires an efficiency analysis for local transit systems.

Despite rising inflation, steep grocery costs, and uncertain fiscal futures in Bay Area cities, Wiener has hopes that voters will back the sales tax.&nbsp;

Despite rising inflation, steep grocery costs, and uncertain fiscal futures in Bay Area cities, Wiener has hopes that voters will back the sales tax.&nbsp;

A recent poll shows a viable path for the ballot measure because residents see the utility of transit to the region, Wiener said, though it doesn&#8217;t show &#8220;a landslide.&#8221;

A recent poll shows a viable path for the ballot measure because residents see the utility of transit to the region, Wiener said, though it doesn't show "a landslide."

A recent poll shows a viable path for the ballot measure because residents see the utility of transit to the region, Wiener said, though it doesn&#8217;t show &#8220;a landslide.&#8221;

&#8220;We can&#8217;t take anything for granted, and we&#8217;ll have to run a very strong campaign,&#8221; he said. &#8220;But it is winnable.&#8221;

"We can't take anything for granted, and we'll have to run a very strong campaign," he said. "But it is winnable."

&#8220;We can&#8217;t take anything for granted, and we&#8217;ll have to run a very strong campaign,&#8221; he said. &#8220;But it is winnable.&#8221;

Bay Area leaders pitch sales tax to save BART, Muni, regional transit

Alex Mullaney

San Francisco is trying to get ahead of the traffic that will be caused when world leaders descend on Downtown in November for the Asia-Pacific Economic Cooperation (APEC) summit.

San Francisco is trying to get ahead of the traffic that will be caused when world leaders descend on Downtown in November for the Asia-Pacific Economic Cooperation (APEC) summit.

The San Francisco Municipal Transportation Agency is advancing plans for a two-block transit-only lane on Hyde Street north of Market Street near City Hall and United Nations Plaza. The plan is drawn from the <a href="https://www.sfmta.com/projects/hyde-street-quick-build" target="_blank" rel="noreferrer noopener">Hyde Street Quick-Build Project</a>, which aims to improve safety for bicyclists and pedestrians while speeding up public transit on the eight blocks between Market Street and Geary Boulevard.

The San Francisco Municipal Transportation Agency is advancing plans for a two-block transit-only lane on Hyde Street north of Market Street near City Hall and United Nations Plaza. The plan is drawn from the <a href="https://www.sfmta.com/projects/hyde-street-quick-build" target="_blank" rel="noreferrer noopener">Hyde Street Quick-Build Project</a>, which aims to improve safety for bicyclists and pedestrians while speeding up public transit on the eight blocks between Market Street and Geary Boulevard.

Nearly two dozen heads of state, including President Joe Biden, plus 1,000 CEOs and hundreds of foreign media representatives are expected to attend the summit Nov. 12-18, <a href="https://sfstandard.com/2023/08/15/apec-pressure-builds-san-francisco-still-short-of-20-million-fundraising-goal/">putting the eyes of the world on San Francisco</a>. A number of local policymakers are worried the city <a href="https://sfstandard.com/2023/06/13/apec-is-coming-to-san-francisco-heres-what-we-know-so-far/">isn’t prepared for the scrutiny</a> that hosting the sustainability-themed summit and related events, including a CEO conference, will entail.

San Francisco to wine and dine world leaders, but is $13M short

APEC to bring world leaders to San Francisco: Here’s what we know so far

Nearly two dozen heads of state, including President Joe Biden, plus 1,000 CEOs and hundreds of foreign media representatives are expected to attend the summit Nov. 12-18, <a href="https://sfstandard.com/2023/08/15/apec-pressure-builds-san-francisco-still-short-of-20-million-fundraising-goal/">putting the eyes of the world on San Francisco</a>. A number of local policymakers are worried the city <a href="https://sfstandard.com/2023/06/13/apec-is-coming-to-san-francisco-heres-what-we-know-so-far/">isn’t prepared for the scrutiny</a> that hosting the sustainability-themed summit and related events, including a CEO conference, will entail.

“Currently, travel speeds (on Hyde) are under 5 mph in peak periods from McAllister to Market, where the speed limit is 20 miles per hour,” SMFTA spokesperson Stephen Chun said, adding that the agency aims to finish the project before APEC. “We estimate that delays would decrease by about 20% based on preliminary data and our experience with transit lanes elsewhere in the city.”

“Currently, travel speeds (on Hyde) are under 5 mph in peak periods from McAllister to Market, where the speed limit is 20 miles per hour,” SMFTA spokesperson Stephen Chun said, adding that the agency aims to finish the project before APEC. “We estimate that delays would decrease by about 20% based on preliminary data and our experience with transit lanes elsewhere in the city.”

APEC events are expected to be concentrated more than a mile away at Moscone Center. However, several receptions—including a catered event for the foreign press—are planned for at City Hall. The Asian Art Museum, which is on Larkin Street, just west of Hyde and south of McAllister, may also host events.

APEC events are expected to be concentrated more than a mile away at Moscone Center. However, several receptions—including a catered event for the foreign press—are planned for at City Hall. The Asian Art Museum, which is on Larkin Street, just west of Hyde and south of McAllister, may also host events.

Hyde Street between Market and McAllister is currently three lanes, with parking on both sides. The westernmost lane would be converted to a transit-only lane and four parking spaces between Grove and Fulton streets would be eliminated.

Hyde Street between Market and McAllister is currently three lanes, with parking on both sides. The westernmost lane would be converted to a transit-only lane and four parking spaces between Grove and Fulton streets would be eliminated.

During an SFMTA engineering hearing Friday, members of the public called in to express concerns and ask questions about the project.

During an SFMTA engineering hearing Friday, members of the public called in to express concerns and ask questions about the project.

Cars and pedestrians move down Hyde Street, in San Francisco on Friday, August 18, 2023. The city is pushing fro a transit-only lane in preparation for Asia Pacific Economic Cooperation (APEC) 2023 in November, causing complaints from the Orpheum Theater.

<figure class="wp-block-image size-large"><img height="1668" width="2500" src="https://content.sfstandard.com/wp-content/uploads/2023/08/HydeTransitLane08172023_05.jpg?w=2500" alt="" class="wp-image-193098"/><figcaption class="wp-element-caption">Cars and pedestrians move down Hyde Street in San Francisco on Friday.</figcaption></figure>

<figure class="wp-block-image size-large"><img src="https://content.sfstandard.com/wp-content/uploads/2023/08/HydeTransitLane08172023_05.jpg?w=2500" alt="" class="wp-image-193098"/><figcaption class="wp-element-caption">Cars and pedestrians move down Hyde Street in San Francisco on Friday.</figcaption></figure>

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Opinion: Demolish the Central Freeway. Build homes, parks and transit

Bay Area leaders pitch sales tax to save BART, Muni, regional transit

San Francisco advances transit-only lane to curb traffic ahead of APEC summit