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Ten Things the Bay Area Can Learn from Spain… – Streetsblog San Francisco

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Ten Things the Bay Area Can Learn from Spain… – Streetsblog San Francisco


I recently visited three Spanish cities in 10 days while not burning a gallon of gasoline. I saw the future and the past, all converging to make the cities I stayed in imminently more liveable than cities in the US. It’s no wonder that people in Europe are happier, live longer, and have much lower carbon emissions than in the US.

To start, life is centered around your neighborhood. Almost every block I walked down has a coffee shop, a pharmacy, a restaurant, maybe a bakery, and a fruit/vegetable vendor; this is the case even in tourist districts. There’s no need to hop in the car for an errand or generate instant trash with take out when you can stop in for a bite, a coffee, or carry home that cucumber you forgot to buy from the supermarket.

Second, the government actively invests in maintaining small-scale retail. Barcelona is famous for its markets, helping to eliminate food deserts and making sure everyone across the city has access to high-quality and sustainable food. There’s more than just the Mercat de la Boqueria on La Ramba (which is the market tourists know about). The City of Barcelona has public/private partnerships to operate over 40 local-serving markets across the city. These markets allow small clothing, produce, meat, cheese, seafood and prepared food vendors to rent small booths and operate successful small businesses, all without having to take on hundreds of thousands of dollars in debt to open a free-standing location. Each market has 100-200+ stalls/vendors.

Cities across Spain also invest heavily in making outdoor public spaces inviting for all ages and lifestyles. A wine bar near me in Oakland has to get a special permit to open because it’s within 1,000 feet of a school. In contrast, Spanish cities build outdoor bars (with plenty of non-alcoholic options) immediately adjacent to public playgrounds because it’s OK to put things that are fun for kids and adults next to each other. Public living rooms work and are much more effective at activating public spaces than expensive and one-time events.

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As for transit, my first experience with taking a bus in Madrid was realizing that I didn’t buy the right kind of transit pass (train only). The good thing is that every single bus in Spain’s big cities have tap-to-pay systems. Transit should be easy to use and easy to pay for. With almost every credit or debit card allowing for tap-to-pay, this should be table stakes for any transit provider in the US. Few people have $1.25 or $2.50 or $2.75 in exact change in their pocket to pay for a fare.

And as much as some voices on the left like to crow about “fare-free” transit or other social-equity driven ideas, being a stakeholder in something often means supporting it with your time, money and effort. Transit in Europe is definitely not free but it’s reasonably priced, convenient and has stiff fines for breaking the rules. I saw a team of 5 fare inspectors working in Barcelona as soon as I entered my first Metro station and they were issuing €100 fines to scofflaws. I didn’t see a single person hop a fare gate in Spain over 10 days. Social cohesion usually requires enforcing a shared set of rules; this is in contrast to BART and Muni’s wholly ineffective fare enforcement programs. From personal experience, if I don’t see a person hop over a BART fare gate when I enter or exit a station, I’m usually surprised. 

One of the reasons why I think people are more willing to take transit in Spain is I rarely if ever needed to know when the next train or bus was coming. Subway trains would show up every 4-6 minutes regardless of whether it was 7am or 11pm; this is in stark contrast to BART, Muni and AC Transit’s often 20-30 minute waits until the next train or bus. These waits in the Bay Area making taking trips via transit a logistical nightmare, especially when transfers are involved.

Spanish Funicular Ride, Cost: $1.35

And when transit stations are designed in Spain, they are central hubs allowing for easy transfers for people of all ages and mobility levels. Brand new Muni stations in San Francisco in contrast, like the “Market Street” stop for the T train, requires a rider to ride massive escalators and walk hundreds and hundreds of yards to transfer to the other Muni or BART lines that are actually along Market Street. Transit stations shouldn’t make your life a nightmare if you have limited mobility or are carrying suitcases.

America on the other hand is dominated by the almighty car, particularly the massive “body-on-frame” SUV/Pick-up Truck. I didn’t see a single one of these super-sized vehicles in Spain. Delivery “trucks” and work vehicles in Spain are mostly small hatchbacks; “bigger” jobs are carried out by vans smaller than the smallest truck you could rent at your local “U-Haul”. Nothing is more intimidating than teaching your kid how to ride their bike and seeing an 18-wheeler driving down your neighborhood street at 30 miles per hour. Trust me, I’ve seen this in Oakland.

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A normal-sized delivery truck

Also, something that really stood out is how police in Spain mainly drive around in small sedans or “tiny” crossovers. Almost no police departments in the Bay Area are allowed to initiate high-speed car chases (except in the most dire scenarios) and most police work revolves around responding to crimes that already occurred. Is it really necessary for OPD to respond to calls for service in massive Chevy Suburbans, Ford SUVs or F250 Super Duty Pick-ups? Police should keep us safe, the sizes of their trucks are dangerous.

Lastly, local streets in Spain are for people, not cars. Almost every street in Spain has some form of hard barriers to protect pedestrians from vehicles. But that’s almost not necessary because speed limits typically range from 6 to 25 miles per hour on local streets. But cars often can’t even go this fast since the streets are for people, not cars. If a street is narrow, people have priority, cars need to follow behind the pedestrian. You won’t hear horns honking from drivers in frustration, you don’t hear growling V8s intimidating you, the cars just calmly scoot along, slowly and safely.

It’s amazing how much more pleasant walking in a city can be when you know that cars will stop for you in a crosswalk and you see that the cars are approaching the crosswalk at 5-15 miles per hour and not over 35 (a speed that is almost guaranteed to kill you).

Americans often equate the car and the open road with freedom but is it really empowering to circle the block for parking, pay >$1,000 to operate your vehicle, or have to sit in your car and drive somewhere everytime you need to take your kids somewhere, buy a loaf of bread or grab a bite to eat? There is an alternative, we just need to decide what future we want to have… and maybe it involves a bit of going back to the past.

***

Ryan Lester is a transit and Vision Zero advocate, a long-time Oakland resident, and he served as a Co-Chair on the City’s Reimagining Public Safety Task Force.



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San Francisco, CA

Downtown San Francisco Immigration Court Set to Close In a Year

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Downtown San Francisco Immigration Court Set to Close In a Year


The federal immigration court in downtown San Francisco that started 2025 with 21 judges and will soon be down to just four, thanks to Trump administration mass-firings, will close by January 2027.

News arrived Wednesday that federal officials are planning to shut down the immigration court at 100 Montgomery Street in San Francisco by the end of the year, and transfer all or most immigration court activity to the court in Concord. Mission Local reported the news via a source close to the situation, and KTVU subsequently confirmed the move.

Jeremiah Johnson, one of the SF judges who was fired this past year, serves as vice president of the National Association of Immigration Judges, and confirmed the news to KTVU.

The Executive Office for Immigration Review, which oversees immigration court operations, has yet to comment.

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As Mission Local reports, a smaller set of courtrooms at the other SF immigration facility and ICE headquarters at 630 Sansome Street will remain open for business.

The Concord immigration court saw five judge fired last year, though two had not yet begun hearing any cases. Seven judges remain at that court, and four remaining judges based at 100 Montgomery are expected to be transferred there by this summer.

Mission Local previously reported that out of 21 judges serving at the courthouse last spring, 13 have been fired in recent months, and four others are scheduled for retirement by the end of this month.

This is happening as the court has a backlog of some 120,000 pending cases.

As Politico reported last month, the Trump administration has fired around 98 immigration judges out of the 700 who had been serving as of early last year.

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Olivia Cassin, a fired judge based in New York, said this was by design, and, “It’s about destroying a system where cases are carefully considered by people with knowledge of the subject matter.”

This is all perfectly legal, as Politico explained, because immigration judges serve in administrative courts as at-will employees, under the purview of the Department of Justice — and do not have the same protections as the federal judiciary bench.

A spokesperson for the DOJ has said that the department is “restoring integrity to our immigration system and encourages talented legal professionals to join in our mission to protect national security and public safety,” following “four years of the Biden Administration forcing Immigration Courts to implement a de facto amnesty for hundreds of thousands of aliens.”

Johnson also spoke to Politico suggesting that this recruitment language by the DOJ is disingenuous, and that the real intention is just to cripple the entire court system and prevent most legal immigration cases from being heard.

“During Trump One, when I was appointed, there was a policy that got some pushback called ‘No Dark Courtrooms.’ We were to hear cases every day, use all the [available] space,” Johnson said, speaking to Politico. “Now, there’s vacant courtrooms that are not being utilized. And any attempts by the administration saying they’re replacing judges — the math just doesn’t work if you look at the numbers.”

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Two Democrats in the House, Reps. Dan Goldman of New York and Zoe Lofgren of California, have recently introduced legislation that would move immigration courts out of the Executive branch, but that seems likely to go nowhere until Democrats regain control in Congress.



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San Francisco supervisors call for hearing into PG&E’s massive blackout

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San Francisco supervisors call for hearing into PG&E’s massive blackout


San Francisco supervisors are calling for a hearing by the board into the massive power outage in the city last month. 

Calls for a hearing 

What we know:

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Supervisor Alan Wong and other lawmakers say residents deserve answers about the outage on December 20, which, at its height, affected about a third of the city. 

Wong added that the credits offered by Pacific Gas and Electric are insufficient to cover lost food, wages and many other disruptions. The utility has offered customers and businesses impacted by the Dec. 20 blackout $200 and $2,500 respectively. 

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Wong in a statement said power was gradually restored during the initial outage, but that periodic outages continued for several days and that full restoration was achieved on Dec. 23. 

“This was not a minor inconvenience,” said Sup. Wong. “Families lost heat in the middle of winter. Seniors were stranded in their homes. One of my constituents, a 95-year-old man who relies on a ventilator, had to be rushed to the hospital at 2 a.m. People watched their phones die, worried they would lose their only connection to 911.”

Wong’s office had sent the utility a letter after previous outages on Dec. 7 and Dec. 10, regarding the utility’s lack of reliability. The letter called the frequency of the outages unacceptable. 

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PG&E agreed with Wong’s office’s characterization of service specific to the Sunset District and met with the supervisor.  

Despite this development, the root cause of the outage on Dec. 20, that impacted some 130,000 residents citywide, was due to a substation fire near Mission and 8th streets. That fire remains under investigation. 

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Wong thanked fellow supervisors Bilal Mahmood, Connie Chan, Stephen Sherrill, Danny Sauter, and Myrna Melgar for co-sponsoring his request. The boardmembers have asked board President Rafael Mandelman to refer their request to the appropriate committee. 

Wong is separately submitting a letter of inquiry to the SF Public Utilities Commission requesting an analysis of cost and implementation of what it would take for San Francisco to have its own publicly-owned electrical grid. 

The other side:

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A PG&E spokesperson addressed the board on Tuesday, asking for the hearing to be scheduled after they get results of an independent investigation. 

“We have hired an independent investigator company named Exponent to conduct a root-cause investigation. We are pushing for it to be completed as soon as possible with preliminary results by February which we will share with the city,” said Sarah Yoell with PG&E government affairs. “We are proud of our ongoing investments to serve San Francisco.” 

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Yoell assured the utility would be transparent with whatever they find. 

PG&E added that they have met all state requirements and that they have a current Safety Certificate approved by OEIS (Office of Energy Infrastructure Safety). 

Loss of inventory

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Abdul Alomari, co-owner of Ember Grill in the Tenderloin, said his business lost electricity during the massive outage. 

“It’s not just me. Across the street, all these restaurants here, nearby businesses. It hurst a lot of people. I’m just one small voice from so many people here that got hurt,” said Alomari. 

He plans to attend the PG&E hearing and said Tenderloin merchants already have a tough time. 

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“Less people come here, the Tenderloin, Every single bit of help helps. It doesn’t help that every three months we get a power outage for four hours and we lose business,” said Alomari.

He said compensation from PG&E alone is not the answer. He wants reliability and stability. 

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“That’s only short time if we have things like this happen all the time, eventually it’ll off set what we get,” Alomari said. 

The Source: PG&E statement, interviews with the supervisors, interview with a restaurant owner and original reporting by Amber Lee. 

PG&ESan FranciscoNews
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San Francisco has a tax plan to save Muni

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San Francisco has a tax plan to save Muni


A parcel tax plan to rescue Muni would charge most homeowners at least $129 annually if voters approve the policy in November.

The finalized tax scheme, which updates a version presented Dec. 8, comes after weeks of negotiations between city officials and transit advocates.

The plan lowers the levels previously proposed for owners of apartment and condo buildings. They would still pay a $249 base tax up to 5,000 square feet of property, but additional square footage would be taxed at 19.5 cents, versus the previous 30 cents. The tax would be capped at $50,000.

The plan also adds provisions limiting how much of the tax can be passed through to tenants in rent-controlled buildings. Owners of rent-controlled properties would be able to pass through up to 50% of the parcel tax on a unit, with a cap of $65 a year.

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These changes bring the total estimated annual tax revenue from $187 million to $183 million and earmark 10% for expanding transit service.

What you pay depends on what kind of property you or your landlord owns. There are three tiers: single-family homes, apartment and condo buildings, and commercial properties.

Owners of single-family homes smaller than 3,000 square feet would pay the base tax of $129 per year. Homes between 3,000 and 5,000 square feet would pay the base tax plus an additional 42 cents per square foot, and any home above 5,000 square feet would be taxed at an added $1.99 per square foot.

Source: Jeremy Chen/The Standard

Commercial landlords would face a $799 base tax for buildings up to 5,000 square feet, with per-square-foot rates that scale with the property size, up to a maximum of $400,000.

The finalized plan was presented by Julie Kirschbaum, director of transportation at the San Francisco Municipal Transportation Agency, at a board meeting Tuesday.

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The plan proposed in December was criticized for failing to set aside funds to increase transit service and not including pass-through restrictions for tenants.

The tax is meant to close SFMTA’s $307 million budget gap, which stems from lagging ridership post-pandemic and the expiration of emergency federal funding. Without additional funding, the agency would be forced to drastically cut service. The parcel tax, a regional sales tax measure, and cost-cutting, would all be needed to close the fiscal gap.

The next steps for the parcel tax are creating draft legislation and launching a signature-gathering campaign to place the measure on the ballot.

Any measure would need review by the city attorney’s office. But all stakeholders have agreed on the tax structure presented Tuesday, according to Emma Hare, an aide to Supervisor Myrna Melgar, whose office led negotiations over the tax between advocates and City Hall.

“It’s final,” Hare said. “We just need to write it down.”

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