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"content": "\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.[aside postID=news_12081663 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg']When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The campaign needed around 186,000 signatures to qualify a sales tax for the November ballot. It planned to submit over 300,000.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Organizers of the campaign to forestall drastic service cuts at the largest \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> transit agencies are celebrating Tuesday after overcoming their first big hurdle: submitting more than enough signatures to qualify for the November ballot.\u003c/p>\n\u003cp>The measure needs around 186,000 valid signatures to qualify. Between volunteer and paid signature gatherers, representatives from the Connect Bay Area campaign said they had collected more than 300,000.\u003c/p>\n\u003cp>The Connect Bay Area Act would create a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco County for 14 years, which is expected to generate around $1 billion annually for BART, Muni, AC Transit and Caltrain, among others Bay Area agencies, which are facing steep budget deficits due to pandemic-related drops in ridership and revenue.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Campaign officials said they planned to submit the signatures to county elections departments on Tuesday, which will verify whether the signatures are valid.\u003c/p>\n\u003cp>”This is the culmination of what is the largest grassroots transit advocate organizing effort I’ve ever seen in the region,” said Jeff Cretan, a spokesperson for Connect Bay Area.\u003c/p>\n\u003cp>Over 1,000 volunteers collected some 77,000 signatures, more than double the goal for the volunteer side of the campaign, according to Cyrus Hall, manager for volunteer signature gatherers.\u003c/p>\n\u003cfigure id=\"attachment_12084850\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084850\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00066_TV_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">City officials and supporters of public transit attend a press conference about California Senate Bill 63 at Embarcadero Plaza in San Francisco on Jan. 23, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ What was really magical about this was the energy and the number of people who volunteered to be a part of this,” Cretan said.\u003c/p>\n\u003cp>Organized labor and business groups support the campaign and have so far seen no formal opposition.\u003c/p>\n\u003cp>”The business community has invested significant resources to ensure that this campaign is successful because they know our economy depends on our ability to get people to and from work,” said Emily Loper, the Senior Vice President of Public Policy at the Bay Area Council, which represents some of the largest employers in the region.\u003c/p>\n\u003cp>The top funders of the campaign include Salesforce, Ripple co-founder Chris Larsen and the Service Employees International Union Local 1021. Cretan said the campaign has raised around $5.5 million, about $4 million of which has so far supported paid signature gathering and volunteer efforts.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When people expressed hesitation about signing the petition, Hall said it usually had to do with a concern about how the transit agencies handle their finances.\u003c/p>\n\u003cp>“There’s a feeling that the budget may not be getting spent optimally,” he said.\u003c/p>\n\u003cp>Under SB 63, the 2025 state law that authorized the regional sales tax measure, authored by state Sens. Jesse Arreguín and Scott Weiner, AC Transit, BART, Caltrain and the SFMTA must undergo a two-stage fiscal-efficiency review.\u003c/p>\n\u003cp>”This is a way to actually get to that accountability that people want to have,” Hall said. “ When you explain that, some people literally got excited because they’re like, ‘Oh, that’s amazing.’”\u003c/p>\n\u003cp>The first phase of the review, a report released last week by the transportation planning and engineering firm Nelson Nygaard, found that the four agencies had saved over $1 billion cumulatively between July 2019 and June 2025 through efficiencies and revenue-enhancing measures.\u003c/p>\n\u003cp>The report also makes recommendations for further efficiency gains and rider improvements that the agencies should make. SB 63 requires the agencies to adopt some of these recommendations by July 1, 2026.\u003c/p>\n\u003cp>The second phase of the financial review will happen only if voters approve the Connect Bay Area Act in November.\u003c/p>\n\u003cfigure id=\"attachment_12080719\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080719\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/BARTSFGetty-1536x1068.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A commuter looks for a less crowded section of a westbound BART train at the West Oakland station in Oakland, California, on Friday, Feb. 16, 2018. BART officials will begin a study on the feasibility of a second transbay tube. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If it fails to make it to the November ballot or is rejected by a simple majority of voters in the five affected counties, Bay Area transit agencies have warned of service cuts that would render the systems unrecognizable. AC Transit, BART, Muni and Caltrain have floated shortening nighttime service, cutting lines and reducing service frequency.\u003c/p>\n\u003cp>“ Either we make the decision to keep these services, or we face a very long and costly rebuilding process,” Hall said.\u003c/p>\n\u003cp>A separate signature-gathering effort focused solely on shoring up the SFMTA’s budget is still underway. The Stronger Muni For All campaign would create a parcel tax in the city to fund Muni service, in addition to the Connect Bay Area campaign. That measure would also be placed on the November ballot if the campaign gathers a sufficient number of signatures.\u003c/p>\n\u003cp>“We are on track to far exceed the number of signatures required to qualify,” said Max Szabo, spokesperson for the Stronger Muni For All campaign.\u003c/p>\n\u003cp>The Connect Bay Area campaign expects the signature verification process to take up to a month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "carnaval-brings-colorful-costumes-and-latin-dancing-to-san-franciscos-mission-district",
"title": "Carnaval Brings Colorful Costumes and Latin Dancing to San Francisco’s Mission District",
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"headTitle": "Carnaval Brings Colorful Costumes and Latin Dancing to San Francisco’s Mission District | KQED",
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"content": "\u003cp>Huge crowds flocked to \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Mission District to celebrate the culture and diversity of the Latin American diaspora at the city’s annual Carnaval festival and parade.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12083056/carnaval-san-francisco-turns-music-memory-and-resistance-into-celebration\">celebration\u003c/a>, hosted this year on May 23 and 24, capped off with a Grand Parade that saw dozens of performers dancing and singing from 24th and Bryant streets to 15th and Harrison. The parade was lined on both sides by families, couples and others walking by to get a look.\u003c/p>\n\u003cp>Carnaval’s theme this year, La Copa Del Pueblo, or the People’s Cup, celebrates soccer in anticipation of the upcoming World Cup. That theme resonated with many in attendance, several of whom wore soccer jerseys and pointed out soccer-related parade participants to their kids.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Teresa Almaguer, who joined in the parade, said that she comes out every year because “we want to set intentions for peace, for love, for security for our families and for our culture to stay in this neighborhood.”\u003c/p>\n\u003cfigure id=\"attachment_12085112\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12085112 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dancers with Samba de Terra, right, engage with the crowd during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085113\" class=\"wp-caption aligncenter\" style=\"max-width: 1838px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085113\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed.jpg\" alt=\"\" width=\"1838\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed.jpg 1838w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed-1536x1114.jpg 1536w\" sizes=\"auto, (max-width: 1838px) 100vw, 1838px\">\u003cfigcaption class=\"wp-caption-text\">Daniel Flores, 2, second to right, bangs a drum during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s really important to love and honor all the places that the immigrant communities in this community come from because we built this neighborhood,” she said. “We need to honor and celebrate all that diversity, all that culture, all that richness, all that joy.”\u003c/p>\n\u003cfigure id=\"attachment_12085115\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Spectators cheer during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085116\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085116\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dancers with Cumbiamba Colombiana dance during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Almaguer added that it was important to also “continue to be strong in this neighborhood.”\u003c/p>\n\u003cfigure id=\"attachment_12085117\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085117\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An individual in a lowrider holds a “Mission” sign during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085118\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085118\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dancers with Cumbiamba Colombiana dance during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We all know there’s been a lot of displacement, a lot of gentrification,” Almaguer said. “We have to continue working to make sure the people who built this neighborhood can stay here.”\u003c/p>\n\u003cfigure id=\"attachment_12085120\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085120\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed.jpg\" alt=\"\" width=\"2000\" height=\"1326\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed-1536x1018.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A dancer with Tambores & Samba smiles during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085121\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085121\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Grand Marshall Girls Got Goals & Soccer 4 All float goes down 24th St. during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The festival, now in its 48th year, is the third-largest annual event in San Francisco, after Pride and Lunar New Year.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco’s annual Carnaval festival and parade took place Memorial Day Weekend and celebrated Latino culture and diversity.",
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"title": "Carnaval Brings Colorful Costumes and Latin Dancing to San Francisco’s Mission District | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Huge crowds flocked to \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Mission District to celebrate the culture and diversity of the Latin American diaspora at the city’s annual Carnaval festival and parade.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12083056/carnaval-san-francisco-turns-music-memory-and-resistance-into-celebration\">celebration\u003c/a>, hosted this year on May 23 and 24, capped off with a Grand Parade that saw dozens of performers dancing and singing from 24th and Bryant streets to 15th and Harrison. The parade was lined on both sides by families, couples and others walking by to get a look.\u003c/p>\n\u003cp>Carnaval’s theme this year, La Copa Del Pueblo, or the People’s Cup, celebrates soccer in anticipation of the upcoming World Cup. That theme resonated with many in attendance, several of whom wore soccer jerseys and pointed out soccer-related parade participants to their kids.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Teresa Almaguer, who joined in the parade, said that she comes out every year because “we want to set intentions for peace, for love, for security for our families and for our culture to stay in this neighborhood.”\u003c/p>\n\u003cfigure id=\"attachment_12085112\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12085112 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-23_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dancers with Samba de Terra, right, engage with the crowd during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085113\" class=\"wp-caption aligncenter\" style=\"max-width: 1838px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085113\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed.jpg\" alt=\"\" width=\"1838\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed.jpg 1838w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed-160x116.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-12_qed-1536x1114.jpg 1536w\" sizes=\"auto, (max-width: 1838px) 100vw, 1838px\">\u003cfigcaption class=\"wp-caption-text\">Daniel Flores, 2, second to right, bangs a drum during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s really important to love and honor all the places that the immigrant communities in this community come from because we built this neighborhood,” she said. “We need to honor and celebrate all that diversity, all that culture, all that richness, all that joy.”\u003c/p>\n\u003cfigure id=\"attachment_12085115\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-24_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Spectators cheer during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085116\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085116\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-18_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dancers with Cumbiamba Colombiana dance during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Almaguer added that it was important to also “continue to be strong in this neighborhood.”\u003c/p>\n\u003cfigure id=\"attachment_12085117\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085117\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-1_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An individual in a lowrider holds a “Mission” sign during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085118\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085118\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-15_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Dancers with Cumbiamba Colombiana dance during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We all know there’s been a lot of displacement, a lot of gentrification,” Almaguer said. “We have to continue working to make sure the people who built this neighborhood can stay here.”\u003c/p>\n\u003cfigure id=\"attachment_12085120\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085120\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed.jpg\" alt=\"\" width=\"2000\" height=\"1326\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-5_qed-1536x1018.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A dancer with Tambores & Samba smiles during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12085121\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085121\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/20260524_Carnaval2026-GC-27_qed-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Grand Marshall Girls Got Goals & Soccer 4 All float goes down 24th St. during the 2026 Carnaval parade on May 24, 2026. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The festival, now in its 48th year, is the third-largest annual event in San Francisco, after Pride and Lunar New Year.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "east-bay-residents-push-back-as-caltrans-studies-lifting-i-580-truck-ban",
"title": "East Bay Residents Push Back as Caltrans Studies Lifting I-580 Truck Ban",
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"headTitle": "East Bay Residents Push Back as Caltrans Studies Lifting I-580 Truck Ban | KQED",
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"content": "\u003cp>Dozens of residents expressed frustration for almost three hours at a Saturday listening session in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a>, overwhelmingly telling representatives from Caltrans, the Bay Area Air District and others to halt a study into a decades-old truck ban on Interstate 580.\u003c/p>\n\u003cp>The Caltrans study, \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">launched last year\u003c/a> following community concerns over health equity, investigates how lifting a ban on trucks that weigh over 9,000 pounds would affect safety and public health for communities along the I-580 corridor. The study takes into account traffic, air quality, noise and racial equity.\u003c/p>\n\u003cp>Right now, large trucks instead use Interstate 880, which runs through the flatlands of San Leandro and Oakland. Those areas experience disproportionate rates of asthma hospitalizations and overall have lower life expectancy rates, according to the \u003ca href=\"https://acphd-web-media.s3-us-west-2.amazonaws.com/media/data-reports/city-county-regional/docs/maps2016.pdf\">Alameda County Public Health Department\u003c/a> and the \u003ca href=\"https://www.baaqmd.gov/~/media/files/ab617-community-health/west-oakland/2019-meetings/100219-files/final-plan-vol-1-100219-pdf.pdf?rev=77062b14b6e64f1196ec7c9aa870d82d&sc_lang=en\">Bay Area Air District\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Repealing the ban would allow large trucks to use I-580, a corridor that runs through the East Bay hills. Paratransit and buses carrying passengers are already exempt from the ban.\u003c/p>\n\u003cp>“We’re very sympathetic to the fact that 880 has the trucks and elevated levels of asthma, but our message to Caltrans is to solve the problem where it exists. Don’t spread it to new communities. Don’t bait one community in Oakland against another community,” Terry Lee, a volunteer with No Big Rigs on I-580, said.\u003c/p>\n\u003cp>The findings of the study wouldn’t automatically mean that the ban would be repealed, according to Caltrans. Any change would require a state law be passed.\u003c/p>\n\u003cfigure id=\"attachment_12060982\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060982\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1313\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-1536x1008.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The I-580 freeway in Oakland on Oct. 21, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But attendees opposed to the study said they also took issue with what they called a lack of engagement by Caltrans. Throughout the tense meeting, several attendees interrupted officials’ presentation and demanded that questions submitted online not be heard in favor of hearing community concerns in the room.\u003c/p>\n\u003cp>At one point, a man interrupted officials, saying “You’re gonna listen, and we’re gonna talk.”\u003c/p>\n\u003cp>Some commenters said they hadn’t heard of the listening session or study through Caltrans, and instead found out about it through other residents.\u003c/p>\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the in-person listening session — which was one of four in the last month — was only part of the engagement process.[aside postID=science_1998844 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2025/10/250808-Casual-Carpool-MD-03_qed.jpg']“We’re actually conducting additional outreach beyond our original scope. We’re continuing to reach out to various stakeholders in the region and will continue to do so,” Oakes said.\u003c/p>\n\u003cp>Oakes said that there are other listening sessions planned for this summer to present the initial study’s findings.\u003c/p>\n\u003cp>One of the only residents who spoke in support of the study and the lifting of the ban mentioned historic environmental racism.\u003c/p>\n\u003cp>“We have a long history in this country of deciding that environmental impacts should only affect people of color and poor people,” said Susanna, who lives along the I-580 corridor and did not give her last name.\u003c/p>\n\u003cp>Donald Duggan, who authored a recent study looking into the demographics of both corridors, said that allowing trucks on I-580 would actually impact more people of color.\u003c/p>\n\u003cp>“There are twice as many Black people who live along 580 than live along 880,” Duggan said.\u003c/p>\n\u003cp>The draft study findings are expected this summer and a final report could be ready as soon as the end of 2026, according to Oakes.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Dozens of residents expressed frustration for almost three hours at a Saturday listening session in \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland\u003c/a>, overwhelmingly telling representatives from Caltrans, the Bay Area Air District and others to halt a study into a decades-old truck ban on Interstate 580.\u003c/p>\n\u003cp>The Caltrans study, \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">launched last year\u003c/a> following community concerns over health equity, investigates how lifting a ban on trucks that weigh over 9,000 pounds would affect safety and public health for communities along the I-580 corridor. The study takes into account traffic, air quality, noise and racial equity.\u003c/p>\n\u003cp>Right now, large trucks instead use Interstate 880, which runs through the flatlands of San Leandro and Oakland. Those areas experience disproportionate rates of asthma hospitalizations and overall have lower life expectancy rates, according to the \u003ca href=\"https://acphd-web-media.s3-us-west-2.amazonaws.com/media/data-reports/city-county-regional/docs/maps2016.pdf\">Alameda County Public Health Department\u003c/a> and the \u003ca href=\"https://www.baaqmd.gov/~/media/files/ab617-community-health/west-oakland/2019-meetings/100219-files/final-plan-vol-1-100219-pdf.pdf?rev=77062b14b6e64f1196ec7c9aa870d82d&sc_lang=en\">Bay Area Air District\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Repealing the ban would allow large trucks to use I-580, a corridor that runs through the East Bay hills. Paratransit and buses carrying passengers are already exempt from the ban.\u003c/p>\n\u003cp>“We’re very sympathetic to the fact that 880 has the trucks and elevated levels of asthma, but our message to Caltrans is to solve the problem where it exists. Don’t spread it to new communities. Don’t bait one community in Oakland against another community,” Terry Lee, a volunteer with No Big Rigs on I-580, said.\u003c/p>\n\u003cp>The findings of the study wouldn’t automatically mean that the ban would be repealed, according to Caltrans. Any change would require a state law be passed.\u003c/p>\n\u003cfigure id=\"attachment_12060982\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12060982\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1313\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-160x105.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/10/251021-I-580-MD-01-KQED-1536x1008.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The I-580 freeway in Oakland on Oct. 21, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But attendees opposed to the study said they also took issue with what they called a lack of engagement by Caltrans. Throughout the tense meeting, several attendees interrupted officials’ presentation and demanded that questions submitted online not be heard in favor of hearing community concerns in the room.\u003c/p>\n\u003cp>At one point, a man interrupted officials, saying “You’re gonna listen, and we’re gonna talk.”\u003c/p>\n\u003cp>Some commenters said they hadn’t heard of the listening session or study through Caltrans, and instead found out about it through other residents.\u003c/p>\n\u003cp>Cameron Oakes, deputy district director of transportation and local assistance at Caltrans, said that the in-person listening session — which was one of four in the last month — was only part of the engagement process.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We’re actually conducting additional outreach beyond our original scope. We’re continuing to reach out to various stakeholders in the region and will continue to do so,” Oakes said.\u003c/p>\n\u003cp>Oakes said that there are other listening sessions planned for this summer to present the initial study’s findings.\u003c/p>\n\u003cp>One of the only residents who spoke in support of the study and the lifting of the ban mentioned historic environmental racism.\u003c/p>\n\u003cp>“We have a long history in this country of deciding that environmental impacts should only affect people of color and poor people,” said Susanna, who lives along the I-580 corridor and did not give her last name.\u003c/p>\n\u003cp>Donald Duggan, who authored a recent study looking into the demographics of both corridors, said that allowing trucks on I-580 would actually impact more people of color.\u003c/p>\n\u003cp>“There are twice as many Black people who live along 580 than live along 880,” Duggan said.\u003c/p>\n\u003cp>The draft study findings are expected this summer and a final report could be ready as soon as the end of 2026, according to Oakes.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Twenty women incarcerated in\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\"> San Francisco\u003c/a> sued the city and sheriff over alleged civil rights violations on Friday, one year after they were allegedly forced to participate in a \u003ca href=\"https://www.kqed.org/news/12065232/advocates-demand-investigation-after-women-say-sf-jail-deputies-recorded-strip-searches\">mass strip search\u003c/a> that they say was part of a coordinated pattern.\u003c/p>\n\u003cp>The class action claim in U.S. District Court accuses Sheriff Paul Miyamoto and multiple named deputies of a pattern of “deliberately degrading” and retaliatory strip searches, in violation of the First, Fourth and 14th amendments, as well as California state law.\u003c/p>\n\u003cp>“What happened one year ago did not happen in a vacuum,” San Francisco Public Defender Mano Raju said during a vigil in support of the victims. “It happened in a system with processes that dehumanize.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“These are not bugs in the system, these are the system, and we are here today to challenge that system,” he said.\u003c/p>\n\u003cp>The complaint alleges that in May of 2025, 12 sheriff’s deputies entered the women’s housing unit at the San Francisco jail at 425 Seventh St. and ordered women into the common area, where they were instructed one by one to participate in a search under armed guard.\u003c/p>\n\u003cp>The women say they were forced to remove their clothing, lift their breasts and spread their buttocks in front of male deputies, who were stationed as “partitions” on the staircase and upper tier of the housing unit, and in other positions with direct views of the women being searched.\u003c/p>\n\u003cfigure id=\"attachment_12085076\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085076\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Formerly incarcerated people and advocates rally outside of San Francisco County Jail 2 on May 22, 2026, one year after women incarcerated at the jail alleged they were subjected to illegal strip searches by sheriff’s deputies in a women’s housing unit. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Multiple women allege that they heard the supervising officer, Sgt. Ibarra, instruct a deputy not to deactivate her body-worn camera during the searches. According to their reports, Ibarra told the women that the footage might be “used for training purposes,” but would blur their genitalia before the footage was “released publicly.”\u003c/p>\n\u003cp>The San Francisco sheriff’s policy manual \u003ca href=\"https://sfsheriff.com/sites/default/files/2025-08/2025%20August%20Custody%20and%20Court%20Operations%20Policy%20Manual.pdf\">states\u003c/a> that strip searches should be conducted in a private location, and that all employees present should be of the same gender identity as the person being searched, except in emergency situations. Department policy also prohibits body-worn cameras during such searches, the suit said.\u003c/p>\n\u003cp>“The Sheriff’s own policies forbid male staff during women’s strip searches and forbid body cameras during them. Both rules were broken on May 22, on a supervisor’s order,” said Anthony Label, one of the women’s lead attorneys.\u003c/p>\n\u003cp>“This is not rogue conduct. It is institutional policy, carried out by an agency that then punished the women who spoke up.”[aside postID=news_12084403 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260520-GGB-PROTEST-01-KQED.jpg']The lawsuit follows an official claim the women filed with the city in November.\u003c/p>\n\u003cp>The Sheriff’s Office denied that male deputies strip-searched the women and said that the searches were conducted individually in a private setting. They said the Department of Police Accountability had conducted an investigation, and its findings were consistent with the Sheriff’s Office’s initial review. An administrative review process is ongoing.\u003c/p>\n\u003cp>“The Sheriff’s Office has continued to work collaboratively with the Department on the Status of Women, the Human Rights Commission, the Department of Police Accountability, the Sheriff’s Oversight Board, the Public Defender’s Office, and other community stakeholders to review services and resources available to female inmates and identify opportunities to expand access to supportive programming and city services,” the department said via email.\u003c/p>\n\u003cp>City attorney spokesperson Jen Kwart said the office would respond to the suit in court once it was filed.\u003c/p>\n\u003cp>The lawsuit alleges that women continued to be strip-searched following the May 22 incident, after court appearances, medical appointments and family visitation.\u003c/p>\n\u003cp>One woman alleges that in June 2025, she was subjected to an “orifice search,” and in July, women said that deputies used flashlights to illuminate the interior of their genitalia. Another plaintiff said that in September 2025, male deputies entered her hospital room while she received pelvic examinations and while she was breastfeeding her newborn son, despite medical personnel asking them to leave. According to the suit, the deputies said they were required to maintain a line of sight of the woman per the agency’s policy.\u003c/p>\n\u003cfigure id=\"attachment_12085080\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085080\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Public Defender Mano Raju speaks during a rally outside of San Francisco County Jail 2 on May 22, 2026, one year after women incarcerated at the jail alleged they were subjected to illegal strip searches by sheriff’s deputies in a women’s housing unit. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to the lawsuit, when two women organized others to file tort claims over the policy violations, they were placed in segregation, and that in November, Ibarra threatened to continue the searches if the women continued “disrespecting officers.”\u003c/p>\n\u003cp>“Despite their fear, despite the retaliation, despite the fact they have to be in the very county jail with the perpetrators who did this, they still are speaking out,” said Elizabeth Bertolino, another of the women’s attorneys.\u003c/p>\n\u003cp>“This is not going away,” she said. “This is not going to be slipped under the rug. We are not asking for apologies. We are asking for change.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/skennedy\">\u003cem>Samantha Kennedy\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Twenty women incarcerated in\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\"> San Francisco\u003c/a> sued the city and sheriff over alleged civil rights violations on Friday, one year after they were allegedly forced to participate in a \u003ca href=\"https://www.kqed.org/news/12065232/advocates-demand-investigation-after-women-say-sf-jail-deputies-recorded-strip-searches\">mass strip search\u003c/a> that they say was part of a coordinated pattern.\u003c/p>\n\u003cp>The class action claim in U.S. District Court accuses Sheriff Paul Miyamoto and multiple named deputies of a pattern of “deliberately degrading” and retaliatory strip searches, in violation of the First, Fourth and 14th amendments, as well as California state law.\u003c/p>\n\u003cp>“What happened one year ago did not happen in a vacuum,” San Francisco Public Defender Mano Raju said during a vigil in support of the victims. “It happened in a system with processes that dehumanize.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“These are not bugs in the system, these are the system, and we are here today to challenge that system,” he said.\u003c/p>\n\u003cp>The complaint alleges that in May of 2025, 12 sheriff’s deputies entered the women’s housing unit at the San Francisco jail at 425 Seventh St. and ordered women into the common area, where they were instructed one by one to participate in a search under armed guard.\u003c/p>\n\u003cp>The women say they were forced to remove their clothing, lift their breasts and spread their buttocks in front of male deputies, who were stationed as “partitions” on the staircase and upper tier of the housing unit, and in other positions with direct views of the women being searched.\u003c/p>\n\u003cfigure id=\"attachment_12085076\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085076\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-10-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Formerly incarcerated people and advocates rally outside of San Francisco County Jail 2 on May 22, 2026, one year after women incarcerated at the jail alleged they were subjected to illegal strip searches by sheriff’s deputies in a women’s housing unit. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Multiple women allege that they heard the supervising officer, Sgt. Ibarra, instruct a deputy not to deactivate her body-worn camera during the searches. According to their reports, Ibarra told the women that the footage might be “used for training purposes,” but would blur their genitalia before the footage was “released publicly.”\u003c/p>\n\u003cp>The San Francisco sheriff’s policy manual \u003ca href=\"https://sfsheriff.com/sites/default/files/2025-08/2025%20August%20Custody%20and%20Court%20Operations%20Policy%20Manual.pdf\">states\u003c/a> that strip searches should be conducted in a private location, and that all employees present should be of the same gender identity as the person being searched, except in emergency situations. Department policy also prohibits body-worn cameras during such searches, the suit said.\u003c/p>\n\u003cp>“The Sheriff’s own policies forbid male staff during women’s strip searches and forbid body cameras during them. Both rules were broken on May 22, on a supervisor’s order,” said Anthony Label, one of the women’s lead attorneys.\u003c/p>\n\u003cp>“This is not rogue conduct. It is institutional policy, carried out by an agency that then punished the women who spoke up.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The lawsuit follows an official claim the women filed with the city in November.\u003c/p>\n\u003cp>The Sheriff’s Office denied that male deputies strip-searched the women and said that the searches were conducted individually in a private setting. They said the Department of Police Accountability had conducted an investigation, and its findings were consistent with the Sheriff’s Office’s initial review. An administrative review process is ongoing.\u003c/p>\n\u003cp>“The Sheriff’s Office has continued to work collaboratively with the Department on the Status of Women, the Human Rights Commission, the Department of Police Accountability, the Sheriff’s Oversight Board, the Public Defender’s Office, and other community stakeholders to review services and resources available to female inmates and identify opportunities to expand access to supportive programming and city services,” the department said via email.\u003c/p>\n\u003cp>City attorney spokesperson Jen Kwart said the office would respond to the suit in court once it was filed.\u003c/p>\n\u003cp>The lawsuit alleges that women continued to be strip-searched following the May 22 incident, after court appearances, medical appointments and family visitation.\u003c/p>\n\u003cp>One woman alleges that in June 2025, she was subjected to an “orifice search,” and in July, women said that deputies used flashlights to illuminate the interior of their genitalia. Another plaintiff said that in September 2025, male deputies entered her hospital room while she received pelvic examinations and while she was breastfeeding her newborn son, despite medical personnel asking them to leave. According to the suit, the deputies said they were required to maintain a line of sight of the woman per the agency’s policy.\u003c/p>\n\u003cfigure id=\"attachment_12085080\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085080\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260522-JAILSEARCHSUIT-25-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Public Defender Mano Raju speaks during a rally outside of San Francisco County Jail 2 on May 22, 2026, one year after women incarcerated at the jail alleged they were subjected to illegal strip searches by sheriff’s deputies in a women’s housing unit. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>According to the lawsuit, when two women organized others to file tort claims over the policy violations, they were placed in segregation, and that in November, Ibarra threatened to continue the searches if the women continued “disrespecting officers.”\u003c/p>\n\u003cp>“Despite their fear, despite the retaliation, despite the fact they have to be in the very county jail with the perpetrators who did this, they still are speaking out,” said Elizabeth Bertolino, another of the women’s attorneys.\u003c/p>\n\u003cp>“This is not going away,” she said. “This is not going to be slipped under the rug. We are not asking for apologies. We are asking for change.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/skennedy\">\u003cem>Samantha Kennedy\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sfo-sapporo-flights-skiing-japan-cheaper-costs-tahoe-ski-passes-rusutsu-niseko",
"title": "SFO Will Begin Nonstop Flights for Japan Skiing This Winter. What Could It Mean for Tahoe?",
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"headTitle": "SFO Will Begin Nonstop Flights for Japan Skiing This Winter. What Could It Mean for Tahoe? | KQED",
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"content": "\u003cp>This winter, \u003ca href=\"https://www.united.com/en/us/newsroom/announcements/cision-125464\">San Francisco International Airport will begin offering nonstop flights to Sapporo\u003c/a>, the capital city of Hokkaido in Japan, which is also a prime skiing destination — with the new route running three times a week.\u003c/p>\n\u003cp>These direct United Airlines flights to Japan’s northernmost island are part of the airline’s move to offer more flights nationwide to Sapporo during the winter. Currently, travelers wanting to reach the city’s ski resorts typically fly into Tokyo first before making their way north by air or train.\u003c/p>\n\u003cp>The flights may make what is \u003ca href=\"https://www.nytimes.com/2024/06/07/world/asia/japan-mount-fuji-kyoto-tourism.html\">already an increasingly popular\u003c/a> winter ski destination even more attractive. They’ve also been announced at a time when many Bay Area skiers are already making plans for this coming winter by mulling which, if any, \u003ca href=\"https://www.epicpass.com/passes/epic-pass.aspx?CMPID=PPC&adname=NTL_CONS_EP_EPICP_PROSG_RegionStudent_BD&gad_source=1&gad_campaignid=22264120545&gbraid=0AAAAADQhkiC9xGt3kFhwV7wX9gKfwAXJL&gclid=CjwKCAjw2rrQBhBuEiwAarLWHf8T55VAKvANLeQ9SgoK7fKTcIWPrhzObLZ62jySenoF5YiNlWn7OhoC3jIQAvD_BwE\">annual ski passes to buy\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Winter sports enthusiasts have long complained that \u003ca href=\"https://www.travelandleisure.com/is-it-cheaper-to-ski-in-europe-than-in-the-us-11880026\">in many instances\u003c/a>, it’s cheaper to fly abroad to ski than to take a trip to American resorts.\u003c/p>\n\u003cp>Still, these SFO-Sapporo flights — which last 11 hours each way — are not exactly cheap. Right now, \u003ca href=\"https://www.united.com/en-us/flights-from-san-francisco-to-sapporo\">they’re listed at around $1,500 for a January 2027 round trip\u003c/a>.\u003c/p>\n\u003cp>But once in Japan, the skiing, accommodations, rentals and other daily costs are \u003ca href=\"https://www.skimag.com/ski-resort-life/how-i-skied-japan-on-a-budget/\">much lower\u003c/a> than in most other ski destinations. So much so that U.S. travelers already mulling an international vacation this winter might just consider bringing along their skis and making a trip out of it, said Christine Savage, co-founder of \u003ca href=\"https://www.btbounds.com/\">Beyond the Boundaries\u003c/a>, a women-oriented snowboard camp and tour company.\u003c/p>\n\u003cfigure id=\"attachment_12085011\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085011\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Participants on a Beyond the Boundaries trip enjoy snowboarding in Sapporo, Japan. \u003ccite>(Courtesy of Krista Holden)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If Japan isn’t on your bucket list, it’s just because you haven’t looked into it enough yet,” Savage said.\u003c/p>\n\u003cp>Savage said she’s excited to hear about the new flights — both for herself and for the tour groups she leads to \u003ca href=\"https://www.btbounds.com/japan-8-day-trip-north-island\">Sapporo every winter.\u003c/a>\u003c/p>\n\u003cp>Not only does she hope more frequent, direct flights will mean easier access to Hokkaido and “more simplified, more smooth” travel — with the nonstop route potentially reducing headaches like delays and lost luggage — there are major bonuses to going all the way to Sapporo to ski, Savage said.\u003c/p>\n\u003ch2>Why U.S. skiers might choose Japan\u003c/h2>\n\u003cp>For one, the snow is fantastic in Japan — something to which this author can attest. During my own winter ski trip to Rusutsu in January, courtesy of a $500 round trip budget flight on \u003ca href=\"https://www.zipair.net/en\">ZIPAIR\u003c/a>, it snowed more than a foot each day I was on the mountain.\u003c/p>\n\u003cp>While “nowhere is guaranteed” to have snow, and Savage said she’s had “lackluster” snow years even in Japan, \u003ca href=\"https://www.data.jma.go.jp/stats/etrn/view/monthly_s3_en.php?block_no=47412&view=14\">the city of Sapporo\u003c/a> itself gets around 13 feet of snow each year, with higher-elevation mountains nearby getting \u003ca href=\"https://www.burton.com/blogs/the-burton-blog/burtons-official-guide-to-snowboarding-Rusutsu/\">closer to 40 feet per year\u003c/a>.\u003c/p>\n\u003cp>That’s compared to Tahoe’s \u003ca href=\"https://www.palisadestahoe.com/mountain-information/snowfall-tracker\">average annual snowfall of around 30 feet\u003c/a> at its resorts — and the fact that \u003ca href=\"https://www.kqed.org/news/12077367/tahoe-ski-resorts-closing-dates-2026-heavenly-palisades-homewood-closed-weather-snow-forecast-storms\">particularly dismal\u003c/a> snow seasons, like this year’s, are not uncommon here.\u003c/p>\n\u003cfigure id=\"attachment_12085010\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085010\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Participants on a Beyond the Boundaries trip enjoy snowboarding in Sapporo, Japan. \u003ccite>(Courtesy of Krista Holden)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“In general, Japan tends to be fairly reliable,” Savage said. “The snow quality is incredible. I feel really grateful to get to ride it.”\u003c/p>\n\u003cp>Then there’s the lower cost of skiing in Japan. Day rates for lift tickets at major resorts like Niseko and Rusutsu can be extremely low — rates around $50 per day — \u003ca href=\"https://www.travelandleisure.com/is-it-cheaper-to-ski-in-japan-or-the-us-11894156\">as opposed to hundreds of dollars for walk-up tickets at major U.S. resorts\u003c/a>.\u003c/p>\n\u003cp>Gear rentals, too, can be hundreds of dollars lower in Japan than in Tahoe or other U.S. ski destinations.[aside postID=news_12064955 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/Sugar-Bowl-2-johnjackson3_2-5-2025_ME.png']This broad difference in price has held true despite \u003ca href=\"https://www.asahi.com/ajw/articles/16314799\">price increases\u003c/a> across Japanese resorts in the last couple of years, as the \u003ca href=\"https://www.japantimes.co.jp/news/2026/03/27/japan/japan-overtourism-measures/\">country tries to mitigate overtourism\u003c/a>. Savage said she expects to see prices continue to rise for people traveling into Japan from abroad to ski (some ski resorts, like Niseko,\u003ca href=\"https://locals.hirafu-hanazono.com/public/landing/en/shop.html\"> offer discounts for area residents\u003c/a>).\u003c/p>\n\u003cp>For San Ramon resident Scott Yin, skiing in Japan is a way to get more bang for his buck. He started skiing when he was living in China in 2021, and said that compared to a ski vacation in Tahoe, the experience of skiing in Japan is as good, if not better, and sometimes around half the price.\u003c/p>\n\u003cp>For one thing, he noted the range of resorts and ski towns in Sapporo, meaning fewer crowds, lots of family-friendly options and less of a need to book far in advance. Yin has found that Sapporo lift lines are shorter, parking is easier and the food — particularly the affordable prices and high quality — is a big draw.\u003c/p>\n\u003cp>Yin doesn’t have an Ikon or Epic Pass, so it’s cheapest for him to get lift tickets directly from the resorts and hotels he stays at for individual trips.\u003c/p>\n\u003cp>“Tahoe is kind of the go-to, but we didn’t go this season because it was so expensive and there was no good date for us,” he said. “Compared to Sapporo, where there’s way more choice.”\u003c/p>\n\u003ch2>What could this mean for Tahoe?\u003c/h2>\n\u003cp>The announcement of United’s direct Sapporo flights comes at a time when the cost of skiing in Tahoe has \u003ca href=\"https://www.tahoedailytribune.com/news/prices-for-the-epic-pass-hit-new-highs-for-2026-2027-season-despite-discount-for-next-generation/\">reached an all-time high.\u003c/a> That’s sent many people in the Bay Area \u003ca href=\"https://www.kqed.org/news/12064955/is-it-possible-to-ski-tahoe-without-spending-a-fortune\">looking for cheaper alternatives, like smaller, local mountains or independent pass options.\u003c/a>\u003c/p>\n\u003cp>But it’s also driving some to head abroad for their ski trips. Tim Pham founded SnowPals, a platform that connects Bay Area skiers and snow enthusiasts who want to share rides, ski leases or days out on the mountain — and his forum’s community was abuzz at the news of the direct SFO-Sapporo flights, he said.\u003c/p>\n\u003cp>“People are very excited, and they’re looking to do it,” he said. “Especially if the snow is lacking [in Tahoe].”\u003c/p>\n\u003cfigure id=\"attachment_12078062\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078062\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People carry skis as they walk toward a resort on March 21, 2023, in South Lake Tahoe, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pham chalked the excitement up mostly to these conditions: This year’s poor snow in Tahoe was a real disappointment, he said. What’s more, many are worried next year might bring a “\u003ca href=\"https://www.kqed.org/news/12083376/an-incoming-super-el-nino-may-bring-california-a-wet-hot-winter\">Super El Niño\u003c/a>”: repeating warm, wet conditions that don’t bode well for mountain sports.\u003c/p>\n\u003cp>“But what can you do, right? Now there’s an option where you can hop on a plane, and you can be skiing dry powder in Japan,” he said.\u003c/p>\n\u003cp>For some of the higher-income skiers in the Bay Area, that direct flight will feel worth the high price, Pham said. Especially since there’s even a red-eye option that can see a traveler get onto the mountain straightaway the next day, in time for a half-day of skiing.\u003c/p>\n\u003cp>And it’s not just Japan, Pham said — he’s also seeing international travel to ski destinations like Chile and Europe rising in popularity among online communities like his.\u003c/p>\n\u003cp>But while some people might outright replace their once-yearly Tahoe trip with a ski vacation abroad, Pham said, the entry-level costs inherent in skiing and snowboarding mean that there’ll always be others who’ll just do both.\u003c/p>\n\u003cfigure id=\"attachment_12085012\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004.jpg\" alt=\"\" width=\"2000\" height=\"1125\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004-1200x675.jpg 1200w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A skier at Niseko, an Alterra partner resort in Sapporo, Japan. \u003ccite>(Courtesy of Alterra Mountain Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s an expensive sport. It’s not cheap,” he said. “So if people have the means, they are always planning trips.”\u003c/p>\n\u003cp>And even as day rates and Tahoe pass prices continue to climb, Pham doubts the rise in international skiing will dent annual pass sales, either. Both the Ikon and Epic Passes have destinations in Sapporo and all over the world.\u003c/p>\n\u003cp>There are, in fact, two destinations on the Epic Pass in Japan — Hakuba Valley, a few hours by train from Tokyo, and Rusutsu Resort, just two hours from Sapporo — which allows passholders a total of 10 days of skiing in Japan each season.\u003c/p>\n\u003cp>“With Sapporo serving as a major gateway to Rusutsu, expanded flight options from SFO to Sapporo make access even more seamless,” Carly Mangan, spokesperson for Vail Resorts, told KQED. Heavenly, Northstar and Kirkwood resorts in Tahoe are all operated by Vail.\u003c/p>\n\u003cp>For Savage, an Ikon Pass holder, it’s a major selling point of the pass itself.[aside postID=news_12066608 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251209-SNOWY-TAHOE-CS-KQED.jpg']“It makes my Ikon Pass more worthwhile having those Japan days that I know I’ll use,” she said.\u003c/p>\n\u003cp>That’s exactly the marketing message being promoted by Alterra Mountain Company, which sells the Ikon Pass and has nine partner resorts in the country, Ikon spokesperson Kristin Rust said.\u003c/p>\n\u003cp>“The Ikon Pass is mostly rooted in aspiration,” she said. “We look at our destinations at really the tipping point of why you would choose Ikon Pass.”\u003c/p>\n\u003cp>United’s upcoming SFO-Sapporo flights are “a huge adjacent perk for us,” she said. “The more access and the easier access, the more skiers are going to get on a plane and go.”\u003c/p>\n\u003cp>As for whether or not skiers might see international destinations as equally expensive — or even cheaper — alternatives, it’s all about the trade-offs, Rust said.\u003c/p>\n\u003cp>“It all depends on what you want in a trip,” she said. “You gotta look at exchange rates, you gotta look at fuel rates when it comes to driving or flying.\u003c/p>\n\u003cp>“But oftentimes that can be the case — and so why not go explore the culture of Japan?” Rust said.\u003c/p>\n\u003cp>Still, not everyone is convinced it’s really worth it to go all the way to Japan \u003cem>just \u003c/em>to ski — including Yin.\u003c/p>\n\u003cfigure id=\"attachment_12063307\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12063307\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane takes off from the San Francisco International Airport (SFO) in San Francisco on Nov. 5, 2025. \u003ccite>(Tayfun Coskun/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even if he does travel all the way to Japan just to ski, he said, he isn’t likely to shell out to fly direct even with the new United routes.\u003c/p>\n\u003cp>“I’m not going to spend that much money just for the flight ticket,” Yin said. Given local airports like SFO already offer direct flights to Tokyo, “I’d rather just fly to Tokyo or anywhere that’s cheaper.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.msn.com/en-us/travel/news/japan-tourism-is-booming-as-travellers-look-beyond-tokyo-and-kyoto/ar-AA1Yu3zb?apiversion=v2&domshim=1&noservercache=1&noservertelemetry=1&batchservertelemetry=1&renderwebcomponents=1&wcseo=1\">Sapporo’s increasing popularity\u003c/a>, he said, may have more to do with the rising popularity of Japan as a tourist destination in general. And more likely, many people already planning a multi-week international vacation may find it worthwhile to tack on some skiing while they’re there.\u003c/p>\n\u003cp>Savage and her tour clients have the same mentality, she said.\u003c/p>\n\u003cp>“I think for a lot of folks, it’s easy to be like, ‘Well, if I’m already spending this extreme amount of money, why not spend it and go see somewhere I’ve never been?’” Savage said.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>This winter, \u003ca href=\"https://www.united.com/en/us/newsroom/announcements/cision-125464\">San Francisco International Airport will begin offering nonstop flights to Sapporo\u003c/a>, the capital city of Hokkaido in Japan, which is also a prime skiing destination — with the new route running three times a week.\u003c/p>\n\u003cp>These direct United Airlines flights to Japan’s northernmost island are part of the airline’s move to offer more flights nationwide to Sapporo during the winter. Currently, travelers wanting to reach the city’s ski resorts typically fly into Tokyo first before making their way north by air or train.\u003c/p>\n\u003cp>The flights may make what is \u003ca href=\"https://www.nytimes.com/2024/06/07/world/asia/japan-mount-fuji-kyoto-tourism.html\">already an increasingly popular\u003c/a> winter ski destination even more attractive. They’ve also been announced at a time when many Bay Area skiers are already making plans for this coming winter by mulling which, if any, \u003ca href=\"https://www.epicpass.com/passes/epic-pass.aspx?CMPID=PPC&adname=NTL_CONS_EP_EPICP_PROSG_RegionStudent_BD&gad_source=1&gad_campaignid=22264120545&gbraid=0AAAAADQhkiC9xGt3kFhwV7wX9gKfwAXJL&gclid=CjwKCAjw2rrQBhBuEiwAarLWHf8T55VAKvANLeQ9SgoK7fKTcIWPrhzObLZ62jySenoF5YiNlWn7OhoC3jIQAvD_BwE\">annual ski passes to buy\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Winter sports enthusiasts have long complained that \u003ca href=\"https://www.travelandleisure.com/is-it-cheaper-to-ski-in-europe-than-in-the-us-11880026\">in many instances\u003c/a>, it’s cheaper to fly abroad to ski than to take a trip to American resorts.\u003c/p>\n\u003cp>Still, these SFO-Sapporo flights — which last 11 hours each way — are not exactly cheap. Right now, \u003ca href=\"https://www.united.com/en-us/flights-from-san-francisco-to-sapporo\">they’re listed at around $1,500 for a January 2027 round trip\u003c/a>.\u003c/p>\n\u003cp>But once in Japan, the skiing, accommodations, rentals and other daily costs are \u003ca href=\"https://www.skimag.com/ski-resort-life/how-i-skied-japan-on-a-budget/\">much lower\u003c/a> than in most other ski destinations. So much so that U.S. travelers already mulling an international vacation this winter might just consider bringing along their skis and making a trip out of it, said Christine Savage, co-founder of \u003ca href=\"https://www.btbounds.com/\">Beyond the Boundaries\u003c/a>, a women-oriented snowboard camp and tour company.\u003c/p>\n\u003cfigure id=\"attachment_12085011\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085011\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-135-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Participants on a Beyond the Boundaries trip enjoy snowboarding in Sapporo, Japan. \u003ccite>(Courtesy of Krista Holden)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“If Japan isn’t on your bucket list, it’s just because you haven’t looked into it enough yet,” Savage said.\u003c/p>\n\u003cp>Savage said she’s excited to hear about the new flights — both for herself and for the tour groups she leads to \u003ca href=\"https://www.btbounds.com/japan-8-day-trip-north-island\">Sapporo every winter.\u003c/a>\u003c/p>\n\u003cp>Not only does she hope more frequent, direct flights will mean easier access to Hokkaido and “more simplified, more smooth” travel — with the nonstop route potentially reducing headaches like delays and lost luggage — there are major bonuses to going all the way to Sapporo to ski, Savage said.\u003c/p>\n\u003ch2>Why U.S. skiers might choose Japan\u003c/h2>\n\u003cp>For one, the snow is fantastic in Japan — something to which this author can attest. During my own winter ski trip to Rusutsu in January, courtesy of a $500 round trip budget flight on \u003ca href=\"https://www.zipair.net/en\">ZIPAIR\u003c/a>, it snowed more than a foot each day I was on the mountain.\u003c/p>\n\u003cp>While “nowhere is guaranteed” to have snow, and Savage said she’s had “lackluster” snow years even in Japan, \u003ca href=\"https://www.data.jma.go.jp/stats/etrn/view/monthly_s3_en.php?block_no=47412&view=14\">the city of Sapporo\u003c/a> itself gets around 13 feet of snow each year, with higher-elevation mountains nearby getting \u003ca href=\"https://www.burton.com/blogs/the-burton-blog/burtons-official-guide-to-snowboarding-Rusutsu/\">closer to 40 feet per year\u003c/a>.\u003c/p>\n\u003cp>That’s compared to Tahoe’s \u003ca href=\"https://www.palisadestahoe.com/mountain-information/snowfall-tracker\">average annual snowfall of around 30 feet\u003c/a> at its resorts — and the fact that \u003ca href=\"https://www.kqed.org/news/12077367/tahoe-ski-resorts-closing-dates-2026-heavenly-palisades-homewood-closed-weather-snow-forecast-storms\">particularly dismal\u003c/a> snow seasons, like this year’s, are not uncommon here.\u003c/p>\n\u003cfigure id=\"attachment_12085010\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085010\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/KristaHolden_2026_JapanBTB-147-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Participants on a Beyond the Boundaries trip enjoy snowboarding in Sapporo, Japan. \u003ccite>(Courtesy of Krista Holden)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“In general, Japan tends to be fairly reliable,” Savage said. “The snow quality is incredible. I feel really grateful to get to ride it.”\u003c/p>\n\u003cp>Then there’s the lower cost of skiing in Japan. Day rates for lift tickets at major resorts like Niseko and Rusutsu can be extremely low — rates around $50 per day — \u003ca href=\"https://www.travelandleisure.com/is-it-cheaper-to-ski-in-japan-or-the-us-11894156\">as opposed to hundreds of dollars for walk-up tickets at major U.S. resorts\u003c/a>.\u003c/p>\n\u003cp>Gear rentals, too, can be hundreds of dollars lower in Japan than in Tahoe or other U.S. ski destinations.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>This broad difference in price has held true despite \u003ca href=\"https://www.asahi.com/ajw/articles/16314799\">price increases\u003c/a> across Japanese resorts in the last couple of years, as the \u003ca href=\"https://www.japantimes.co.jp/news/2026/03/27/japan/japan-overtourism-measures/\">country tries to mitigate overtourism\u003c/a>. Savage said she expects to see prices continue to rise for people traveling into Japan from abroad to ski (some ski resorts, like Niseko,\u003ca href=\"https://locals.hirafu-hanazono.com/public/landing/en/shop.html\"> offer discounts for area residents\u003c/a>).\u003c/p>\n\u003cp>For San Ramon resident Scott Yin, skiing in Japan is a way to get more bang for his buck. He started skiing when he was living in China in 2021, and said that compared to a ski vacation in Tahoe, the experience of skiing in Japan is as good, if not better, and sometimes around half the price.\u003c/p>\n\u003cp>For one thing, he noted the range of resorts and ski towns in Sapporo, meaning fewer crowds, lots of family-friendly options and less of a need to book far in advance. Yin has found that Sapporo lift lines are shorter, parking is easier and the food — particularly the affordable prices and high quality — is a big draw.\u003c/p>\n\u003cp>Yin doesn’t have an Ikon or Epic Pass, so it’s cheapest for him to get lift tickets directly from the resorts and hotels he stays at for individual trips.\u003c/p>\n\u003cp>“Tahoe is kind of the go-to, but we didn’t go this season because it was so expensive and there was no good date for us,” he said. “Compared to Sapporo, where there’s way more choice.”\u003c/p>\n\u003ch2>What could this mean for Tahoe?\u003c/h2>\n\u003cp>The announcement of United’s direct Sapporo flights comes at a time when the cost of skiing in Tahoe has \u003ca href=\"https://www.tahoedailytribune.com/news/prices-for-the-epic-pass-hit-new-highs-for-2026-2027-season-despite-discount-for-next-generation/\">reached an all-time high.\u003c/a> That’s sent many people in the Bay Area \u003ca href=\"https://www.kqed.org/news/12064955/is-it-possible-to-ski-tahoe-without-spending-a-fortune\">looking for cheaper alternatives, like smaller, local mountains or independent pass options.\u003c/a>\u003c/p>\n\u003cp>But it’s also driving some to head abroad for their ski trips. Tim Pham founded SnowPals, a platform that connects Bay Area skiers and snow enthusiasts who want to share rides, ski leases or days out on the mountain — and his forum’s community was abuzz at the news of the direct SFO-Sapporo flights, he said.\u003c/p>\n\u003cp>“People are very excited, and they’re looking to do it,” he said. “Especially if the snow is lacking [in Tahoe].”\u003c/p>\n\u003cfigure id=\"attachment_12078062\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12078062\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/TahoeGetty1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">People carry skis as they walk toward a resort on March 21, 2023, in South Lake Tahoe, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pham chalked the excitement up mostly to these conditions: This year’s poor snow in Tahoe was a real disappointment, he said. What’s more, many are worried next year might bring a “\u003ca href=\"https://www.kqed.org/news/12083376/an-incoming-super-el-nino-may-bring-california-a-wet-hot-winter\">Super El Niño\u003c/a>”: repeating warm, wet conditions that don’t bode well for mountain sports.\u003c/p>\n\u003cp>“But what can you do, right? Now there’s an option where you can hop on a plane, and you can be skiing dry powder in Japan,” he said.\u003c/p>\n\u003cp>For some of the higher-income skiers in the Bay Area, that direct flight will feel worth the high price, Pham said. Especially since there’s even a red-eye option that can see a traveler get onto the mountain straightaway the next day, in time for a half-day of skiing.\u003c/p>\n\u003cp>And it’s not just Japan, Pham said — he’s also seeing international travel to ski destinations like Chile and Europe rising in popularity among online communities like his.\u003c/p>\n\u003cp>But while some people might outright replace their once-yearly Tahoe trip with a ski vacation abroad, Pham said, the entry-level costs inherent in skiing and snowboarding mean that there’ll always be others who’ll just do both.\u003c/p>\n\u003cfigure id=\"attachment_12085012\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12085012\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004.jpg\" alt=\"\" width=\"2000\" height=\"1125\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/2015-02-25_PD_NU_SkiingPowder_0004-1200x675.jpg 1200w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A skier at Niseko, an Alterra partner resort in Sapporo, Japan. \u003ccite>(Courtesy of Alterra Mountain Company)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s an expensive sport. It’s not cheap,” he said. “So if people have the means, they are always planning trips.”\u003c/p>\n\u003cp>And even as day rates and Tahoe pass prices continue to climb, Pham doubts the rise in international skiing will dent annual pass sales, either. Both the Ikon and Epic Passes have destinations in Sapporo and all over the world.\u003c/p>\n\u003cp>There are, in fact, two destinations on the Epic Pass in Japan — Hakuba Valley, a few hours by train from Tokyo, and Rusutsu Resort, just two hours from Sapporo — which allows passholders a total of 10 days of skiing in Japan each season.\u003c/p>\n\u003cp>“With Sapporo serving as a major gateway to Rusutsu, expanded flight options from SFO to Sapporo make access even more seamless,” Carly Mangan, spokesperson for Vail Resorts, told KQED. Heavenly, Northstar and Kirkwood resorts in Tahoe are all operated by Vail.\u003c/p>\n\u003cp>For Savage, an Ikon Pass holder, it’s a major selling point of the pass itself.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“It makes my Ikon Pass more worthwhile having those Japan days that I know I’ll use,” she said.\u003c/p>\n\u003cp>That’s exactly the marketing message being promoted by Alterra Mountain Company, which sells the Ikon Pass and has nine partner resorts in the country, Ikon spokesperson Kristin Rust said.\u003c/p>\n\u003cp>“The Ikon Pass is mostly rooted in aspiration,” she said. “We look at our destinations at really the tipping point of why you would choose Ikon Pass.”\u003c/p>\n\u003cp>United’s upcoming SFO-Sapporo flights are “a huge adjacent perk for us,” she said. “The more access and the easier access, the more skiers are going to get on a plane and go.”\u003c/p>\n\u003cp>As for whether or not skiers might see international destinations as equally expensive — or even cheaper — alternatives, it’s all about the trade-offs, Rust said.\u003c/p>\n\u003cp>“It all depends on what you want in a trip,” she said. “You gotta look at exchange rates, you gotta look at fuel rates when it comes to driving or flying.\u003c/p>\n\u003cp>“But oftentimes that can be the case — and so why not go explore the culture of Japan?” Rust said.\u003c/p>\n\u003cp>Still, not everyone is convinced it’s really worth it to go all the way to Japan \u003cem>just \u003c/em>to ski — including Yin.\u003c/p>\n\u003cfigure id=\"attachment_12063307\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12063307\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/11/GETTYIMAGES-2244764792-KQED-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane takes off from the San Francisco International Airport (SFO) in San Francisco on Nov. 5, 2025. \u003ccite>(Tayfun Coskun/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Even if he does travel all the way to Japan just to ski, he said, he isn’t likely to shell out to fly direct even with the new United routes.\u003c/p>\n\u003cp>“I’m not going to spend that much money just for the flight ticket,” Yin said. Given local airports like SFO already offer direct flights to Tokyo, “I’d rather just fly to Tokyo or anywhere that’s cheaper.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.msn.com/en-us/travel/news/japan-tourism-is-booming-as-travellers-look-beyond-tokyo-and-kyoto/ar-AA1Yu3zb?apiversion=v2&domshim=1&noservercache=1&noservertelemetry=1&batchservertelemetry=1&renderwebcomponents=1&wcseo=1\">Sapporo’s increasing popularity\u003c/a>, he said, may have more to do with the rising popularity of Japan as a tourist destination in general. And more likely, many people already planning a multi-week international vacation may find it worthwhile to tack on some skiing while they’re there.\u003c/p>\n\u003cp>Savage and her tour clients have the same mentality, she said.\u003c/p>\n\u003cp>“I think for a lot of folks, it’s easy to be like, ‘Well, if I’m already spending this extreme amount of money, why not spend it and go see somewhere I’ve never been?’” Savage said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "bay-area-transit-agencies-saved-1-billion-since-2020-can-they-sustain-those-savings",
"title": "Bay Area Transit Agencies Saved $1 Billion Since 2020. Can They Sustain Those Savings?",
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"headTitle": "Bay Area Transit Agencies Saved $1 Billion Since 2020. Can They Sustain Those Savings? | KQED",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.[aside postID=news_12074874 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260303-MUNIFUNDINGKICKOFF-14-BL-KQED.jpg']“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area’s \u003c/a>four major\u003ca href=\"https://www.kqed.org/news/tag/public-transit\"> public transit\u003c/a> agencies — BART, Muni, Caltrain and AC Transit — collectively saved more than $1 billion since 2020 as they responded to changes in travel patterns during and after the pandemic, according to a new report.\u003c/p>\n\u003cp>“BART has really dialed back on spending and doing [service] increases at a time of great unknown, while also wanting to keep a nice quality of service running so that we can continue to attract riders,” BART spokesperson Alicia Trost said.\u003c/p>\n\u003cp>The state-required financial \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/4a_26-0635_3_Attachment_B_Phase_One_FER_Proposed_Final_Report.pdf\" target=\"_blank\" rel=\"noopener\">efficiency review report\u003c/a>, released Friday, credits the operating cost savings to temporary service reductions, wage and hiring freezes and scaling back or deferring new projects. For BART, that meant $516 million in savings, for SFMTA, nearly $300 million, for AC transit, $200 million and for Caltrain, $76 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>It comes as the four transit operators, which collectively represent 80% of public transit ridership in the region, stare down a fiscal cliff. Operators hope \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a funding measure\u003c/a> making its way to the November ballot, which could generate $1 billion annually, comes to the rescue.\u003c/p>\n\u003cp>But critics argue the measure could reward bad behavior by bailing out fiscally irresponsible agencies.\u003c/p>\n\u003cp>Steve Glazer, a former state senator who represented most of Contra Costa County and parts of Alameda County, has been a vocal critic of BART’s financial management and argued the regional agency hasn’t understood where long-term service reductions need to be made and cut operations accordingly.\u003c/p>\n\u003cfigure id=\"attachment_11997867\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11997867 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/007_KQED_PublicTransit_03102020_6511_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A new financial efficiency report comes as a measure makes its way to the November ballot, aiming to prevent the region’s public transportation from falling off a fiscal cliff. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“They’ve had four years to anticipate this fiscal cliff that they claim they’re going over and yet have taken none of the more substantial steps necessary to financially right-size the system, so that the revenues are matching the expenditure[s],” Glazer said.\u003c/p>\n\u003cp>Trost pushed back, arguing that cutting service before allowing voters to decide on the measure would lead to a decrease in ridership and could send BART down a deeper financial spiral.\u003c/p>\n\u003cp>“We don’t believe cutting service is going to serve the Bay Area … the Bay Area relies on the service level we’re providing now,” she said. “Right now, if you come from Dublin, you’re waiting 20 minutes for a train… [state] Sen. Glazer is saying that people should be waiting more, and we disagree.”\u003c/p>\n\u003cp>Earlier this year, Gov. Gavin Newsom authorized a \u003ca href=\"https://www.kqed.org/news/12073891/newsom-signs-590-million-loan-to-avert-drastic-bay-area-transit-cuts\">$590 million emergency bridge loan\u003c/a> to prevent Bay Area agencies from shuttering stations and slashing service. Trost said BART officials predicted they would run out of those funds next month.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“But because of all of these efficiency measures, we’ve been able to carry that money over into fiscal year [20]27, which is going to help us reduce our deficit,” she told KQED.\u003c/p>\n\u003cp>Before the pandemic, regional population and job growth led transit agencies to expand service and make large capital investments, the report states. But the pandemic disrupted that trend and forced agencies to cut back service, freeze hiring and hold back on investing in new lines and schedules.\u003c/p>\n\u003cp>Even as riders have returned, commuting patterns have changed for the foreseeable future.\u003c/p>\n\u003cp>The report also details ways transit agencies could improve ridership and customer experience without incurring new costs. BART and Muni, for example, could improve fare compliance and enforcement and implement demand-based pricing for parking at their stations.\u003c/p>\n\u003cp>Parisa Safarzadeh, a San Francisco Municipal Transit Agency spokesperson, said that while many of the cuts detailed in the report represented one-time cost savings, they also illustrate how the agency managed its finances with precision in a time of uncertainty.\u003c/p>\n\u003cp>“We understand it’s not enough to rely on one-time sources or stop-gap cuts as a sustainable way to address our financial challenges,” she said to KQED in an emailed statement. “We appreciate how this review underscores the need to establish a ‘new normal’ in how we continue the hard work to build on this momentum.”\u003c/p>\n\u003cp>Last October, \u003ca href=\"https://www.kqed.org/news/12039394/last-ditch-effort-fund-bay-area-transit-tries-pick-up-support\">Newsom signed a bill\u003c/a> that allowed advocates to start fundraising and gathering signatures for the measure to appear on the November ballot. \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202520260SB63\">SB 63\u003c/a> also required a third party to conduct a two-phase financial efficiency review. This report marks the first phase of that process. If voters approve the measure in November, a second review would be required to evaluate further cost-saving strategies and financial sustainability.\u003c/p>\n\u003cp>The law also requires the agencies to adopt some of the recommendations to improve service and ridership experience by July 1. BART’s Board is expected to vote on it during its first meeting in June.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As \u003ca href=\"https://www.kqed.org/news/12083922/calfresh-snap-new-work-requirements-rules-2026-hr1-eligibility-who-is-exempt-food-stamps\">CalFresh\u003c/a> recipients in San Francisco brace themselves for changes to their federal work and reporting requirements, effective June 1, Mayor Daniel Lurie plans to spend $34 million to help.\u003c/p>\n\u003cp>President Donald Trump’s H.R. 1, or his “One Big Beautiful Bill,” added new work \u003ca href=\"https://www.kqed.org/news/12083922/calfresh-snap-new-work-requirements-rules-2026-hr1-eligibility-who-is-exempt-food-stamps\">requirements\u003c/a> with stricter enforcement, which will impact roughly 21,000 CalFresh and over 40,000 Medi-Cal recipients in San Francisco.\u003c/p>\n\u003cp>The updated requirements for CalFresh recipients begin in June, with Medi-Cal’s changes slated for January. Recipients who are aged 18 to 64 — and who do not live with a child under the age of 14 — will have to prove that they are completing at least 20 hours of work a week to continue receiving food and healthcare.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The upcoming \u003ca href=\"https://www.kqed.org/news/12083922/calfresh-snap-new-work-requirements-rules-2026-hr1-eligibility-who-is-exempt-food-stamps\">restrictions\u003c/a> will only apply to new CalFresh and Medi-Cal applicants. Current recipients in California will only be subject to these rules once they recertify their benefits.\u003c/p>\n\u003cp>But Lurie, who is currently working to balance the budget, proposed a way to cushion the blows posed by a more stringent federal guideline — setting aside $34 million for retaining staff that would help San Franciscans navigate the new measures necessary to continue receiving federal aid.[aside postID=news_12083922 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/CalFreshGetty.jpg']“While federal cuts make it harder for San Franciscans to access healthcare and put food on the table, this budget will protect our city’s social safety net and help residents stay on the benefits they rely on,” Lurie said in a statement on Thursday. Trent Rhorer, executive director of the San Francisco Human Services Agency, described the federal bill as death by bureaucracy.\u003c/p>\n\u003cp>“They ascribed all of these new requirements as a way to reduce the number of people who successfully receive healthcare through Obamacare,” Rhorer said.\u003c/p>\n\u003cp>He called it “a sinister approach to undoing one of the most successful domestic policy changes in the last four decades.”\u003c/p>\n\u003cp>If passed, hiring for what Lurie estimated as over 150 staffers would not begin until July — once his budget passes through the Board of Supervisors. About half of those employees would work directly with clients to help them find jobs, navigate the paperwork processes and do monthly check-ins to confirm they’re working. The remainder will work as “employment training specialists” to help clients choose the right classes to level up their job skills.\u003c/p>\n\u003cp>Rhorer said that as his team works to protect the Medi-Cal and CalFresh recipients at risk of losing coverage, this additional staffing will be necessary in helping “mitigate the harm to clients that the authors of H.R. 1 actually intend to occur.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> took a step forward on Thursday towards allowing the city to use drones and cameras to identify a visible problem — piles of illegally dumped trash on public streets.\u003c/p>\n\u003cp>A Board of Supervisors committee advanced a proposal to use automated license plate reader\u003cem>s \u003c/em>on cameras and drones to sweep the city and capture evidence of illegal dumping.\u003c/p>\n\u003cp>The proposed locations for illegal dumping cameras have been identified by Public Works using street data for service orders where garbage trucks have been dispatched.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Those caught piling trash next to city garbage cans, as well as auto parts and furniture — a misdemeanor offense — may receive a citation. Fines can reach up to $1,000 per dump.\u003c/p>\n\u003cp>The move from San Francisco comes after Oakland \u003ca href=\"https://oaklandside.org/2026/04/10/drones-illegal-dumping-oakland-aerbits/\">approved\u003c/a> a six-month deal with a San Francisco company to operate a similar program.\u003c/p>\n\u003cfigure id=\"attachment_12084819\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084819\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711.jpg\" alt=\"\" width=\"1980\" height=\"1308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711-1536x1015.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">In an aerial view, a surveillance camera is seen on a light post on Dec. 2, 2025, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a recent interview with KQED, \u003ca href=\"https://www.kqed.org/news/12084482/oakland-mayor-barbara-lee-signals-shell-run-for-full-term-in-november\">Mayor Barbara Lee touted\u003c/a> the program as one of the successes of her tenure so far.\u003c/p>\n\u003cp>Privacy advocates, however, have called for more transparency for how the technology would be used and what guidelines would be in place for what data the surveillance drones capture.\u003c/p>\n\u003cp>Mike Katz-Lacabe, advocate and director of research for Oakland Privacy, questioned what the city will do with any footage inevitably captured that is unrelated to the dumping.\u003c/p>\n\u003cp>“And then what oversight of this program would there be?” Katz-Lacabe said. “And who would be conducting that oversight?\u003cem>”\u003c/em>[aside postID=news_12084352 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/SFZooGetty.jpg']According to Esther Lee, government affairs liaison with San Francisco Public Works, access to data is limited to specific employees.\u003c/p>\n\u003cp>“Data retention policies are exactly the way city and county of San Francisco policies are, 30 days for raw data,” Lee said. “Only video clips and images will be retained for authorized use in this policy, which is related to illegal dumping. Sharing of data with external parties is prohibited.”\u003c/p>\n\u003cp>The public works illegal dumping camera system currently consists of a two-camera system at each location, a video camera with pan-tilt-zoom capabilities and an automated license plate reader.\u003c/p>\n\u003cp>Lee said that authorized video clips would be shared with city departments on a case-by-case basis to pursue criminal charges for illegal dumping only.\u003cbr>\n\u003cem>\u003cbr>\n“\u003c/em>We plan to put this on our website and on social media,” she said. “And it’s polite to say it’s public education, but to us, we plan to shame these people for coming into San Francisco and dumping their trash onto our streets.”\u003c/p>\n\u003cfigure id=\"attachment_10643255\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10643255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978.jpg\" alt=\"File photo of a unmanned aircraft, or drone, flying over a house.\" width=\"1920\" height=\"1377\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-400x287.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-800x574.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-1440x1033.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-1180x846.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-960x689.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An unmanned drone flying over a house. \u003ccite>(Craig Miller/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, Shilpi Agarwal, legal director with the ACLU Foundation of Northern California, said it’s hard for “any public body” to say that “they can safely and warrantlessly use drones for civil enforcement without actually spying on people.”\u003cstrong>\u003cbr>\n\u003c/strong>\u003cbr>\n“The power of drone technology, the specificity of the images, the degree to which they can fit, the depth and detail with which they capture sort of the goings on that they are surveilling is really sort of unparalleled and has never before been kind of tested in the courts,” Agarwal said.\u003c/p>\n\u003cp>The full Board of Supervisors will review the committee’s recommendations on June 2.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> took a step forward on Thursday towards allowing the city to use drones and cameras to identify a visible problem — piles of illegally dumped trash on public streets.\u003c/p>\n\u003cp>A Board of Supervisors committee advanced a proposal to use automated license plate reader\u003cem>s \u003c/em>on cameras and drones to sweep the city and capture evidence of illegal dumping.\u003c/p>\n\u003cp>The proposed locations for illegal dumping cameras have been identified by Public Works using street data for service orders where garbage trucks have been dispatched.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those caught piling trash next to city garbage cans, as well as auto parts and furniture — a misdemeanor offense — may receive a citation. Fines can reach up to $1,000 per dump.\u003c/p>\n\u003cp>The move from San Francisco comes after Oakland \u003ca href=\"https://oaklandside.org/2026/04/10/drones-illegal-dumping-oakland-aerbits/\">approved\u003c/a> a six-month deal with a San Francisco company to operate a similar program.\u003c/p>\n\u003cfigure id=\"attachment_12084819\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12084819\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711.jpg\" alt=\"\" width=\"1980\" height=\"1308\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/GettyImages-2249629711-1536x1015.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">In an aerial view, a surveillance camera is seen on a light post on Dec. 2, 2025, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a recent interview with KQED, \u003ca href=\"https://www.kqed.org/news/12084482/oakland-mayor-barbara-lee-signals-shell-run-for-full-term-in-november\">Mayor Barbara Lee touted\u003c/a> the program as one of the successes of her tenure so far.\u003c/p>\n\u003cp>Privacy advocates, however, have called for more transparency for how the technology would be used and what guidelines would be in place for what data the surveillance drones capture.\u003c/p>\n\u003cp>Mike Katz-Lacabe, advocate and director of research for Oakland Privacy, questioned what the city will do with any footage inevitably captured that is unrelated to the dumping.\u003c/p>\n\u003cp>“And then what oversight of this program would there be?” Katz-Lacabe said. “And who would be conducting that oversight?\u003cem>”\u003c/em>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>According to Esther Lee, government affairs liaison with San Francisco Public Works, access to data is limited to specific employees.\u003c/p>\n\u003cp>“Data retention policies are exactly the way city and county of San Francisco policies are, 30 days for raw data,” Lee said. “Only video clips and images will be retained for authorized use in this policy, which is related to illegal dumping. Sharing of data with external parties is prohibited.”\u003c/p>\n\u003cp>The public works illegal dumping camera system currently consists of a two-camera system at each location, a video camera with pan-tilt-zoom capabilities and an automated license plate reader.\u003c/p>\n\u003cp>Lee said that authorized video clips would be shared with city departments on a case-by-case basis to pursue criminal charges for illegal dumping only.\u003cbr>\n\u003cem>\u003cbr>\n“\u003c/em>We plan to put this on our website and on social media,” she said. “And it’s polite to say it’s public education, but to us, we plan to shame these people for coming into San Francisco and dumping their trash onto our streets.”\u003c/p>\n\u003cfigure id=\"attachment_10643255\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10643255\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978.jpg\" alt=\"File photo of a unmanned aircraft, or drone, flying over a house.\" width=\"1920\" height=\"1377\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-400x287.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-800x574.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-1440x1033.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-1180x846.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2015/08/RS8329_IMG_1308.JPG-alt_319-e1439586720978-960x689.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An unmanned drone flying over a house. \u003ccite>(Craig Miller/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, Shilpi Agarwal, legal director with the ACLU Foundation of Northern California, said it’s hard for “any public body” to say that “they can safely and warrantlessly use drones for civil enforcement without actually spying on people.”\u003cstrong>\u003cbr>\n\u003c/strong>\u003cbr>\n“The power of drone technology, the specificity of the images, the degree to which they can fit, the depth and detail with which they capture sort of the goings on that they are surveilling is really sort of unparalleled and has never before been kind of tested in the courts,” Agarwal said.\u003c/p>\n\u003cp>The full Board of Supervisors will review the committee’s recommendations on June 2.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Bay Area Cyclists Hold Annual Ride of Silence to Honor Those Killed on City Streets",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> cyclists donned white safety gear and wrapped flowers around their bikes before riding in silence from San Francisco’s Panhandle park to City Hall, as part of an international ride to memorialize bikers killed in traffic violence.\u003c/p>\n\u003cp>Isabella deMatos, a lead organizer from Alameda who said she has participated in the ride for 10 years, described it as \u003cstrong>“\u003c/strong>a funeral procession in silence to remember our cycling friends.”\u003c/p>\n\u003cp>deMatos said that a Berkeley woman comes each year to honor her husband, who was hit and killed by a drunk driver in Healdsburg while changing a flat tire. Bikers also honored 21-year-old Dylan Mitchell, killed by a driver shortly after moving to San Francisco in 2013.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We honor folks,” said Paul Valdez, a lead organizer from San Francisco. “I’m lucky to be alive, to still ride my bike, to be with my community, but it was those who we lost … that to me was the biggest motivator to help me with the ride.”\u003c/p>\n\u003cp>The ride comes just a few weeks after a 38-year-old Oakland man died of injuries from a fatal hit-and-run, according to \u003ca href=\"https://www.sfchronicle.com/crime/article/oakland-fatal-hit-run-bartholomew-drawsand-22234892.php\">the \u003cem>San Francisco Chronicle\u003c/em>\u003c/a>. In the past 10 years, 15 bikers died in San Francisco, and 40 bikers died in Alameda County, according to data from the \u003ca href=\"https://data.ca.gov/dataset/ccrs\">California Crash Reporting System\u003c/a>. Deaths in San Francisco have remained between 1 and 3 each year. Meanwhile, deaths in Alameda County are on the rise, climbing from about 4 to 8. San Francisco sees an average of 386 bike injuries per year, and Alameda sees about 437.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco Bicycle Crash Data\" aria-label=\"Stacked Bars\" id=\"datawrapper-chart-q9ei5\" src=\"https://datawrapper.dwcdn.net/q9ei5/1/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"698\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“Every time we have a death on the streets, that’s one death too many,” said Krissa Corbett Cavouras, the communications director for the SF Bicycle Coalition.\u003c/p>\n\u003cp>Each year, San Francisco cyclists meet up at a central location and then roll out to usually four or five different stops where the cycling community has lost someone. At each location, someone who knew the person killed in the crash will say some words and talk about who they were, said Jon Gaull, a San Francisco resident and biking advocate, who became emotional speaking about the lives lost.\u003c/p>\n\u003cp>“It’s hard to hear those stories and really identify with those people and the loss that they’re experiencing,” Gaull said. “But it’s, I think, maybe the most important ride for the community, because it’s important to show the people who have lost someone on our streets that they are not forgotten.”[aside postID=news_12082380 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/023_KQED_SanFrancisco_Coronavirus_03132020__qed.jpg']The ride ended with the installation of a “ghost bike” at city hall. The ghost bike, painted white and covered in flowers, now sits as a quiet reminder of the action needed to protect bikers across the city.\u003c/p>\n\u003cp>Advocates described San Francisco as one of the safest places to bike in the world and credited the city for improvements like speed cameras, bike lanes, and other traffic calming measures.\u003c/p>\n\u003cp>“We know that any loss of life on our streets due to traffic violence is unacceptable and it’s preventable,” Corbett Cavouras said.\u003c/p>\n\u003cp>For Corbett Cavouras, “the Ride of Silence is really reflecting that we can’t bring people back, that a lot of the loss of life that has happened has been because of streets that are designed for cars and the efficient movement of vehicles.”\u003c/p>\n\u003cp>Though they agree that more improvements are needed, and continue to work to push for them, Gaull said the ride is not about politics.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>As a community, we spend countless hours every year lobbying the city to improve infrastructure, improve safety and, and help prevent these kinds of things from happening in the future. But I would say this is not one of those times. I think this is really about remembering and honoring the people who have died and who have lost loved ones.”\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We honor folks,” said Paul Valdez, a lead organizer from San Francisco. “I’m lucky to be alive, to still ride my bike, to be with my community, but it was those who we lost … that to me was the biggest motivator to help me with the ride.”\u003c/p>\n\u003cp>The ride comes just a few weeks after a 38-year-old Oakland man died of injuries from a fatal hit-and-run, according to \u003ca href=\"https://www.sfchronicle.com/crime/article/oakland-fatal-hit-run-bartholomew-drawsand-22234892.php\">the \u003cem>San Francisco Chronicle\u003c/em>\u003c/a>. In the past 10 years, 15 bikers died in San Francisco, and 40 bikers died in Alameda County, according to data from the \u003ca href=\"https://data.ca.gov/dataset/ccrs\">California Crash Reporting System\u003c/a>. Deaths in San Francisco have remained between 1 and 3 each year. Meanwhile, deaths in Alameda County are on the rise, climbing from about 4 to 8. San Francisco sees an average of 386 bike injuries per year, and Alameda sees about 437.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"San Francisco Bicycle Crash Data\" aria-label=\"Stacked Bars\" id=\"datawrapper-chart-q9ei5\" src=\"https://datawrapper.dwcdn.net/q9ei5/1/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"698\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“Every time we have a death on the streets, that’s one death too many,” said Krissa Corbett Cavouras, the communications director for the SF Bicycle Coalition.\u003c/p>\n\u003cp>Each year, San Francisco cyclists meet up at a central location and then roll out to usually four or five different stops where the cycling community has lost someone. At each location, someone who knew the person killed in the crash will say some words and talk about who they were, said Jon Gaull, a San Francisco resident and biking advocate, who became emotional speaking about the lives lost.\u003c/p>\n\u003cp>“It’s hard to hear those stories and really identify with those people and the loss that they’re experiencing,” Gaull said. “But it’s, I think, maybe the most important ride for the community, because it’s important to show the people who have lost someone on our streets that they are not forgotten.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The ride ended with the installation of a “ghost bike” at city hall. The ghost bike, painted white and covered in flowers, now sits as a quiet reminder of the action needed to protect bikers across the city.\u003c/p>\n\u003cp>Advocates described San Francisco as one of the safest places to bike in the world and credited the city for improvements like speed cameras, bike lanes, and other traffic calming measures.\u003c/p>\n\u003cp>“We know that any loss of life on our streets due to traffic violence is unacceptable and it’s preventable,” Corbett Cavouras said.\u003c/p>\n\u003cp>For Corbett Cavouras, “the Ride of Silence is really reflecting that we can’t bring people back, that a lot of the loss of life that has happened has been because of streets that are designed for cars and the efficient movement of vehicles.”\u003c/p>\n\u003cp>Though they agree that more improvements are needed, and continue to work to push for them, Gaull said the ride is not about politics.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>As a community, we spend countless hours every year lobbying the city to improve infrastructure, improve safety and, and help prevent these kinds of things from happening in the future. But I would say this is not one of those times. I think this is really about remembering and honoring the people who have died and who have lost loved ones.”\u003cem> \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"soldout": {
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