Transportation & Mobility Justice for a More Accessible San Francisco

Public transit in San Francisco should be safe, frequent, and reliable so that no one is left waiting alone at a stop for extended periods. If every Muni line that existed in 2019 ran at least every ten minutes, waiting times—especially for trips requiring transfers—would significantly decrease, making the system far more usable. Currently, lines like the 33 Ashbury-18th, 48 Quintara-24th, and 67 Bernal Heights operate so infrequently that they are unreliable for many District 9 residents. Increasing service frequency would allow more people to depend on transit for daily travel. Additionally, improving transit stop conditions—such as adding better lighting, trash cans, and bus shelters, along with deploying Muni safety ambassadors—would make public transportation safer and more accessible for all.

Valencia Street remains one of the most dangerous corridors in the city, even after the installation of the center bike lane. Designated on Vision Zero’s High Injury Network, the street has continued to experience severe collisions, including the fatality of a pedestrian hit by a driver making an illegal left turn and a car crashing into a local business. While the center bike lane was an attempt at improving safety, it falls short of meeting the needs of all road users. SFMTA must return to the drawing board and engage cyclists, pedestrians, small business owners, and public housing residents to develop a solution that works for everyone. As Supervisor, I will ensure these conversations are multilingual, include mediators, and result in a redesign that effectively protects all who use Valencia Street.

District 9’s streets endure heavy traffic due to their central location and their role in connecting freeways to other parts of the city. This wear and tear has left many roads in poor condition, making them dangerous for pedestrians, cyclists, and drivers alike. While some repaving projects are underway, many have been delayed for too long, creating hazardous conditions and putting additional strain on small businesses already struggling to recover. Prolonged construction can significantly impact business revenue, and the city must ensure fair compensation for affected businesses. At the same time, contract oversight must be strengthened so that repaving projects are completed efficiently and to a high standard.

For too long, SFMTA and other transit agencies have made major decisions without meaningful community input. Whether it’s cutting bus lines, redesigning streets, or implementing infrastructure projects, these choices should not be made without the voices of transit riders, workers, and residents. SFMTA’s planning process must be multilingual, proactive, and truly democratic. Though commissioners ultimately answer to the Mayor, I will work to ensure that District 9 residents are not only heard but have their concerns addressed in a tangible way.

The Slow Streets program has proven to be an effective way to increase pedestrian safety, support small businesses, and build stronger communities. When streets are designed to prioritize people over cars, the results are clear: fewer traffic-related injuries, more foot traffic for local businesses, and a greater sense of neighborhood connectivity. However, for the program to succeed, it must be community-driven. Instead of imposing Slow Streets from the top down, we should pilot a handful of blocks and expand based on community feedback. Without genuine input from residents, Slow Streets initiatives risk failure.

ItemBiking is one of the most efficient, safe, and environmentally friendly modes of transportation, yet San Francisco’s bike infrastructure remains inconsistent and inadequate. Semi-protected lanes are often damaged, lack clear separation from car traffic, and provide little real protection for cyclists. Streets like 17th Street, a key route for cyclists, remain hazardous due to poor design and driver encroachment. The city must commit to building fully protected bike lanes that prevent cars from breaching bike paths and ensure safety for all riders. As Supervisor, I will push for the completion of protected bike lanes on 17th Street and expand safe cycling routes throughout District 9. description

Funding is one of the greatest barriers to a fully functional transit system, and San Francisco must continue to fight for more resources. The Governor’s 2024 budget includes $5.1 billion for California transit agencies to prevent service cuts and improve infrastructure. Securing these funds is essential to ensuring Muni remains a viable option for all residents. After the failure of Prop A in 2022, SFMTA has been operating with significantly reduced capital funds. A regional transportation bond planned for the November 2026 ballot presents an opportunity to invest in a transit system that is faster, safer, and more accessible. I support this bond, as well as community-led efforts to tax rideshare companies that use public roads without adequately contributing to transit funding.

San Francisco has made progress in expanding Free Muni, offering fare-free rides to youth, seniors, and people with disabilities. However, low-income workers—the very people who rely on transit the most—are still excluded. The Lifeline Pass and Clipper START program provide only a 50% discount, and many working-class residents do not qualify for them at all. In District 9, some of the city’s poorest communities continue to struggle with transit costs. Expanding Free Muni to include low-income residents and essential workers is a crucial step toward making public transportation accessible to all. State and federal funding must be secured to support this expansion.

E-bikes offer a transformative solution for reducing traffic congestion, pollution, and double-parking—especially for delivery workers who rely on efficient mobility. As a commissioner on LAFCo, I have supported research on e-bike adoption among delivery drivers, which has shown significant benefits. The city should expand e-bike subsidies for low-to-moderate-income workers, making this sustainable transportation option more accessible. However, accessibility also depends on security. Many apartment residents have no safe place to store a bike, while theft remains a major concern. To prevent bike theft and encourage more people to ride, the city should pilot secure bike lockers in key locations.

San Francisco must fully electrify its Muni fleet as part of the state’s mandate for all transit agencies to transition to electric vehicles by 2030. The city already has an extensive overhead line system for in-motion charging trolleybuses, which presents the most efficient and cost-effective way to expand electric transit. By doubling the city’s clean electric bus service, we can meet our sustainability goals while ensuring a reliable and environmentally responsible public transportation system.

One of the most effective ways to improve transit access is through Bus Rapid Transit (BRT), which provides faster and more reliable bus service through dedicated lanes. Many low-income neighborhoods currently lack fast, dependable public transit, limiting access to job opportunities and essential services. BRT is one of the most cost-effective solutions, as it builds upon existing infrastructure rather than requiring expensive new rail systems. A pilot program should prioritize underserved communities, with gradual expansion based on success. If fully implemented, BRT could make public transit a true alternative to car ownership, reducing congestion while improving mobility for all San Franciscans.