Construction Starts on the Battery/Sansome Quick-Build

Construction Starts on the Battery/Sansome Quick-Build
By Eillie Anzilotti

 

Rendered image of the completed Battery/Sansome Quick Build Project

The first-ever protected bike lane in the Financial District is on its way in! 

This week, SFMTA crews are starting work on the Battery/Sansome Quick-Build project. Approved by the SFMTA Board of Directors in September, this project will bring a two-way protected bike lane to Battery Street. The project will also add pedestrian safety improvements on both Battery and Sansome Streets, and some loading changes on Battery.  

This project is a major step forward for cycling in the city. Apart from the Embarcadero, there is no other protected bike lane near the Financial District — even though two out of the 10 most active bike share stations in the city are in the downtown area. With so many people returning to downtown offices after working from home due to the pandemic, this new route will offer a safer option for those looking for a more active commute.  

Over the past year, SFMTA staff have worked with neighborhood stakeholders to come up with a design that meets current needs and supports downtown San Francisco’s future. During the same time, the Downtown SF Partnership — the neighborhood’s nonprofit that supports local businesses — commissioned a plan to imagine how the neighborhood could evolve out of the pandemic. Downtown was hit especially hard by COVID-19 and has been slow to recover. The Downtown SF Public Action Realm Plan makes a number of recommendations for activating the neighborhood, from more greenery to improved public spaces. The plan also calls for creating better bike connections and a safer, more welcoming pedestrian experience throughout the neighborhood. The Battery/Sansome Quick-Build project was named in the plan as an essential part of transforming Downtown SF into a more welcoming space for all. 

During our outreach, we heard a lot of enthusiasm for the idea of a two-way bike lane, which is now being built on Battery Street. But we also heard concerns that removing a vehicle travel lane could worsen congestion in the downtown area, especially during peak commute hours when people head toward the Bay Bridge. To address these concerns, the western side of the street will have commercial loading zones that local businesses will be able to use except for during peak hours, when the zones will need to be cleared. That way, the street will still have three functional vehicle travel lanes during rush hours. This solution was designed with the community to keep traffic flowing while creating a dedicated space for active travel.  

Construction will likely take up to three weeks, and we appreciate your patience as these important street improvements are completed. By early next year, the Battery/Sansome Quick-Build will be open for use to explore all that Downtown SF has to offer. As you’re riding through, make sure you stop to admire the new mural at the Battery Bridge by Peruvian-born, SF-based painter Talavera-Ballón — and share what you think of the new bikeway with our team. 

For more information and updates, please visit Battery/Sansome Quick-Build Project. 

Published November 29, 2022 at 12:48AM
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Your Questions, Answered: Central Subway Special Weekend Service

Your Questions, Answered: Central Subway Special Weekend Service
By Mariana Maguire

Central Subway special weekend service shuttles customer between Chinatown-Rose Pak Station and 4th & Brannan to explore the new stations. And on January 7, T Third service will connect from Chinatown-Rose Pak to Sunnydale.

What has four brand new stations, thousands of curious customers and really long escalators? It’s Central Subway! Special weekend service launched Saturday and Sunday, November 19 and 20 with a steady stream of Muni customers excited to experience the SFMTA’s historic new subway. They were greeted by ambassadors in orange giving out fortune cookies and Muni squishy trains and answering lots of questions. Customers got to see the new Central Subway stations for the first time and start to learn how to navigate new connections with special shuttle service operating between Chinatown-Rose Pak and 4th & Brannan stations.

We know this is a big change for everyone and it will take time to adjust. As we ready for the official launch of the new T Third line from Chinatown-Rose Pak to Sunnydale on January 7, 2023, we are making final preparations, like installing and updating signage and other improvements over the coming weeks. We are also taking steps to respond to customer feedback we heard over the weekend. Here are some of the most common questions we heard.

• What’s the difference between special weekend service and January 7 service?
• Will there be more signage to help customer navigate the new stations and connections?
• How do I get to Chinatown from Powell Station?
• Can I take the T Third from 4th and King to Chinatown?
• What’s the best way to connect to Powell Station from Union Square/Market Street Station?
• How do I know which side of the platform to board on?
• The stairs are long! Is there an alternative?

To get the answers to these and other frequency asked questions, visit our service changes page (SFMTA.com/ServiceChanges) and click on the Central Subway Service FAQs.

And please remember, safety first! Always stay behind the yellow lines on the train platforms.

Published November 23, 2022 at 11:34PM
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The Future of Slow Streets

The Future of Slow Streets
By Eillie Anzilotti

Over the past two years, Slow Streets have shown how simple designs that prioritize people can transform streets. Suddenly, streets across San Francisco filled with the sounds of kids playing and neighbors chatting. They filled with people on bicycles and people rolling in wheelchairs; with joggers and dog-walkers. The streets came to life.

Initially, the SFMTA introduced Slow Streets as an emergency response to COVID-19. People needed space for recreating at a safe distance outdoors. And with Muni service reduced or suspended at the time, people needed ways to travel to essential destinations on foot or bike. To quickly meet these early pandemic needs, we implemented Slow Streets with simple signs and barricades.

Over time, it became clear that Slow Streets served an even larger purpose. They became places for communities to come together. Neighbors organized events like scavenger hunts and Trick or Treat parties around their local Slow Streets. They created art and hosted pop-up musical performances. For many people, Slow Streets encouraged them to shift their lifestyles. Some families sold their cars and began to travel by cargo bike. Older San Franciscans rediscovered the joy of riding bicycles. Fleets of kids gathered to bike to school in organized “bike buses” across the city. Beyond the initial pandemic response, Slow Streets proved critical to meeting some of San Francisco’s most significant goals: Vision Zero and Climate Action.

As the city moves out of the pandemic, it’s clear that Slow Streets have a place in San Francisco. We need to continue to encourage active transportation to meet our goal of 80% low-carbon trips by 2030—and we need to make these trips safe and accessible for people of all ages and abilities. Low-stress streets, like Slow Streets, create transportation choices for a wide range of San Franciscans by making active transportation comfortable, safe, and joyful.

On December 6, our Slow Streets team will bring a proposal for an ongoing Slow Streets program to the SFMTA Board. This post-pandemic program will maintain the same core principles as the pandemic-response Slow Streets. Its goal is to create safe, shared corridors that prioritize people traveling by active modes and making local trips by vehicle. But it will improve on the COVID-response program in some key ways. The proposed program will have a more durable, diverse design toolkit that will include traffic calming features like speed humps, traffic diversion, roadway narrowing, and improved wayfinding signs. And it will use data to make sure that streets are working effectively.

Our goal is for Slow Streets to meet or exceed national standards for low-stress corridors: streets where people of all ages and abilities feel comfortable walking and biking. That means no more than 1,500 vehicles per day, and speeds lower than 20 mph. For each Slow Street, our team will develop a design that reflects specific needs and conditions. We will also gather and analyze data on important safety measures like vehicle volumes and speeds, and adjust designs when needed. We aim to work efficiently and in collaboration with communities to implement these corridors.

Following the meeting on December 6, we will be sharing updated guidelines for using Slow Streets—whether you bike, roll, walk, or drive. These guidelines will create shared understanding for how to behave on Slow Streets to make sure everyone feels safe and welcome. More to come on this soon, but in the meantime, remember: Everyone is welcome, and please go slow!

Initially, we’ll be proposing 15 corridors for inclusion in the program. Most of these streets were COVID-Response Slow Streets that met criteria for continuing them as Slow Streets: high volumes of people walking, biking and rolling, and connections to the citywide active transportation network. Proposed Slow Streets are:

• 12th Avenue
• 22nd Street (proposed as an alternative to 20th Street to align with the citywide bicycle network)
• 23rd Avenue
• Arlington Street
• Cabrillo Street
• Cayuga Avenue (proposed as a new corridor)
• Clay Street 
• Golden Gate Avenue
• Hearst Avenue 
• Lyon Street
• Minnesota Street
• Noe Street
• Sanchez Street
• Shotwell Street
• Somerset Street

Lake Street, which was already approved as a long-term Slow Street by the SFMTA board, will also be discussed by the board at the December 6 meeting. Existing Slow Streets that are not approved by the SFMTA Board will be removed following the meeting.  While the Slow Streets in SoMa are not recommended to continue as a part of the ongoing program, the existing traffic calming and local access restrictions will remain in place to encourage the use of these streets as places for community activation.

This is just the beginning of a program that we intend to grow to meet neighborhood and citywide transportation needs, in partnership with communities. An ongoing Slow Streets program for San Francisco will help our city meet its adopted goals for mobility, safety and climate action—and ensure that San Franciscans can continue to reimagine how their streets can serve them. We look forward to beginning this process and sharing more in the future.

For more information, please see the Slow Streets Fall 2022 Project Update and Frequently Asked Questions.

Published November 21, 2022 at 11:00PM
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SFMTA Upgrades Predictions Software This Weekend!

SFMTA Upgrades Predictions Software This Weekend!
By Mariana Maguire

SFMTA will switch over to a new, upgraded software system on Sunday, November 13,  as part of our Next Generation Customer Information System (CIS) project. The new software was developed to improve the way our different information systems communicate with each other and share data to and from multiple sources. This will provide customers more accurate, timely, reliable Muni service predictions. This is one more important step in the overhaul of our CIS that will enable us to provide better service to Muni customers.

SFMTA’s Next Generation CIS software has been in preliminary testing for months, and if all works well, Muni customers should not notice any change. But anyone who’s had to help loved ones with computer or smartphone troubles knows that software updates aren’t always smooth. Unanticipated challenges may arise. Customers should expect some glitches as we make the software switch and work out issues on the back end.

To reduce impacts to customers, we are gradually connecting new screens to the new software system. This should help isolate any issues to troubleshoot more effectively. Our Customer Information System staff and software contractors will be keeping a close eye on system performance and working quickly to resolve issues.

This upgrade to a new, more efficient software system is a crucial milestone toward providing many new features over the coming months, including:

• Dynamic maps
• Real-time service changes
• Short-term route changes
• Terminal departure predictions
• Transfer connection predictions
• Regional connections
• Alternative routes
• Accessibility information​
• Vehicle crowding predictions

Third Party Apps

SFMTA provides open-source transit data that third party transit apps use on their platforms. Each app has its own way of processing that information, which can vary and may lead to differences or inconsistencies in transit information. SFMTA is in touch with known third party apps to help them troubleshoot issues.

We appreciate Muni riders’ patience as we continue our Next Generation CIS upgrades to improve Muni service long-term.

Learn more about what’s next for our Next Generation upgrades and the many new features rolling out soon.

Published November 11, 2022 at 12:59AM
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Taxi Upfront Pricing Pilot Begins

Taxi Upfront Pricing Pilot Begins
By

The Taxi Upfront Fare Pilot Program began on November 9, 2022! 

In September 2021, the SFMTA Board authorized the creation of a one-year Taxi Upfront Fare Pilot Program. The pilot will give taxi customers the ability to book a taxi trip through a taxi e-hail app and pay a flat-rate, upfront fare. It will also allow customers to request a taxi through approved third-party apps.

Our hope is that the pilot benefits taxi users by providing them with upfront information about their fares, relieving meter anxiety, and allowing customers to price shop for similar on-demand services. We believe this will bring taxi services in line with what customers expect on similar services. We also believe it will increase business for the local taxi industry, especially the drivers. A successful pilot would increase overall taxi trips, encourage more people to become taxi drivers, and maintain or improve taxi services for all passengers. 

Beginning November 9, taxi customers have the ability to book a taxi trip through three approved taxi E-hail apps: Arro, Flywheel, and YoTaxi*. The approved E-hail apps will give taxi customers the option of choosing an upfront fare through the app, or they may choose to request a cab through traditional phone dispatch or street hail and simply pay for the trip based on the taximeter amount. The upfront fare offered to taxi customers will closely match the cost to the customer of a fare based on the Taximeter rate.

The pilot program will also allow customers to request or to be matched with a taxi through third-party apps. Uber is the first third-party app to participate in the pilot, which will lay the groundwork for other apps (including Muni Mobile) to refer trips to local taxis. Trips originated from a third-Party app will offer upfront fares that are not based on Taximeter rates. 

The Upfront Fare Pilot allows two types of trips:

1. Taxi Pilot Trips:

• Originate with a customer ride request through an approved taxi E-Hail app
• Dispatched by a taxi E-Hail app
• Provided by a permitted San Francisco taxi driver in a permitted SF taxi vehicle
• Upfront fare is based on the estimated taximeter amount 

2. Third-Party Pilot Trips:

• Originate with a customer ride request through a third-party app
• Provided by a permitted San Francisco taxi driver in a permitted SF taxi vehicle
• Upfront fare is not required to be based on the estimated taximeter amount

Requesting a Taxi through a permitted Taxi E-Hail App

Taxi customers may request taxi rides through three permitted apps: Arro, Flywheel, and YoTaxi*. 

To request a ride, customers can open the app of their choice and input a payment method. After inputting a payment method, customers can request a ride within the app and will be provided with an upfront fare based on the estimated taximeter amount. 

Upon completion of the trip, the payment will be processed by the E-Hail app. No separate payment to the driver will be needed at the end of the trip.

*Currently, Arro and Flywheel are approved, while YoTaxi is eligible to participate and is conditionally approved.

Receiving a Taxi through Uber

Third-party pilot trips will allow San Francisco taxicabs to be matched with Uber customers. Currently, Flywheel is the only Taxi E-Hail App approved to provide Third-party trips.

Customers can request a ride through Uber as normal, but in some instances may be matched with a taxi. Customers will still receive an upfront fare, but the fare will not be based on the estimated taximeter amount. Uber customers will always be notified if they’re matched with a taxi, and if they prefer, can choose to get re-matched. 

Upon completion of the trip, the payment will be processed by Uber. No separate payment to the driver will be needed at the end of the trip.

SF Paratransit Customers

Currently, both YoTaxi and Arro are unable to book paratransit customers as a part of this pilot, and Flywheel will only provide a fare estimate. SFMTA plans on working with the Taxi E-Hail apps to allow for this in the future.

SF Paratransit riders can continue to request rides through the regular process.

Next Steps and Comments 

The SFMTA will report quarterly on the results of the pilot to the taxi industry, our board, and to other stakeholders. We will be having quarterly taxi outreach meetings about this pilot and other topics affecting the industry. 

If you have comments about the pilot, we are taking written feedback.

Published November 10, 2022 at 04:09AM
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Five Years of Data Show: Our Street Safety Projects are Making a Difference

Five Years of Data Show: Our Street Safety Projects are Making a Difference
By Julia Malmo

Ever wonder about the effectiveness of projects after they go into the ground? Us, too!  

That’s why, in 2017, we launched the Safe Streets Evaluation Program to help project teams understand whether a transportation safety project’s design is effective, and where there might be opportunities to adjust the design if not. Project evaluation data can also be combined across projects to help the SFMTA track the effectiveness of a certain type of safety improvement, which can in turn streamline the design of future projects. The Safe Streets Evaluation Program helps us work towards achieving Vision Zero, an initiative to prioritize street safety and eliminate traffic deaths in San Francisco.  

This week, we’re looking back on five years of data gathered through our Safe Streets Evaluation Program with the “2022 Safe Streets Evaluation Summary,” an interactive website summarizing the results of 18 bicycle, pedestrian and traffic safety projects implemented since 2017. 

Each of the 18 projects evaluated in the summary report added significant safety upgrades to the streets. Some introduced vehicle travel lane removals (road diets), separated bikeways, separated bike signals, or left-turn traffic calming devices. Others brought general improvements for pedestrians at intersections including pedestrian signal improvements, daylighting (red zones at intersections) and upgraded crosswalks. For every project, the SFMTA drew on a wide range of data—from project-specific observations, to police reports, to speed data—to create a comprehensive view into its’ effectiveness. 

The evaluation report indicates that the SFMTA’s safety tools are working together to create safer environments for all modes of transportation on city streets. 

You can dig into the whole set of outcomes on the website, but here are some highlights:  

• Within the projects evaluated, annual collision rates decreased by 18%  

• Bicycle-related collision rates decreased by 33% and pedestrian-related collision rates decreased by 32%   

• Bicycle volumes on streets that received bicycle improvements increased up to 75% in the morning peak (8 AM to 10 AM) commute times, with similar growth in the afternoon/evening peak (4 PM to 6 PM) commute times.   

• Thanks to protected bikeways, the rate of incidents of vehicles blocking the bike lane decreased by 90%.   

• Close calls or near misses between pedestrians and drivers decreased across evaluated projects by 38%.  

• Several projects in under-served communities such as the Bayview and Tenderloin are helping to address historic inequities and under-investment in these neighborhoods.   

The Safe Streets Evaluation team will continue to think creatively about how to build on the evaluation work and use it to inform our current and future projects, programs, and practices through developing a publicly accessible database of all Safe Streets Evaluation data and finding better ways to evaluate project outreach efforts. 

View the 2022 Safe Streets Evaluation Summary 

Learn more about the SFMTA Safe Streets Evaluation Program: SFMTA.com\safestreetsevaluation 

 

Published November 08, 2022 at 01:56AM
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The Good Times are Rolling on the Embarcadero Bikeway!

The Good Times are Rolling on the Embarcadero Bikeway!
By Eillie Anzilotti

If you build it, they will ride. 

That’s the main takeaway from the new two-way bikeway along the Embarcadero, which opened earlier this year. The Embarcadero is one of the most vibrant and well-visited public spaces in San Francisco: people flock to the waterfront for Bay views, excellent food, and the popular farmers’ market. With more and more people traveling along the Embarcadero by bike and scooter, the shared-use promenade was, quite simply, getting too crowded. As part of the larger Embarcadero Enhancement Program to improve transportation along the waterfront, the SFMTA’s Vision Zero Quick-Build team recently extended the two-way bikeway between Mission and Howard all the way up to Broadway to provide more space for people traveling by bike and scooter. 

Six months after the new bikeway was completed, the main question is: is it working? The answer is a resounding yes. After the bikeway was installed, most bike and scooter riders opted to ride in the on-street (protected) bikeway instead of along the promenade, according to the recently published project evaluation. Those that continued to use the promenade, the report found, rode at slow speeds. After courtesy signs were added in the area in August to encourage users to use the new on-street bikeway, usage jumped even higher—to 94% of all wheeled users using the bikeway during the weekend lunch rush!  

Signs posted throughout the project area direct people on scooters and bikes into the new bikeway to keep the promenade clear for people on foot and wheelchairs.

Promenade v. bikeway use for all wheeled users, pre and post implementation: 

	AM peak (8am-9am)		PM peak (5pm-6pm)		Weekend peak (Sat 11:15am-12:15pm)
	Promenade	Bikeway	Promenade	Bikeway	Promenade	Bikeway
October 2021 (before)	47%	53%	43%	57%	23%	77%
August 2022 (after)	14%	86%	22%	78%	6%	94%

Overall, the Embarcadero promenade is now less crowded and stressful for visitors; people passing through on bikes and scooters have a calmer, more straightforward experience now that they have a safe, dedicated space to travel. There is still room for improvement when it comes to people on bikes yielding to people in crosswalks, and the project team looks forward to continuing to explore solutions with the community as part of a future phase of the project.  

Speaking of community: a large part of this project’s success is due to ongoing collaboration with local stakeholders, including the farmers’ market hosted at the Ferry Building three times a week. While adding the new bikeway has required farmers’ market staff to adapt, they’ve been extremely helpful in providing feedback and working with the project team to identify solutions to vendor loading in the area. Additionally, the Ferry Building team is coordinating with project staff to identify spaces for new bike parking hubs, which will be installed in 2023 to expand parking availability in the area. For scooter riders, new regulations that took effect on November 1st limit scooter parking along portions of the Embarcadero waterfront and other popular areas, so be mindful of this guidance when planning your trip along this route. 

Clear markings along the new protected two-way bikeway indicate safe places for pedestrians to cross.

Now that the bikeway has been in the ground for six months, the project team is focused on ensuring everyone can experience a smooth trip through the area. The evaluation highlighted issues with vehicle traffic backing up near the Broadway intersection, as the project reduced the number of left-turn lanes from two to one. The community supports studying an alternative approach that would re-establish two left-turn lanes onto Broadway, and the project team aims to field test the alternative layout in early 2023 pending approval by the Port of San Francisco. The team will also use the evaluation results to help inform the Central Embarcadero Safety Project capital phase, which will extend the bikeway south for two additional blocks while making targeted upgrades to the quick-build portion of the corridor.  

For now, you can find the whole evaluation report at SFMTA.com/Embarcadero--and if you’ve tried out the new bikeway in the last year, reach out to the project team [mailto:Embarcadero@sfmta.com link] to share feedback!

Published November 05, 2022 at 12:31AM
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Over Half Next Generation Muni Shelter Displays Installed with More Upgrades Coming

Over Half Next Generation Muni Shelter Displays Installed with More Upgrades Coming
By Kharima Mohamed

New Muni service information displays are going into Muni shelters throughout San Francisco with updated features as part of SFMTA’s Next Generation Customer Information System upgrades.

As part of our Next Generation Customer Information System (CIS) project, we are installing over 800 new, larger Liquid Crystal Displays (LCDs) at Muni shelters and stations, replacing existing NextBus signs and expanding real-time information coverage. So far, we are over halfway to completion, with over 435 new displays installed in shelters. New screens show real-time multilingual information including graphics, maps and destinations.

New LCD displays (left) are replacing the previous Muni information displays (right).

Beginning this fall, Muni predictions on our new and improved Next Generation screens will include:

• Crowding. On vehicles equipped with automatic passenger counters, displays will show how crowded they are.
• Short-term route changes. We’ll be able to show planned short-term route changes, such as routing around special events. 

We are aiming to replace the remaining displays by the end of 2023. Additionally, we are working on new display locations with an emphasis on underserved neighborhoods, such as those identified by the Bayview Community Based Transportation Plan.

Learn more about the remaining display installation work, what’s next for our Next Generation upgrades and the many new features rolling out soon.

Get Real-Time Stop Information When Predictions Are Unavailable

Due to the nationwide AT&T 3G shutdown on June 8, NextMuni displays that use 3G modems no longer show information. We have been upgrading to 4G modems to continue to provide predictions while we roll out the new LCD display and prepare more significant system software upgrades.

For display locations remain impacted by the 3G shutdown, riders can obtain real-time stop information by using the stop ID number posted at the bus stop:

• Online enter SFMTA.com/ followed by the stop ID number (no spaces). The stop at Market and 11th streets with stop ID 13245 can be found at SFMTA.com/13245
• Text “NextMuni” and the stop ID number to 41411. For the stop at Market and 11th with stop ID 13245, send the text “NextMuni 13245” to 41411.
• Call 511 and say “Departure Times” and the stop ID. For the stop at Market and 11th with stop ID 13245, say “Departure times 13245.”

Published November 03, 2022 at 12:51AM
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Potrero Yard Modernization Project Reaches Milestone

Potrero Yard Modernization Project Reaches Milestone
By John Angelico

The Potrero Yard Modernization Project has reached a key milestone to replace the obsolete, 107-year-old Potrero Bus Yard with the nation’s first joint development of a bus facility with housing constructed on top. Today, the SFMTA Board of Directors approved awarding the project’s predevelopment agreement (PDA) to Potrero Neighborhood Collective, LLC (PNC) as lead developer (LD). This milestone serves as a starting point for Potrero Neighborhood Collective to work together with the City and project stakeholders to further develop the current concept design and start the process that will produce the final project and housing agreements. 

The successful proposal’s conceptual design is for a modern, three-story bus storage and maintenance transit facility and approximately 575 affordable rental units for those with low or moderate incomes. This unique use of a public resource to advance the City’s housing goals while improving desperately needed transit infrastructure would make the facility the first of its kind in the nation.  

Approximately half of the units are planned for low-income seniors, families and single-occupant households. The “low-income” designation is based on earning levels of 80% or below of the Area Media Income (AMI). The remaining units will be available to “moderate income” households earning between 80% and 120% of the AMI. Many SFMTA staff, including bus operators and maintenance staff, fall within this income bracket. 

The ambitious affordability goals for the housing component are reliant on competitive non-City sources, and should the project not secure these sources on a schedule that can accommodate the construction of the bus yard facility, the housing program may need to be amended  

Planning for the project included multiple outreach events with community members and organizations, as well as the formulation of the Potrero Yard Neighborhood Working Group, an advisory panel made of community stakeholders, housing advocates, nearby neighbors and transit operators. The successful proposal includes input received from the community and is consistent with City policies on anti-displacement, inclusive communities and creating stable housing for vulnerable populations.  

  

A conceptual rendering of the multi-use Potrero Yard Modernization Project design. This view looks at the SW corner of Bryant and Mariposa streets, and shows how housing elements might be situated atop a three-story, all-electric bus facility. The concept design includes commercial space fronting Bryant Street with ground floor spaces that anticipate uses by community-based organizations and small businesses, that would complement the existing neighborhood-serving commercial presence there. The concept design showcases a commitment to being a good neighbor to the community. For example, the building massing is oriented to minimize shadowing on Franklin Square Park with a design strategy that steps down the building height as it ranges from the highest point at Mariposa Street towards lower heights at 17th Street adjacent to the park.  

The Potrero Neighborhood Collective (PNC) team is led by its sole equity member, Plenary Americas US Holdings Inc. (Plenary). An investor and developer of public infrastructure, Plenary has a long track record of delivering complex infrastructure, project finance and public private partnership (P3) projects. PNC also includes veteran San Francisco affordable housing and housing developers Mission Economic Development Agency (MEDA), Young Community Developers (YCD), Tabernacle Community Development Corporation (TCDC), and Presidio Development Partners. Rounding out the team are design consultants IBI Group and Y.A. studio; providing preconstruction services from the general contracting and construction management perspective are Plant Construction Company and The Allen Group; and infrastructure facility management consultant WT Partnership.  

When the SFMTA launched the Building Progress Program in 2017 — a $2.3 billion multi-year effort to repair, renovate, and modernize the Agency's aging facilities —the first facility to be prioritized for an overhaul was Potrero Yard. Potrero Yard houses bus routes that service neighborhoods across the city, including many communities that are heavily reliant on transit. Routes include the 5 Fulton, 5R Fulton Rapid, 6 Haight/Parnassus, 14 Mission, 22 Fillmore and 30 Stockton.  

The current yard does not meet up-to-date seismic safety standards and is unable to adequately support modern maintenance and cleaning. The design of the new bus facility would provide adequate space and operational flow for bus maintenance, parking and circulation of the bus fleet. A modernized facility will create better working conditions for the frontline workforce entrusted with keeping the buses in safe operation and reduce downtime for buses for both scheduled and ad-hoc repairs. A new facility would make possible Muni’s transition to an all-electric fleet that uses trolley and battery electric buses (BEBs), a critical component in the City’s efforts to address climate change. The new facility is planned to have a fleet capacity of 213 buses, an increase of over 50% from current levels.   

  

The Potrero Division Building and Yard seen from the intersection of Mariposa and Hampshire streets.

Addressing the City’s affordable housing goal while creating a transit facility – one that will prepare the Agency for another century – demonstrates SFMTA’s continued national leadership in delivering sustainable transit and shows a capacity for creative thinking to address San Francisco’s housing goals. Check out the project presentation online, which provides information about this milestone and the successful proposal for the project. For additional information, visit the Potrero Yard Modernization Project website or SFMTA.com/PotreroYard.  

Published November 02, 2022 at 02:47AM
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What’s new on the west side?

What’s new on the west side?
By Andrea Buffa

The west side of San Francisco is home to some of San Francisco’s most beloved recreational destinations — Golden Gate Park, the Presidio, Lake Merced, Fort Funston and Ocean Beach, among others. But many of these natural attractions — and others like Mt. Sutro and Twin Peaks — are also geographic barriers that can make travel to and from the west side of the city more difficult.

This may be one reason why three out of four people traveling within, to or from the west side do so by personal car. It’s also why we need to make sure there are more safe, reliable and affordable transportation options between west side neighborhoods and other citywide destinations.

This month we released an interactive website, San Francisco’s West Side on the Move, describing local experiences, transportation challenges and solutions in neighborhoods from the Richmond and the Sunset to Lake Merced, Parkside and West Portal. The website pulls together our latest efforts to make it safer and more convenient for people on the west side to get where they need to go. Our goal is for people who want to take Muni to have reliable and frequent service; for those who want to walk or bike to have safe streets; and for people who drive to face less congestion.

Beyond the geographic barriers that impede west side travel, other transportation challenges on the west side include street closures caused by construction projects and frequent closure of the Great Highway for sand removal. Street transformations that began during the pandemic, like Slow Streets and the closure of some roads in Golden Gate Park to cars, also altered some residents' trip patterns. We've been listening to and collaborating with community members on the west side about how to better address these challenges and meet their needs as well.

San Francisco’s West Side on the Move describes the solutions we’ve implemented or plan to implement soon on the west side. Our Transit team has already made major strides in improving west side Muni lines like the 38 Geary and 5R Fulton Rapid using tools like red transit lanes, bus bulbs and smart traffic signals. Travel times on the 38 Geary are up to 20% faster than they were previously, and travel times on the 5R Fulton Rapid are up to 12% faster. We’ve also improved travel times on the 1 California and the N Judah.

While the L Taraval Improvement Project is still in construction, it has already delivered important safety benefits. On the completed section of the L Taraval, which finished on time and on budget, pedestrian injuries decreased by 60%. Improvements like this are vitally important in all San Francisco communities, and especially so in this part of the city which is home to so many older adults and families with small children.

When it comes to reducing congestion, we are adjusting signal timing to keep up with changing traffic patterns, adding turn lanes and restrictions in key locations and providing more loading zones in commercial areas to reduce double-parking. We also monitor the network for opportunities to improve bottlenecks, such as the recently re-opened MLK Drive between Chain of Lakes Drive and Sunset Boulevard.

To slow down traffic on residential streets and make walking and bicycling safer and more enjoyable, we’re using traffic calming tools like speed bumps to slow vehicle speeds. In 2021, the SFTMTA invested in a comprehensive package of traffic calming measures in the Outer Sunset to address local concerns. Monitoring indicates that traffic speed and volume was reduced, which ideally creates safer conditions for all road users.

While the Slow Streets program has provided valuable, safe routes for people who walk, bike and roll, we've heard from residents that they're not working well for every community, particularly the Sunset. There, the Sunset Neighborways program is replacing Slow Streets to create a network of safe streets for active transportation. The emphasis of Sunset Neighborways will be on slowing down traffic to improve safety, rather than restricting it. In the Richmond, Anza Street is a key corridor for biking and active transportation, and in response to community requests for a better east-west bike route through the neighborhood, we added bike lanes and safety improvements like speed cushions to slow traffic and create a street that can be easily and safely shared by cyclists and drivers. 

By releasing San Francisco’s West Side on the Move, the SFMTA hopes to deepen its dialogue with west side community members about what’s working well and what can be improved when it comes to keeping the west side moving. Please share your ideas by emailing WestsideProjects@SFMTA.com

Should we say how important the decrease in pedestrian injuries is so significant given how many seniors and families with small kids live in the area?

Published October 29, 2022 at 12:19AM
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75 Years After the Battle to Save the Cable Cars

75 Years After the Battle to Save the Cable Cars
By Jeremy Menzies

Seventy-five years ago, San Francisco’s cable cars were viewed as more of a costly nuisance.  A few city leaders wanted to tear out the 1870s-era transit system of wooden vehicles towed by an underground cable system. Pioneer of civic activism, Friedel Klussmann led the charge to preserve this moving landmark that draws of visitors from around the world looking to fulfill their dream of riding the cable car over our hills.  

Friedel Klussmann founded the Citizens' Committee to Save the Cable Cars. The committee began a public campaign demonstrating that the cable cars’ value to San Francisco was far greater than their operational cost. As a result, the lines were saved and the cable cars became enshrined as a cultural icon of San Francisco. 

We will celebrate this anniversary with Market Street Railway and Mayor London Breed on October 26th at Market and Powell streets at 11am. Here’s a brief look at the events of 75 years ago and what Klussmann and her allies did to save the system. 

Transit Troubles 

In the mid 1940s, San Francisco’s transit system was undergoing major changes. The entire system was in poor condition following World War II. City officials and then Mayor Roger Lapham looked to reduce costs by replacing old worn rail lines with new buses. Included in this plan was the Powell Street cable car lines, which were scheduled to be replaced with buses in 1947. 

Mayor Roger Lapham (left) poses with a new Fageol Twin bus to promote his choice of vehicles to replace the cable cars. Touted as “hill climbers”, these buses had two engines in a unique and complex system to provide more power. 

Eyesore or Asset? 

Arguing against the cable cars, Mayor Lapham and transit officials said that they were too costly to repair and operate and could not provide adequate service. The officials were backed by business leaders in Union Square and downtown, who had major influence on city policy. While there were real financial considerations at play to repair the system, the cars were also seen only as ramshackle old junk heaps bleeding money. 

Taken in 1953, this photo demonstrates how much work was needed to rehab the cable car system following decades of deferred maintenance. 

In an era when Americans across the country abandoned transit for shiny new cars and freeways, it’s somewhat surprising that people in San Francisco wanted to keep the cable cars alive. To these people, the Victorian Era style and unique technology gave them value. San Francisco was the birthplace of the cable car and they were a living piece of the city’s history worthy of saving. 

Klussmann Rallies Women to Fight 

Spearheading the fight to save the cable cars was Friedel Klussmann and the Citizens’ Committee to Save the Cable Cars. Going head to head against the most powerful men in the city, Klussmann and her women-led group rallied to keep the cars on the road.  

Friedel Klussmann (center) inspects the turntable underneath Powell and Market Streets. In her fight to save the system, she dug deep into the details to understand the problems involved in keeping them on the road. 

The group investigated the situation to get the facts and led campaign after campaign to spread the word and build support for the cars. Their work brought the issue before the voters in 1947 and the city was forced to retain the Powell lines. Two years later, another vote decided that the city would acquire the California Street Cable Railroad company, which ran lines on California, Jones, Hyde, and O’Farrell streets. By 1956, Klussmann and other activists had saved the cable cars but not without heavy losses. The system of five lines that existed at the beginning of the fight was cut and reconfigured into the three we see today. 

Fabric of the City 

Today, cable cars are as synonymous with San Francisco as summer fog and the Golden Gate Bridge. Not only do they provide transit service along busy corridors for locals, but they are one of the biggest visitor attractions. Each year, thousands of people from across the globe come to see and ride the cars. In 1966, the system was added to the National Register of Historic Places, enshrining them in American history.  

After the system was rescued by activists and bolstered by rehabs, the cable cars became a major attraction and led to increased development of Fishermen’s Wharf as a tourism hub. 

Muni’s historic preservation partner, Market Street Railway, covers this topic in much greater detail in their September blog. 

Published October 26, 2022 at 12:52AM
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Paratransit Services 2022 Update

Paratransit Services 2022 Update
By Erin McAuliff

This past year, the SFMTA’s paratransit programs safely provided close to half a million trips to older adults and people with disabilities around San Francisco. These services provide door-to-door transportation to people unable to independently use the Muni system. They include SF Access Paratransit, Group Van service, Shop-a-Round shuttles, the Essential Trip Card Program (ETC) and the Van Gogh Recreational program.  

In addition to traditional van services, the SFMTA partners with the local taxi industry to provide cost-efficient and customer-friendly taxi options. Payment is accepted in every San Francisco taxi, including accessible ramp-equipped taxis, with the swipe of an SF Paratransit Taxi debit card.   

Here are a few accomplishments staff at the SFMTA and Transdev (the contractor responsible for managing SF Paratransit services) have been working on behind the scenes to improve our service offerings and continue to fill transportation gaps experienced by older adults and people with disabilities:

• We bought 26 new paratransit vans with added safety features like audible right turn notifications to warn pedestrians and cyclists; automated safety technology that provides alerts to operators to avoid collisions; and DriveCam technology that records safety-related events.  When we retired our older vehicles, we took the opportunity to transfer three retired vehicles to the San Francisco Fire Department to support the Community Paramedicine Street Crisis Response Team and one retired vehicle to the SFMTA Customer Service Center to serve as its first Mobile Sales Van, bringing SFMTA services to the local community.
• The Essential Trip Card program launched in April 2020 as a response to the pandemic. Since then, we have enrolled over 5,000 older adults and people with disabilities, providing over 160,000 taxi trips. In July, the program, and the SFMTA’s partnership with local non-profit Community Living Campaign, was featured as a case study for reducing isolation and improving health outcomes among older adults by the National Center for Mobility Management. Community Living Campaign provides full fare assistance to San Francisco paratransit riders in need.
• Last year, we officially launched SF Access Online to allow riders to schedule their SF Access van trips online. We also launched SF Paratransit Taxi Online, which allows riders, including ETC customers, to pay for their monthly taxi fare allotment and track trip activity online.
• San Francisco Paratransit Operations was part of the community emergency response team that organized and provided special services when the COVID-19 pandemic struck. Paratransit operators trained by Emergency Management Services (EMS), teamed up with EMS staff to transport vulnerable people to COVID-19 testing, treatment and shelter locations. The work was only assigned to drivers who volunteered, even at the beginning of the pandemic, when no one fully understood the risks of the virus. At its height of demand, 27 full-time drivers were dedicated to this service.
• This past May, the SFMTA Board of Directors recognized the employees of SF Paratransit for all the work they have been doing, especially the work to innovate new programs that helped our passengers stay connected with essential services during the pandemic. The partnership with EMS also received the 2022 Innovative Practice Bronze Award from the National Association of City and County Health Officials.
• SFMTA staff have been hard at work preparing for the integration and pilot of Clipper 2.0. SF Paratransit will be the pilot agency to test out using the next generation of Clipper Cards, allowing riders to pay for a paratransit van trip with Clipper for the first time ever. 

The SF Paratransit program also houses the Mobility Management Center, a one-stop-shop for older adults and people with disabilities to access transportation information, resources and referrals tailored to an individual’s needs. Mobility Management staff are available to answer individual questions by phone, email or in-person, or you can schedule an in-person or virtual group presentation for your organization.

San Francisco paratransit operations are funded by San Francisco’s half-cent transportation sales tax. As mentioned in our informational blog, in November voters will have an opportunity to decide whether to extend the sales tax for another 30 years and allocate 11% of the funds to paratransit. More information can be found in the Department of Elections’ Voter Guide under Proposition L or on the SFCTA Half-cent Sales Tax page.

San Francisco has proudly provided paratransit services since 1978, and we have never been more aware of how essential our programs are than during the past few years. We are so grateful for the work our paratransit staff has done and continues to do to serve older adults and people with disabilities in San Francisco.

Published October 15, 2022 at 01:08AM
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What’s in Proposition L?

What’s in Proposition L?
By Andrea Buffa

On November 8, San Francisco voters will decide whether to continue a half-cent transportation sales tax that has been funding city and county transportation projects since it was first enacted in 1989. Proposition L is not a tax increase but does require a two-thirds majority vote to pass.

The half-cent sales tax is administered by the San Francisco County Transportation Authority (SFCTA).  Proposition L would approve a new 2022 Transportation Expenditure Plan for how these funds will be spent for the next 30 years.

The 2022 Transportation Expenditure Plan will fund projects in these categories:

• 41% for transit maintenance and enhancements: Funds Muni, BART, Caltrain and ferries. The money goes toward maintenance, rehabilitation and replacement of vehicles; station and access improvements; and planning for the next generation of public transit.
  • Examples: New buses and light rail vehicles, electrifying Muni’s bus fleet, maintaining buses and trains so they operate safely and reliably
• 23% for major transit projects: Funds Muni bus and train reliability and efficiency improvements; increasing Muni and BART capacity; and major expansion projects
  • Example: The Caltrain Downtown Extension from 4th and King railyard to the Salesforce Transit Center
• 19% for streets and freeways: Funds street repaving; walking and bicycling safety improvements; signals and traffic calming; and major street and freeway redesign planning
  • Examples: Neighborhood-level investments such as crosswalks, traffic calming, new and upgraded traffic signals, bicycle lanes and Safe Routes to School programs
• 11% for paratransit: Funds the SFMTA’s paratransit service, which is a van and taxi program for people who are unable to independently use or access public transit because of a disability or disabling health condition
• 6% for system planning and community equity: Funds transportation demand management; neighborhood and equity-focused planning and implementation
  • Example: Implementing improvements identified in community-based plans across the city and particularly in Equity Priority Communities

The SFCTA website provides more details on the 2022 Transportation Expenditure Plan.

In previous years, the sales tax has funded projects large and small, some of the well-known ones being the Salesforce Transit Center, the electrification of Caltrain (anticipated to be done in 2024), Muni Central Subway and reconstructing Doyle Drive, now known as Presidio Parkway.

It has also funded smaller projects like traffic calming, street repaving, protected bike lanes, new and upgraded signals and, during the pandemic, taxi rides home for essential workers.

To compete for federal and state grants, such as the funds in last year’s federal Bipartisan Infrastructure Law, San Francisco needs local funds that match the money from the grant. The sales tax funds are our main source of these matching funds. On average, we’ve leveraged every dollar in half-cent sales tax funding to attract $4 - 7 in additional funding from federal, state or other sources.

If Measure L does not pass, the half-cent transportation sales tax will continue to be collected until March 2034. However, the money can only be spent on projects that were included in the Transportation Expenditure Plan from 2003.

To learn more about the half-cent transportation sales tax, you can go to the SFCTA website.

Published October 06, 2022 at 11:32PM
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Celebrating BART at 50: A Critical Link for San Francisco

Celebrating BART at 50: A Critical Link for San Francisco
By Jeremy Menzies

This month, our sister agency BART, celebrates its 50th anniversary. BART service changed transportation in the Bay Area forever, connecting communities in a way that hadn’t been done before. For San Francisco, the construction of BART not only provided new travel options within the city and to the East Bay but also built the Muni Metro system.

Here’s a look at some of BART’s history through the SFMTA’s historic photos.

This conceptual drawing from around 1960 shows the combined BART and Muni Metro subway underneath Market Street at Powell.

The story of BART goes back decades before the opening in September 1972. It wasn’t until the early 1960s that a plan and funding were in place for BART to come to fruition.

Originally, five counties formed the Bay Area Rapid Transit District. In a 1960 engineering report, proposed route maps showed lines extending both north across the Golden Gate into Marin and south down the Peninsula to Palo Alto. After Marin and San Mateo counties withdrew from the district, a final plan was drawn up to serve mainly the East Bay and San Francisco.

Students with white shovels were on hand for the groundbreaking ceremony for BART/Muni Metro at Market and Powell streets on July 25, 1967.

Groundbreaking on construction for San Francisco’s Market Street Subway took place in July 1967. This construction not only included the main BART stations downtown but also stations for Muni Metro at Church, Castro, and West Portal. Forest Hill Station was modified with new platforms and equipment to fit Muni’s incoming light rail vehicles. The funding and planning power of the BART District brought to life an idea that had been floated since at least 1913.

An overhead view looking at the construction of Castro Station in October 1973.

Construction along Market Street was extremely disruptive for the city’s busiest corridor. During construction, Muni streetcars and buses had to navigate constantly shifting reroutes, wooden plank roadways, and sinkholes on top of all the usual street hazards. One of the most dramatic engineering feats was a temporary bridge built over a huge open pit at Collingwood Street. Here, streetcars traveling towards West Portal crossed over top construction on Castro Station to enter the Twin Peaks Tunnel. The temporary ramps built to access the tunnel still exist today and are used for emergency and maintenance needs.

The first passengers pass through Powell Station fare gates at the opening of BART in the city on November 3, 1973.

BART opened in San Francisco on November 3, 1973. For the first time ever, San Franciscans could travel from downtown to the outer reaches of the city on an underground subway system. Service across the Bay opened ten months later in September 1974. BART gave San Franciscans from Balboa Park to downtown improved access to jobs, shopping, and education as well as connections around the region.

San Francisco Mayor Moscone speaks at the opening of Embarcadero Station at Market and Drumm Streets.

Embarcadero Station, which was not part of the original plan, was built after the main subway. It opened on May 27, 1976, with Mayor George Moscone giving a speech at the end of the California Street cable car line. Today, Embarcadero Station is the busiest in the system, with over 27,000 entries and exits logged in August 2022.

A mime holds up an oversized Muni/BART Fast Pass in Powell Station at the launch of the program on March 24, 1983.

In the early 1980s, Muni and BART partnered to improve transit within the city through a combined Muni/BART monthly Fast Pass. Muni customers could ride BART between Embarcadero and Balboa Park on the same pass, making transfers between the two systems seamless.

Today, BART is a critical part of our regional transportation network. Construction of BART in the mid-century also brought better service to the hundreds of thousands of Muni Metro riders within San Francisco.

As one of our regional transit partners, we congratulate BART on their golden anniversary and look forward to another 50+ years of serving the Bay together!  Read more about BART’s first 50 years and check out some amazing historic documents and a timeline 1947-1991.

Published September 29, 2022 at 12:56AM
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Keeping Muni Riders Safe

Keeping Muni Riders Safe
By Andrea Buffa

After several years without a major violent incident on Muni, we’ve recently experienced two tragic shootings. On June 22, two passengers got into an altercation, and one of the passengers fatally shot another passenger and injured a bystander. The shooter was quickly apprehended by the San Francisco Police Department (SFPD) thanks to our collaboration and use of clear, state-of-the-art surveillance cameras on board our vehicles. On August 3, there was a targeted shooting on a Muni vehicle driving through the Sunnydale neighborhood; one passenger was killed, and a bystander sustained a minor injury. SFPD’s Homicide Detail is investigating the incident, and we are fully cooperating by providing the SFPD with onboard and street-facing video data. 

We offer our deepest sympathies to the victims and their families who are suffering right now.  

While these recent incidents appear to be an anomaly and instances of isolated, targeted confrontations, we are working resolutely to make sure all Muni riders are safe and can be confident riding our buses and trains. We were already increasing security and safety across our system and are taking additional steps in response to the recent incidents. 

• Increased staff presence on our vehicles:
  Having uniformed personnel present on Muni vehicles is a visual deterrent against crime and other problematic behavior. 
  • Our Muni Transit Ambassadors are San Francisco community members with deep ties to their neighborhoods. Many of them grew up riding Muni. They ride specific Muni routes to assist customers, defuse and deter any conflicts, prevent acts of vandalism and assist bus operators. We currently have 21 Muni Transit Ambassadors in the field and are hiring an additional 20 ambassadors. 
  • Our Transit Fare Inspectors also ride Muni routes, and they do more than make sure our riders comply with our fare policies. They also provide riders with service information and information about fare programs and kiosk locations.  
  • We’ve been informed by the SFPD that they will be providing an increased presence on Muni in the coming weeks. 
  • At Muni stations, station agents are monitoring video footage from cameras that are set up throughout the station and will take action if there’s an emergency, either by going to the scene or by contacting emergency personnel. Any time you’re concerned about a safety issue or have a question, you can walk up to the booth and talk with the station agent.
• Extensive and effective video surveillance program: 
  • We’ve installed high-quality video cameras throughout our system to be able to document crimes and provide the documentation to the police. In multiple instances, this video footage enabled the police to identify and arrest people who perpetrated crimes.  
  • Each bus is equipped with at least 11 cameras that are recording any time the bus is running. The footage is monitored by staff in our video surveillance unit. 
  • We are constantly upgrading and improving our video system. Currently we are hiring more team members to support this work.
• New Equity Safety Initiative: 
  • All forms of gender-based and race-based harassment, assault and sexual violence are strictly prohibited throughout the SFMTA system including on vehicles and at stops and facilities. Threatening, harming or harassing passengers or SFMTA employees is illegal and will not be tolerated.  
  • We recently implemented an initiative to prevent this type of harassment and violence on Muni. Later in August, announcements will be posted throughout the Muni system making it clear that this behavior is not tolerated. Riders can now report gender-based harassment and violence using the Muni Feedback form (SFMTA.com/MuniFeedback) or by calling 3-1-1. Non-English speakers should call 3-1-1 for language-assisted reporting.   
  • We will be tracking this data to determine where more resources should be directed to make sure none of our riders ever have to tolerate gender-based harassment or violence. Learn more about our Safety Equity Initiative (SFMTA.com/SafetyEquity) 

The safety of our customers and staff is a top priority for the SFMTA. We will continue our efforts to make sure Muni is a safe and welcoming environment and update you with our progress. In the meantime, if you need to report an incident you see happening on Muni, please follow these steps. 

• What to do in the event of a crime on Muni 
  • First and foremost, stay safe: Try to remain calm and exit the vehicle if necessary and safe to do so. Never put yourself in danger. 
  • Alert authorities and your Muni operator: Call 911 to report the crime as soon as it's safe to do so. Alert the Muni operator if the operator doesn't seem to be aware so they can take steps to keep everyone safe. You can also alert any other SFMTA staff member you see (they’ll be wearing a Muni vest). 
  • Remember and report helpful details: When reporting an incident, accurate details can make all the difference in enabling police and Muni staff to respond effectively. When a crime occurs, note details like the time, location and Muni vehicle number. If safe, also note a physical description of any suspects.  

 

Published August 05, 2022 at 03:06AM
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Six Generations of Pint-Sized Buses Serve Muni’s Toughest Routes

Six Generations of Pint-Sized Buses Serve Muni’s Toughest Routes
By Jeremy Menzies

For over 80 years, special fleets of shorter than usual buses have been reserved for some of the City’s toughest routes. Winding through tight bends and climbing up steep grades, these pint-sized coaches ensure access to transit in neighborhoods where standard-length buses cannot go. As the SFMTA phases in a brand-new batch of shorter buses, here’s a look at all six generations of Muni’s “mini” fleet.

“Baby White” Buses: 1938-1975
The first generation of short-length buses was intended for regular use on all Muni bus routes. Made by the White Motor Company in Cleveland, Ohio, this fleet came to SF in 1938. The buses were nicknamed “Baby Whites” after a group of longer White Co. buses arrived in 1947. In the mid 1950s, all but three of these buses were retired. The three saved continued to run on the 39 Coit Tower route until 1975—in service longer than any other bus before or after.

 
This bus has served longer than any other in Muni’s fleet, wearing at least three different paint schemes and running regularly for 37 years straight. Restored in 2012 to its original orange and black colors and number (042), it’s back in special service today during Muni Heritage over 80 years after arriving in SF.

“Mini Macks”: 1970-1979
Unique among all the shorter buses that have served SF is a small number of buses built by the Mack Truck Company. In the 1950s, Muni contracted with Mack to lease a large fleet of 450, 38-foot long buses. As these were returned at the end of the lease in 1969-1970, two buses were saved for a special reassignment. Shortened by several feet by cutting out a section of the bus, these two coaches were meant to replace the 30-year-old White buses on the 39 Route.

Delivered in 1957 as a 38’ long bus, this and one other Mack bus were chopped down and painted in Muni’s Maroon and Gold colors around 1970. Both served the 39 Coit for nearly a decade.

The “Amys”: 1974-1991
The first fleet of buses specifically purchased to fit the need for smaller buses was a batch of 100 buses built by the AM General Company in the mid 1970s. Nicknamed “Amy’s”, these buses were also the first to arrive wearing the new Muni orange and white Sunset livery and famous “Worm” logo. Today, bus #4154 is part of our vintage bus fleet, operating in special service during Muni Heritage.

 
People board an AM General bus running on the 11 Hoffman route at Mission and 16th in this 1975 photo.

Orion Fleet #1: 1990-2007
As the AM General buses aged, Muni bought replacements from the Orion bus company in the early 1990s. Even shorter than their predecessors, these were well suited to routes like the 36 Teresita, which winds through Twin Peaks, Diamond Heights, Glen Park, and Bernal Heights.

Forest Hill Station sits shrouded in fog in this 1990 photo of a new Orion bus on the 36 Teresita Route.

Orion Fleet #2: 2007-Present
Following the original batch of Orion buses was a second that hit the streets in 2007. Purchased simultaneously with standard 40-foot-long buses, these were among the first low-floor hybrid buses to serve San Francisco. The new design of these 30 and 40-foot Orions provided easier boarding and quieter, more efficient operation.

A second-generation Orion bus stops at Glen Park BART on the 35 Eureka Route.

ENC EZ-Rider II: 2022-
Today, the SFMTA is replacing its 15-year-old fleet of 30-foot Orions to provide more reliable, cost-effective service on the routes historically served by shorter buses. These new buses, a few of which are already in service, are built by ENC (El Dorado National-California) based in Riverside. At 32-feet long, they have seating for around 25 passengers and room for multiple people using wheelchairs. The first of these buses arrived for acceptance and testing in late 2021 and entered service earlier this year.

Climbing a grade in McLaren Park, a new 32’ ENC bus tests on the 56 Rutland in late 2021.
 

Published July 30, 2022 at 01:01AM
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