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"content": "\u003cp>San Francisco took a step forward in its \u003ca href=\"https://www.kqed.org/news/12081882/san-francisco-has-been-trying-to-leave-pge-for-100-years-will-this-time-be-different\">quest for public power\u003c/a> on Thursday after the city’s planning commission unanimously approved an Environmental Impact Report needed for the proposed acquisition of PG&E’s electric grid.\u003c/p>\n\u003cp>Ron Flynn, deputy general manager and chief operating officer of the San Francisco Public Utilities Commission, called the decision an important milestone.\u003c/p>\n\u003cp>“There is more work ahead, and there are future decisions to be made, but the final Environmental Impact Report is a key step to expand public power,” Flynn said in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Daniel Robelo, a communications and digital organizer with Reclaim Our Power, a campaign fighting for a community- and worker-owned energy system in California, said “a victory in San Francisco” would be a positive sign for the state’s future.\u003c/p>\n\u003cp>“Energy is a public good,” Robelo said. “Ultimately, the whole state, not just San Francisco, needs to break up with PG&E and build a new utility that puts people and the planet over corporate profits.”\u003c/p>\n\u003cp>PG&E is the state’s largest investor-owned utility and has faced years of criticism over its role in deadly wildfires and aging infrastructure. Calls for the city to separate from the utility intensified after \u003ca href=\"https://www.kqed.org/news/12083011/humidity-at-pge-substation-likely-cause-of-massive-december-san-francisco-blackout\">a fire at a PG&E substation\u003c/a> in the Mission District sparked a major outage in December.[aside postID=news_12081882 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260608-PGEBREAKUPPRICING-06-BL-KQED.jpg']The city has \u003ca href=\"https://www.sfpuc.gov/about-us/news/its-high-time-san-francisco-buy-pges-grid-city\">said\u003c/a> leaving the utility will save residents millions — savings that will come from San Francisco having access to cheaper loans for infrastructure and not having to pay shareholder dividends, corporate taxes or executive bonuses.\u003c/p>\n\u003cp>In a statement, PG&E spokesperson Lynsey Paulo said its electric grid assets are not for sale, and a takeover “would be so expensive that it would raise San Franciscans’ electric rates for decades.”\u003c/p>\n\u003cp>Paulo also called the report “deficient” and said that “the project that the City described in the [report] appears to be inconsistent with the project that it described” to the California Public Utilities Commission, the state’s utility regulator.\u003c/p>\n\u003cp>If San Francisco did purchase the city’s local electric grid from PG&E, it would need to physically separate the wires and substations that serve the city from the ones serving the rest of PG&E’s territory. This construction would largely take place along the San Francisco-San Mateo border.\u003c/p>\n\u003cp>The \u003ca href=\"https://citypln-m-extnl.sfgov.org/SharedLinks.aspx?accesskey=8a0619004c3d8c263a45dc229e3d14cf9892ff5498e8865e1c5bf3da182f5240&VaultGUID=A4A7DACD-B0DC-4322-BD29-F6F07103C6E0\">56-page\u003c/a> environmental review includes measures to reduce emissions and noise pollution during construction and plans to avoid disturbing historic, archeological and paleontological sites. It also details protections for the northwestern pond turtle, butterflies, nesting birds, roosting bats and emerging wetlands.\u003c/p>\n\u003cp>San Francisco said it has asked the CPUC to determine the fair market value of PG&E’s electric assets, after the city provided its valuation of $3.4 billion in April. PG&E is due to respond in October.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/lklivans\">\u003cem>Laura Klivans\u003c/em>\u003c/a>\u003cem> contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Daniel Robelo, a communications and digital organizer with Reclaim Our Power, a campaign fighting for a community- and worker-owned energy system in California, said “a victory in San Francisco” would be a positive sign for the state’s future.\u003c/p>\n\u003cp>“Energy is a public good,” Robelo said. “Ultimately, the whole state, not just San Francisco, needs to break up with PG&E and build a new utility that puts people and the planet over corporate profits.”\u003c/p>\n\u003cp>PG&E is the state’s largest investor-owned utility and has faced years of criticism over its role in deadly wildfires and aging infrastructure. Calls for the city to separate from the utility intensified after \u003ca href=\"https://www.kqed.org/news/12083011/humidity-at-pge-substation-likely-cause-of-massive-december-san-francisco-blackout\">a fire at a PG&E substation\u003c/a> in the Mission District sparked a major outage in December.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The city has \u003ca href=\"https://www.sfpuc.gov/about-us/news/its-high-time-san-francisco-buy-pges-grid-city\">said\u003c/a> leaving the utility will save residents millions — savings that will come from San Francisco having access to cheaper loans for infrastructure and not having to pay shareholder dividends, corporate taxes or executive bonuses.\u003c/p>\n\u003cp>In a statement, PG&E spokesperson Lynsey Paulo said its electric grid assets are not for sale, and a takeover “would be so expensive that it would raise San Franciscans’ electric rates for decades.”\u003c/p>\n\u003cp>Paulo also called the report “deficient” and said that “the project that the City described in the [report] appears to be inconsistent with the project that it described” to the California Public Utilities Commission, the state’s utility regulator.\u003c/p>\n\u003cp>If San Francisco did purchase the city’s local electric grid from PG&E, it would need to physically separate the wires and substations that serve the city from the ones serving the rest of PG&E’s territory. This construction would largely take place along the San Francisco-San Mateo border.\u003c/p>\n\u003cp>The \u003ca href=\"https://citypln-m-extnl.sfgov.org/SharedLinks.aspx?accesskey=8a0619004c3d8c263a45dc229e3d14cf9892ff5498e8865e1c5bf3da182f5240&VaultGUID=A4A7DACD-B0DC-4322-BD29-F6F07103C6E0\">56-page\u003c/a> environmental review includes measures to reduce emissions and noise pollution during construction and plans to avoid disturbing historic, archeological and paleontological sites. It also details protections for the northwestern pond turtle, butterflies, nesting birds, roosting bats and emerging wetlands.\u003c/p>\n\u003cp>San Francisco said it has asked the CPUC to determine the fair market value of PG&E’s electric assets, after the city provided its valuation of $3.4 billion in April. PG&E is due to respond in October.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/lklivans\">\u003cem>Laura Klivans\u003c/em>\u003c/a>\u003cem> contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/oakland-zoo\">Oakland Zoo\u003c/a> will become the permanent home of a new tiger as part of a transfer operation of big cats rescued from an unaccredited Northern California facility.\u003c/p>\n\u003cp>Sitara, a 13-year-old female with a classic gold coat and black stripes, is one of four tigers that the East Bay site has helped place in rehabilitation facilities across the country after years of captivity.\u003c/p>\n\u003cp>“Every tiger rescue is a success story, but every rescue also reminds us that exploitation is still happening,” said Darren Minier, the director of animal welfare and research at the Oakland Zoo. “Many of these animals have spent years in conditions that have prioritized profit and public interactions or photo opportunities over animal welfare.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The tigers previously resided at the shuttered Barry R. Kirshner Wildlife Foundation in Butte County’s Oroville, which came under a California Department of Fish and Wildlife investigation in 2024 and failed to get its permit renewed.\u003c/p>\n\u003cp>According to animal rights organization People for the Ethical Treatment of Animals, which launched a lawsuit against Kirshner after the investigation, animals from the Oroville roadside zoo were shuffled to other facilities, including an unaccredited one in Rio Vista that agreed to surrender five cats.\u003c/p>\n\u003cfigure id=\"attachment_12090498\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090498\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2.jpg\" alt=\"\" width=\"2000\" height=\"1336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2-1536x1026.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sedated female tiger is handled by staff at the Oakland Zoo. \u003ccite>(Courtesy of The Oakland Zoo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Oakland Zoo helped relocate two male tigers, an 11-year-old white-and-Bengal mix and a 13-year-old Siberian mix, to the Performing Animal Welfare Society, a San Andreas-based facility that specializes in caring for older and physically challenged animals.\u003c/p>\n\u003cp>A 14-year-old female white tiger, who suffered from significant visual impairment due to inbreeding, was immediately treated at the Oakland Zoo before relocating to the Turpentine Creek Wildlife Refuge in Arkansas.\u003c/p>\n\u003cp>The fifth tiger, a 16-year-old female who came to the zoo with end-stage arthritis and spinal disease, was euthanized after she did not respond to treatment.[aside postID=news_12089736 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/AQ5I0282.jpg']Sitara, whose name has Hindi origins, meaning star, is still getting used to her new home, Minier said.\u003c/p>\n\u003cp>She’s exploratory and “happy-go-lucky” and loves to explore the zoo’s pools, waterfall, grass and vegetation, but Minier said she can also get spooked easily and has issues trusting the care team.\u003c/p>\n\u003cp>“Something bangs, or there’s an object that scares her, and there’s a very obvious trauma response,” he said.\u003c/p>\n\u003cp>Throughout the 20 or so years Oakland Zoo has hosted rescued big cats, about a dozen have lived in its habitat.\u003c/p>\n\u003cp>Minier said many of these animals had spent most of their previous lives in small, concrete enclosures and had to be taught about the natural world.\u003c/p>\n\u003cp>“Sometimes they don’t feel like dirt can support them because they’ve always been on concrete,” Minier said. “[We have to teach them] that grass tickling their toes is okay. They’ve never seen water flow outside of something other than a hose.”\u003c/p>\n\u003cp>The Oakland Zoo said it will post updates of Sitara’s acclimation on social media and would be initiating a program designed “to help her build trust and resilience.”\u003c/p>\n\u003cfigure id=\"attachment_12090499\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090499\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo.jpg\" alt=\"\" width=\"2000\" height=\"1336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-1536x1026.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Staff transports a new female tiger to the Oakland Zoo. \u003ccite>(Courtesy of The Oakland Zoo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sitara appears mostly healthy, apart from some lameness in her left hind leg, but she will also undergo a medical exam to identify any underlying conditions, according to the zoo.\u003c/p>\n\u003cp>Minier said that while the Oakland Zoo remains committed to animal rescue and rehabilitation, it also hopes to raise awareness that helps bring an end to wildlife exploitation.\u003c/p>\n\u003cp>“We really are looking forward to a day where the U.S. has the regulations that don’t allow for these exploitative and neglectful practices,” he said. “Don’t pay to play with wildlife, and don’t support businesses that profit from direct contact with wild animals. Ticket that’s purchased for a cub petting session or posed wildlife photo creates the demand for more breeding and more exploitation.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/emanoukian\">\u003cem>Elize Manoukian\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>\u003c/p>\n\u003cp>The tigers previously resided at the shuttered Barry R. Kirshner Wildlife Foundation in Butte County’s Oroville, which came under a California Department of Fish and Wildlife investigation in 2024 and failed to get its permit renewed.\u003c/p>\n\u003cp>According to animal rights organization People for the Ethical Treatment of Animals, which launched a lawsuit against Kirshner after the investigation, animals from the Oroville roadside zoo were shuffled to other facilities, including an unaccredited one in Rio Vista that agreed to surrender five cats.\u003c/p>\n\u003cfigure id=\"attachment_12090498\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090498\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2.jpg\" alt=\"\" width=\"2000\" height=\"1336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-2-1536x1026.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sedated female tiger is handled by staff at the Oakland Zoo. \u003ccite>(Courtesy of The Oakland Zoo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Oakland Zoo helped relocate two male tigers, an 11-year-old white-and-Bengal mix and a 13-year-old Siberian mix, to the Performing Animal Welfare Society, a San Andreas-based facility that specializes in caring for older and physically challenged animals.\u003c/p>\n\u003cp>A 14-year-old female white tiger, who suffered from significant visual impairment due to inbreeding, was immediately treated at the Oakland Zoo before relocating to the Turpentine Creek Wildlife Refuge in Arkansas.\u003c/p>\n\u003cp>The fifth tiger, a 16-year-old female who came to the zoo with end-stage arthritis and spinal disease, was euthanized after she did not respond to treatment.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Sitara, whose name has Hindi origins, meaning star, is still getting used to her new home, Minier said.\u003c/p>\n\u003cp>She’s exploratory and “happy-go-lucky” and loves to explore the zoo’s pools, waterfall, grass and vegetation, but Minier said she can also get spooked easily and has issues trusting the care team.\u003c/p>\n\u003cp>“Something bangs, or there’s an object that scares her, and there’s a very obvious trauma response,” he said.\u003c/p>\n\u003cp>Throughout the 20 or so years Oakland Zoo has hosted rescued big cats, about a dozen have lived in its habitat.\u003c/p>\n\u003cp>Minier said many of these animals had spent most of their previous lives in small, concrete enclosures and had to be taught about the natural world.\u003c/p>\n\u003cp>“Sometimes they don’t feel like dirt can support them because they’ve always been on concrete,” Minier said. “[We have to teach them] that grass tickling their toes is okay. They’ve never seen water flow outside of something other than a hose.”\u003c/p>\n\u003cp>The Oakland Zoo said it will post updates of Sitara’s acclimation on social media and would be initiating a program designed “to help her build trust and resilience.”\u003c/p>\n\u003cfigure id=\"attachment_12090499\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090499\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo.jpg\" alt=\"\" width=\"2000\" height=\"1336\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/Tiger-Transfer-Credit-Oakland-Zoo-1536x1026.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Staff transports a new female tiger to the Oakland Zoo. \u003ccite>(Courtesy of The Oakland Zoo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sitara appears mostly healthy, apart from some lameness in her left hind leg, but she will also undergo a medical exam to identify any underlying conditions, according to the zoo.\u003c/p>\n\u003cp>Minier said that while the Oakland Zoo remains committed to animal rescue and rehabilitation, it also hopes to raise awareness that helps bring an end to wildlife exploitation.\u003c/p>\n\u003cp>“We really are looking forward to a day where the U.S. has the regulations that don’t allow for these exploitative and neglectful practices,” he said. “Don’t pay to play with wildlife, and don’t support businesses that profit from direct contact with wild animals. Ticket that’s purchased for a cub petting session or posed wildlife photo creates the demand for more breeding and more exploitation.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/emanoukian\">\u003cem>Elize Manoukian\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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"title": "Too Much Traffic, Not Enough Toilets: SF City Officials Revisit Fourth of July Mishaps",
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"content": "\u003cp>In the days since the \u003ca href=\"https://www.kqed.org/news/12089915/sf-supe-to-launch-inquiry-on-waymos-july-fourth-traffic-meltdown\">traffic meltdown\u003c/a> that followed San Francisco’s special Fourth of July fireworks display, city leaders have pledged to analyze what went wrong and learn from their mistakes.\u003c/p>\n\u003cp>But some government departments and city residents have pointed to another one of the event’s major planning oversights: a severe lack of toilets to serve the over 100,000 people that the city estimated went to its northeastern end for the fireworks spectacle.\u003c/p>\n\u003cp>“ The restrooms just did not seem well-planned. It was so disorganized,” said Declan Galli, a resident of the city’s Ingleside neighborhood. Galli said he waited in line for two hours at the city’s Little Marina Green Picnic Area to use a bathroom on Saturday night.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Galli was one of many who decided to take their chances on San Francisco’s notoriously foggy Fourth of July to see what he hoped would be a fun show: the city planned to launch fireworks from the Golden Gate Bridge instead of its usual location on Fisherman’s Wharf in honor of America’s 250th anniversary.\u003c/p>\n\u003cp>But upon arriving at the Marina Green, he was met with a different kind of spectacle. Galli described long bathroom lines snaking down Marina Boulevard and law enforcement officials attempting to control the significant queue of people waiting to use the facilities.\u003c/p>\n\u003cp>Galli said he saw children and adults in significant discomfort because of how long they had been waiting to use the restroom.\u003c/p>\n\u003cfigure id=\"attachment_12090531\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12090531 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">People gather and cook food at Torpedo Wharf on Saturday, July 4, 2026, in San Francisco. For the third time in history, San Francisco will fire fireworks off the Golden Gate Bridge in celebration of America’s 250th birthday. \u003ccite>(Florence Shen/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ My one friend was basically doing the potty dance because they were like, ‘I have to pee so bad, like so, so bad,’” Galli said.\u003c/p>\n\u003cp>“ I definitely saw a few kids that said they needed to pee bad, and people were nice enough to let them in, but it would be really hard if you had kids at that event because there were very few bathrooms,” he continued.\u003c/p>\n\u003cp>Galli estimated there were between five and 10 portable restrooms available for public use where he waited at Little Marina Green. Eventually, he said, Recreation and Parks Department staff opened up the permanent bathrooms there, in an attempt to ease the significant lines.\u003c/p>\n\u003cp>Despite arriving two hours before the show began, he said he spent so long waiting in line that he missed the first five minutes of the 15-minute show.\u003c/p>\n\u003cp>“Once we started missing the fireworks, that was disappointing for sure,” Galli said.[aside postID=news_12089915 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0075-1.jpg']He said that the experience left him feeling like there was no unified communication or planning for the major city event.\u003c/p>\n\u003cp>When questioned about how many temporary toilets were made available for the event, Charles Lutvak, spokesperson for Mayor Daniel Lurie, referred inquiries to the city’s Recreation and Parks Department.\u003c/p>\n\u003cp>Providing restrooms along the waterfront was a citywide effort, including properties under the jurisdiction of Rec and Parks, the Port of San Francisco and the National Park Service, according to Daniel Montes, communications manager for Rec and Parks.\u003c/p>\n\u003cp>Montes said Rec and Parks provided 30 portable toilets and 12 permanent ones at the Marina Green, based on previous large-scale events such as Fleet Week, but said, “demand at this citywide event clearly exceeded available restroom capacity.”\u003c/p>\n\u003cp>“We understand that long restroom lines are frustrating, and this experience will help inform our planning when coordinating future events of this scale,” Montes said.\u003c/p>\n\u003cp>The Port of San Francisco did not respond to a request for comment.\u003c/p>\n\u003cp>In total, there were 127 toilets made available for public use for the Fourth of July show, according to Joshua Winchell, chief of communications and special park uses for the Golden Gate National Recreation Area.\u003c/p>\n\u003cp>Winchell said the park arranged for 60 portable toilets to complement its 27 permanent ones, and the city provided an additional 40 portable toilets. He also said the park saw “unprecedented visitation driven by the city’s historic fireworks display.”\u003c/p>\n\u003cfigure id=\"attachment_12090569\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090569\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Spectators save their spot to watch fireworks displayed from the Golden Gate Bridge on July 4, 2026, in Sausalito, California. \u003ccite>(Benjamin Fanjoy/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He said that the 127 toilets were “far short” of what was needed to support the attendees.\u003c/p>\n\u003cp>“We will work with the City of San Francisco and our other partners to ensure that enough bathrooms and other resources required for enjoyable park visits will be in place for future large-scale events, such as Fleet Week,” Winchell said.\u003c/p>\n\u003cp>The number of restrooms provided falls drastically short of industry standards for events, according to Vivienne Errington-Barnes, CEO and founder of the San Francisco-headquartered event planning company Shift + Alt Events — which she said has organized events with as many as 300,000 attendees.\u003c/p>\n\u003cp>“There is a simple, hard and fast rule for bathrooms. It’s industry-wide and global. One bathroom per 65 people, and one bathroom per 50 people if they’re drinking alcohol,” Errington-Barnes said.\u003c/p>\n\u003cp>Based on the GGNRA’s estimate of toilets provided for the event and the city’s estimate for total attendance, there was one restroom for every 787 people in attendance.\u003c/p>\n\u003cfigure id=\"attachment_12090571\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090571\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fireworks are displayed from the Golden Gate Bridge on July 4, 2026, in Sausalito, California. This year’s fireworks were displayed from the Golden Gate Bridge for the third time in the bridge’s history to celebrate the 250th anniversary of the United States. \u003ccite>(Benjamin Fanjoy/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Errington-Barnes said that not having an appropriate number of restrooms can force people to publicly urinate and put pregnant and elderly people, as well as children and their parents, in difficult, embarrassing situations.\u003c/p>\n\u003cp>“It’s almost like it wasn’t planned,” Errington-Barnes said. “ Either they didn’t know how many people were coming, or they had somebody produce it that just didn’t understand that there is a very hard and fast rule.”\u003c/p>\n\u003cp>Galli said large events in San Francisco like the Fourth of July can be “really fun,” but said he’d like to see better planning and communication, like a map of where bathrooms will be, for future city events.\u003c/p>\n\u003cp>San Francisco Supervisor Stephen Sherrill, whose district includes the Marina, is calling for a hearing in September to ensure that this year’s annual Fleet Week celebration, set to take place in the same area in October, has a “robust operational plan to ensure success.”\u003c/p>\n\u003cp>That hearing will include planning for bathroom access, according to Jack Hebb, Sherrill’s communications director.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Beyond problems with public transit and gridlock traffic, the city failed to provide enough restrooms for the flood of people who came to see the special fireworks show.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In the days since the \u003ca href=\"https://www.kqed.org/news/12089915/sf-supe-to-launch-inquiry-on-waymos-july-fourth-traffic-meltdown\">traffic meltdown\u003c/a> that followed San Francisco’s special Fourth of July fireworks display, city leaders have pledged to analyze what went wrong and learn from their mistakes.\u003c/p>\n\u003cp>But some government departments and city residents have pointed to another one of the event’s major planning oversights: a severe lack of toilets to serve the over 100,000 people that the city estimated went to its northeastern end for the fireworks spectacle.\u003c/p>\n\u003cp>“ The restrooms just did not seem well-planned. It was so disorganized,” said Declan Galli, a resident of the city’s Ingleside neighborhood. Galli said he waited in line for two hours at the city’s Little Marina Green Picnic Area to use a bathroom on Saturday night.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Galli was one of many who decided to take their chances on San Francisco’s notoriously foggy Fourth of July to see what he hoped would be a fun show: the city planned to launch fireworks from the Golden Gate Bridge instead of its usual location on Fisherman’s Wharf in honor of America’s 250th anniversary.\u003c/p>\n\u003cp>But upon arriving at the Marina Green, he was met with a different kind of spectacle. Galli described long bathroom lines snaking down Marina Boulevard and law enforcement officials attempting to control the significant queue of people waiting to use the facilities.\u003c/p>\n\u003cp>Galli said he saw children and adults in significant discomfort because of how long they had been waiting to use the restroom.\u003c/p>\n\u003cfigure id=\"attachment_12090531\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12090531 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2284156727-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">People gather and cook food at Torpedo Wharf on Saturday, July 4, 2026, in San Francisco. For the third time in history, San Francisco will fire fireworks off the Golden Gate Bridge in celebration of America’s 250th birthday. \u003ccite>(Florence Shen/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ My one friend was basically doing the potty dance because they were like, ‘I have to pee so bad, like so, so bad,’” Galli said.\u003c/p>\n\u003cp>“ I definitely saw a few kids that said they needed to pee bad, and people were nice enough to let them in, but it would be really hard if you had kids at that event because there were very few bathrooms,” he continued.\u003c/p>\n\u003cp>Galli estimated there were between five and 10 portable restrooms available for public use where he waited at Little Marina Green. Eventually, he said, Recreation and Parks Department staff opened up the permanent bathrooms there, in an attempt to ease the significant lines.\u003c/p>\n\u003cp>Despite arriving two hours before the show began, he said he spent so long waiting in line that he missed the first five minutes of the 15-minute show.\u003c/p>\n\u003cp>“Once we started missing the fireworks, that was disappointing for sure,” Galli said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He said that the experience left him feeling like there was no unified communication or planning for the major city event.\u003c/p>\n\u003cp>When questioned about how many temporary toilets were made available for the event, Charles Lutvak, spokesperson for Mayor Daniel Lurie, referred inquiries to the city’s Recreation and Parks Department.\u003c/p>\n\u003cp>Providing restrooms along the waterfront was a citywide effort, including properties under the jurisdiction of Rec and Parks, the Port of San Francisco and the National Park Service, according to Daniel Montes, communications manager for Rec and Parks.\u003c/p>\n\u003cp>Montes said Rec and Parks provided 30 portable toilets and 12 permanent ones at the Marina Green, based on previous large-scale events such as Fleet Week, but said, “demand at this citywide event clearly exceeded available restroom capacity.”\u003c/p>\n\u003cp>“We understand that long restroom lines are frustrating, and this experience will help inform our planning when coordinating future events of this scale,” Montes said.\u003c/p>\n\u003cp>The Port of San Francisco did not respond to a request for comment.\u003c/p>\n\u003cp>In total, there were 127 toilets made available for public use for the Fourth of July show, according to Joshua Winchell, chief of communications and special park uses for the Golden Gate National Recreation Area.\u003c/p>\n\u003cp>Winchell said the park arranged for 60 portable toilets to complement its 27 permanent ones, and the city provided an additional 40 portable toilets. He also said the park saw “unprecedented visitation driven by the city’s historic fireworks display.”\u003c/p>\n\u003cfigure id=\"attachment_12090569\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090569\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Spectators save their spot to watch fireworks displayed from the Golden Gate Bridge on July 4, 2026, in Sausalito, California. \u003ccite>(Benjamin Fanjoy/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He said that the 127 toilets were “far short” of what was needed to support the attendees.\u003c/p>\n\u003cp>“We will work with the City of San Francisco and our other partners to ensure that enough bathrooms and other resources required for enjoyable park visits will be in place for future large-scale events, such as Fleet Week,” Winchell said.\u003c/p>\n\u003cp>The number of restrooms provided falls drastically short of industry standards for events, according to Vivienne Errington-Barnes, CEO and founder of the San Francisco-headquartered event planning company Shift + Alt Events — which she said has organized events with as many as 300,000 attendees.\u003c/p>\n\u003cp>“There is a simple, hard and fast rule for bathrooms. It’s industry-wide and global. One bathroom per 65 people, and one bathroom per 50 people if they’re drinking alcohol,” Errington-Barnes said.\u003c/p>\n\u003cp>Based on the GGNRA’s estimate of toilets provided for the event and the city’s estimate for total attendance, there was one restroom for every 787 people in attendance.\u003c/p>\n\u003cfigure id=\"attachment_12090571\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090571\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/FourthofJulySFGetty2-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Fireworks are displayed from the Golden Gate Bridge on July 4, 2026, in Sausalito, California. This year’s fireworks were displayed from the Golden Gate Bridge for the third time in the bridge’s history to celebrate the 250th anniversary of the United States. \u003ccite>(Benjamin Fanjoy/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Errington-Barnes said that not having an appropriate number of restrooms can force people to publicly urinate and put pregnant and elderly people, as well as children and their parents, in difficult, embarrassing situations.\u003c/p>\n\u003cp>“It’s almost like it wasn’t planned,” Errington-Barnes said. “ Either they didn’t know how many people were coming, or they had somebody produce it that just didn’t understand that there is a very hard and fast rule.”\u003c/p>\n\u003cp>Galli said large events in San Francisco like the Fourth of July can be “really fun,” but said he’d like to see better planning and communication, like a map of where bathrooms will be, for future city events.\u003c/p>\n\u003cp>San Francisco Supervisor Stephen Sherrill, whose district includes the Marina, is calling for a hearing in September to ensure that this year’s annual Fleet Week celebration, set to take place in the same area in October, has a “robust operational plan to ensure success.”\u003c/p>\n\u003cp>That hearing will include planning for bathroom access, according to Jack Hebb, Sherrill’s communications director.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Oakland Roots to Leave Coliseum, Begin Search for New Permanent Home",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/arts/13987541/the-oakland-roots-edreece-arghandiwal-soccer-2026-season\">Oakland Roots\u003c/a> will play their final matches at the Oakland Coliseum this fall, the team announced Thursday.\u003c/p>\n\u003cp>The soccer club’s tenancy has kept Oakland sports fans tethered to the iconic stadium since the Athletics’ departure last year, but they’ll be the latest professional sports team to depart the space in September.\u003c/p>\n\u003cp>“It’s been an incredible honor to be at the Coliseum these past two years,” Oakland Roots and Soul SC President Lindsay Barenz said. “But we’re also very excited to be moving on to the next step in our evolution and having a venue that we have control over, and we can make our very own.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s [a feeling] of gratitude and hope and excitement about what’s to come,” she continued.\u003c/p>\n\u003cp>The Oakland Roots, a men’s USL Championship team, played home games at the Oakland Coliseum during the 2025 season and plans to host seven more matches at the venue this fall.\u003c/p>\n\u003cfigure id=\"attachment_12032885\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032885\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Oakland Roots hosted the San Antonio FC at the Oakland Coliseum on March 22, 2025, in Oakland, California. This was the first Roots game played in the storied stadium. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Barenz said that hosting games at the iconic venue, which drew 26,000 fans to their season opener last year, has been a highlight for the club, but that limitations in their access and control over the space make it unsustainable as a long-term home.\u003c/p>\n\u003cp>As it stands, the Roots’ relationship with the Coliseum requires the club to move out of the venue between matches and gives them little say over amenities like parking, concessions and security.\u003c/p>\n\u003cp>The Roots have also had to play some home matches at Oakland’s Merritt College — the home field of their sister club, the USL Super League Oakland Soul — while the Coliseum hosts other events, like the \u003ca href=\"https://oaklandside.org/2026/07/09/major-league-cricket-2026-san-francisco-unicorns-oakland-championship/\">Major League Cricket playoffs\u003c/a> kicking off this week.[aside postID=news_12076503 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/IMG_1406.jpg']“We want to make sure that from beginning to end that we can control our game days and make sure that they are fun and exciting for our community,” Barenz said.\u003c/p>\n\u003cp>In the short term, Barenz said the Roots and Soul are considering multiple options for the 2027 season, including installing bleachers at their Alameda training site or building a pop-up field in the parking lot of the Coliseum.\u003c/p>\n\u003cp>The Roots \u003ca href=\"https://www.kqed.org/news/12023859/oakland-roots-soul-want-to-play-in-the-coliseum-for-years-to-come\">abandoned a plan\u003c/a> to construct a temporary stadium in the Coliseum’s adjacent Malibu lot last year, saying at the time that they hoped to remain in the site’s existing stadium as they worked to build a dedicated facility.\u003c/p>\n\u003cp>The club has been pursuing a permanent home since its inaugural season in 2019, when it hosted home matches at nearby Laney College. In 2023, the Roots moved to Cal State East Bay’s Hayward campus, where they played until the move to the Coliseum last year.\u003c/p>\n\u003cp>For years, the Roots have been eyeing Howard Terminal, a former shipping container terminal owned by the Port of Oakland, for a waterfront stadium, and said it’s working to secure an exclusive negotiating agreement with the port to create a “world-class” waterfront venue there.\u003c/p>\n\u003cp>It’s also exploring the potential to build a stadium at the Coliseum site, though that option is likely complicated by the now yearslong negotiations between stakeholders and the \u003ca href=\"https://www.kqed.org/news/12048852/after-months-oakland-coliseum-sale-is-finally-up-for-key-vote-heres-what-to-know\">African American Sports and Entertainment Group\u003c/a>, the development group in the process of purchasing the property.\u003c/p>\n\u003cfigure id=\"attachment_12032650\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032650\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Oakland Roots forward EJ Johnson (22) battles between San Antonio FC midfielder Almir de Jesús Soto (18) and defender Mitchell Taintor (3) at the Oakland Coliseum on March 22, 2025, in Oakland, California. This was the first Roots game played in the storied stadium. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Though the Roots’ departure could mean the end of Oakland sports at the Coliseum for now, AASEG has said it’s open to hosting athletic teams in the future.\u003c/p>\n\u003cp>Barenz said she hopes Oaklanders will come out to one of the team’s final seven games in the stadium, beginning July 25 against the Sacramento Republic FC.\u003c/p>\n\u003cp>“I think it is possible these will be the last sporting event at the building of the Coliseum,” she said. “We wanted to make sure that we gave our fans plenty of notice … so they would have lots of opportunity to come out and celebrate our games there and bid farewell to that storied venue.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/ninathorsen\">\u003cem>Nina Thorsen\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>The \u003ca href=\"https://www.kqed.org/arts/13987541/the-oakland-roots-edreece-arghandiwal-soccer-2026-season\">Oakland Roots\u003c/a> will play their final matches at the Oakland Coliseum this fall, the team announced Thursday.\u003c/p>\n\u003cp>The soccer club’s tenancy has kept Oakland sports fans tethered to the iconic stadium since the Athletics’ departure last year, but they’ll be the latest professional sports team to depart the space in September.\u003c/p>\n\u003cp>“It’s been an incredible honor to be at the Coliseum these past two years,” Oakland Roots and Soul SC President Lindsay Barenz said. “But we’re also very excited to be moving on to the next step in our evolution and having a venue that we have control over, and we can make our very own.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s [a feeling] of gratitude and hope and excitement about what’s to come,” she continued.\u003c/p>\n\u003cp>The Oakland Roots, a men’s USL Championship team, played home games at the Oakland Coliseum during the 2025 season and plans to host seven more matches at the venue this fall.\u003c/p>\n\u003cfigure id=\"attachment_12032885\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032885\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_4275_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Oakland Roots hosted the San Antonio FC at the Oakland Coliseum on March 22, 2025, in Oakland, California. This was the first Roots game played in the storied stadium. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Barenz said that hosting games at the iconic venue, which drew 26,000 fans to their season opener last year, has been a highlight for the club, but that limitations in their access and control over the space make it unsustainable as a long-term home.\u003c/p>\n\u003cp>As it stands, the Roots’ relationship with the Coliseum requires the club to move out of the venue between matches and gives them little say over amenities like parking, concessions and security.\u003c/p>\n\u003cp>The Roots have also had to play some home matches at Oakland’s Merritt College — the home field of their sister club, the USL Super League Oakland Soul — while the Coliseum hosts other events, like the \u003ca href=\"https://oaklandside.org/2026/07/09/major-league-cricket-2026-san-francisco-unicorns-oakland-championship/\">Major League Cricket playoffs\u003c/a> kicking off this week.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“We want to make sure that from beginning to end that we can control our game days and make sure that they are fun and exciting for our community,” Barenz said.\u003c/p>\n\u003cp>In the short term, Barenz said the Roots and Soul are considering multiple options for the 2027 season, including installing bleachers at their Alameda training site or building a pop-up field in the parking lot of the Coliseum.\u003c/p>\n\u003cp>The Roots \u003ca href=\"https://www.kqed.org/news/12023859/oakland-roots-soul-want-to-play-in-the-coliseum-for-years-to-come\">abandoned a plan\u003c/a> to construct a temporary stadium in the Coliseum’s adjacent Malibu lot last year, saying at the time that they hoped to remain in the site’s existing stadium as they worked to build a dedicated facility.\u003c/p>\n\u003cp>The club has been pursuing a permanent home since its inaugural season in 2019, when it hosted home matches at nearby Laney College. In 2023, the Roots moved to Cal State East Bay’s Hayward campus, where they played until the move to the Coliseum last year.\u003c/p>\n\u003cp>For years, the Roots have been eyeing Howard Terminal, a former shipping container terminal owned by the Port of Oakland, for a waterfront stadium, and said it’s working to secure an exclusive negotiating agreement with the port to create a “world-class” waterfront venue there.\u003c/p>\n\u003cp>It’s also exploring the potential to build a stadium at the Coliseum site, though that option is likely complicated by the now yearslong negotiations between stakeholders and the \u003ca href=\"https://www.kqed.org/news/12048852/after-months-oakland-coliseum-sale-is-finally-up-for-key-vote-heres-what-to-know\">African American Sports and Entertainment Group\u003c/a>, the development group in the process of purchasing the property.\u003c/p>\n\u003cfigure id=\"attachment_12032650\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032650\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250322_Roots_12993-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Oakland Roots forward EJ Johnson (22) battles between San Antonio FC midfielder Almir de Jesús Soto (18) and defender Mitchell Taintor (3) at the Oakland Coliseum on March 22, 2025, in Oakland, California. This was the first Roots game played in the storied stadium. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Though the Roots’ departure could mean the end of Oakland sports at the Coliseum for now, AASEG has said it’s open to hosting athletic teams in the future.\u003c/p>\n\u003cp>Barenz said she hopes Oaklanders will come out to one of the team’s final seven games in the stadium, beginning July 25 against the Sacramento Republic FC.\u003c/p>\n\u003cp>“I think it is possible these will be the last sporting event at the building of the Coliseum,” she said. “We wanted to make sure that we gave our fans plenty of notice … so they would have lots of opportunity to come out and celebrate our games there and bid farewell to that storied venue.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/ninathorsen\">\u003cem>Nina Thorsen\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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"content": "\u003cp>San Francisco Police Chief Derrick Lew offered new information about \u003ca href=\"https://www.kqed.org/news/12089373/san-francisco-supervisors-demand-answers-after-pride-weekend-police-raid\">arrests, use of force and surveillance\u003c/a> during San Francisco’s Pride Weekend on Wednesday.\u003c/p>\n\u003cp>More than a dozen transgender residents and their allies packed San Francisco’s Police Commission meeting on Wednesday night to demand accountability for what they described as a violent, militarized police response to two events in late June. That included the June 26 Trans March, which ended in arrests near Turk and Taylor streets, blocks from the site of the 1966 Compton’s Cafeteria uprising; and an unpermitted block party the next night in the South of Market neighborhood, known as the Stud Alley party.\u003c/p>\n\u003cp>Video of both \u003ca href=\"https://www.instagram.com/reel/DaEvoG-RX3M/?utm_source=ig_web_copy_link&igsh=MzRlODBiNWFlZA==\">spread widely online\u003c/a>, leading District 9 Supervisor Jackie Fielder to file a \u003ca href=\"https://static1.squarespace.com/static/65023928e628bd272e752a09/t/6a431dd60898a511080e40e1/1782783446423/LOI+into+SFPD+re_+pride.pdf\">letter of inquiry\u003c/a> demanding the department, Mayor Daniel Lurie and other officials explain what happened.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>One after another, speakers told the commission they had come to celebrate — and instead watched officers wade into crowds with batons and rifles.\u003c/p>\n\u003cp>“There is no reasonable world where armed police officers should be allowed to instigate violence by charging into an unarmed crowd of thousands,” one speaker said.\u003c/p>\n\u003cp>A trans resident named Leah said people were shoved and handled aggressively, some left with bruises, and that one person reported a concussion. Another speaker, who said she had fled political persecution in Russia, told the commission the officers reminded her of what she had left behind: “people who have been sanctioned by the state to protect us, [who] attack us.”\u003c/p>\n\u003cfigure id=\"attachment_12090418\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090418\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Hundreds participated in a march for Trans Rights in San Francisco, California, on June 26, 2026. \u003ccite>(Courtesy of Kane C Andrade)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Several framed the response as a betrayal of the city’s reputation as a refuge. “If trans people cannot feel safe in this city in San Francisco, what message does that send to the rest of the country?” Leah said.\u003c/p>\n\u003cp>Chief Derrick Lew, appearing before the commission during his regular report, pushed back on what he called misperceptions about the operation.\u003c/p>\n\u003cp>“The San Francisco Police Department supports the LGBTQ community full stop,” he said.\u003c/p>\n\u003cp>The Trans March arrests, he added, “were not targeted at the transgender community” but at “a few people amongst thousands of peaceful participants who chose to break the law” — conduct he said would have drawn arrests “at any event.”[aside postID=news_12089373 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/05/250128-SFImmigration-25-BL_qed.jpg']Lew said the proximity to Compton’s Cafeteria was not chosen “to demean, offend or disrespect,” but was simply where suspects were encountered.\u003c/p>\n\u003cp>By the chief’s account, around 7 p.m., officers saw several people using paint-filled, Super Soaker-style water guns to spray buildings, vehicles and security cameras along the route. A police drone tracked two suspects to Turk and Taylor, Lew said, and captured footage of them stuffing the water guns into a paper bag and stripping off outer clothing and face coverings to “blend back into” the crowd.\u003c/p>\n\u003cp>When officers moved in, he said, a crowd of roughly 300 surrounded them, linked arms, chanted “let them go” and threw glass bottles; one person climbed onto a patrol car and another pried open its door to try to free the detained suspects.\u003c/p>\n\u003cp>What began as “targeted enforcement,” Lew said, “evolved into a crowd management situation” after officers met interference.\u003c/p>\n\u003cp>He reported six arrests at the march, on charges that included felony vandalism with a hate-crime enhancement, conspiracy, resisting arrest and battery on an officer, and more than 20 acts of vandalism, mostly to security and license-plate-reader Flock cameras. In an earlier statement to KQED, SFPD reported five Trans March arrests.\u003c/p>\n\u003cp>At the Stud Alley Pride Weekend party the following night, Lew said, a crowd that grew past 100 blocked Kissling Street with boulders and later built barricades on Washburn Street out of wood, traffic cones and plumbing pipe, spray-painting anti-police graffiti.\u003c/p>\n\u003cfigure id=\"attachment_12090481\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090481\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/DSC8280-scaled-e1783705450346.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Police Department officers form a line on Turk Street in San Francisco’s Tenderloin neighborhood during the Trans March on June 26, 2026. \u003ccite>(Courtesy of Deja Whitney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Officers declared an unlawful assembly and made 20 arrests, mostly for unlawful assembly and resisting or delaying an officer, he said; two officers suffered minor injuries, and a group slashed the tires of two Waymo vehicles. In the past, the party, a six-year SoMa tradition, had been monitored rather than shut down.\u003c/p>\n\u003cp>The sharpest exchange of the night came over use of force. In response to questions from Commission Vice President Kevin Benedicto, Lew confirmed there were eight uses of force at the Trans March and one at the block party — but said he did not have details on what those incidents entailed — drawing repeated criticism from the public.\u003c/p>\n\u003cp>“You’ve clearly and carefully, meticulously tracked instances of vandalism at the Trans March,” one speaker said, “but it’s extremely troubling that you can’t seem to cite even one use of force.”\u003c/p>\n\u003cp>Others said the count did not match what they witnessed. One commenter described seeing an officer knock a woman to the ground beside her; another said she encountered an older woman, jeans torn and bleeding, who had been pushed.\u003c/p>\n\u003cfigure id=\"attachment_12090480\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090480\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/DSC8302-scaled-e1783705687955.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Police and protesters look at one another during the Trans March on June 26, 2026, near the intersection of Turk and Taylor streets in San Francisco. \u003ccite>(Courtesy of Deja Whitney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Several returned to the same question: why officers moved into a dense crowd to arrest suspects already identified by drone, rather than making arrests later.\u003c/p>\n\u003cp>“Who put property over human life and health?” asked one Mission District resident.\u003c/p>\n\u003cp>Others questioned the use of drones, and Flock automated license-plate cameras at LGBTQ events, citing reports that such data has been shared with agencies in other states.\u003c/p>\n\u003cp>Karen Fleshman, a District 5 resident, told the commission that cameras funded by a single tech billionaire — in reference to \u003ca href=\"https://www.eff.org/deeplinks/2025/09/san-francisco-gets-invasive-billionaire-bought-surveillance-hq\">Ripple founder Chris Larsen\u003c/a>, whose $9.4 million gift funded a new crime investigations center — had spread across the city, and that “the people of San Francisco don’t want a surveillance state.”\u003c/p>\n\u003cp>The Department of Police Accountability said it is auditing SFPD’s use of surveillance and license-plate readers, an inquiry it opened in April.\u003c/p>\n\u003cfigure id=\"attachment_12090478\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12090478 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/DSC8343-scaled-e1783706096233.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Demonstrators and police officers clash during the Trans March on June 26, 2026, near the intersection of Turk and Taylor streets in San Francisco. \u003ccite>(Courtesy of Deja Whitney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Not everyone objected to police at community celebrations. San Francisco police have long had a heavy presence during Pride, including marching in the main parade — something that has drawn objection from many in the LGBTQ community in \u003ca href=\"https://www.kqed.org/news/11917710/sfpd-officers-to-march-in-pride-amid-complicated-feelings-uniform-compromise\">recent years\u003c/a>.\u003c/p>\n\u003cp>A retired police officer said officers had helped make a recent Juneteenth celebration a success, and Commissioner Mattie Scott pushed for a prevention-focused approach, with community “ambassadors” and strategic planning ahead of large events.\u003c/p>\n\u003cp>Commissioners Benedicto and Cindy Elias asked that Fielder’s letter and the department’s response be posted publicly and agendized for a future meeting, and pressed Lew on holding a town hall of the kind SFPD convenes after officer-involved shootings. Lew said he was in talks with supervisors about some form of public discussion and that the department’s response to Fielder is due July 16.\u003c/p>\n\u003cp>For many who spoke, that was not enough.\u003c/p>\n\u003cp>“Shame on all of you,” said activist Michael Petrelis, faulting the commission for not formally placing the Trans March on its agenda. “When cops show up, trouble starts. That is the lesson I take away from what happened.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco Police Chief Derrick Lew offered new information about \u003ca href=\"https://www.kqed.org/news/12089373/san-francisco-supervisors-demand-answers-after-pride-weekend-police-raid\">arrests, use of force and surveillance\u003c/a> during San Francisco’s Pride Weekend on Wednesday.\u003c/p>\n\u003cp>More than a dozen transgender residents and their allies packed San Francisco’s Police Commission meeting on Wednesday night to demand accountability for what they described as a violent, militarized police response to two events in late June. That included the June 26 Trans March, which ended in arrests near Turk and Taylor streets, blocks from the site of the 1966 Compton’s Cafeteria uprising; and an unpermitted block party the next night in the South of Market neighborhood, known as the Stud Alley party.\u003c/p>\n\u003cp>Video of both \u003ca href=\"https://www.instagram.com/reel/DaEvoG-RX3M/?utm_source=ig_web_copy_link&igsh=MzRlODBiNWFlZA==\">spread widely online\u003c/a>, leading District 9 Supervisor Jackie Fielder to file a \u003ca href=\"https://static1.squarespace.com/static/65023928e628bd272e752a09/t/6a431dd60898a511080e40e1/1782783446423/LOI+into+SFPD+re_+pride.pdf\">letter of inquiry\u003c/a> demanding the department, Mayor Daniel Lurie and other officials explain what happened.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One after another, speakers told the commission they had come to celebrate — and instead watched officers wade into crowds with batons and rifles.\u003c/p>\n\u003cp>“There is no reasonable world where armed police officers should be allowed to instigate violence by charging into an unarmed crowd of thousands,” one speaker said.\u003c/p>\n\u003cp>A trans resident named Leah said people were shoved and handled aggressively, some left with bruises, and that one person reported a concussion. Another speaker, who said she had fled political persecution in Russia, told the commission the officers reminded her of what she had left behind: “people who have been sanctioned by the state to protect us, [who] attack us.”\u003c/p>\n\u003cfigure id=\"attachment_12090418\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090418\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/A64A3904-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Hundreds participated in a march for Trans Rights in San Francisco, California, on June 26, 2026. \u003ccite>(Courtesy of Kane C Andrade)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Several framed the response as a betrayal of the city’s reputation as a refuge. “If trans people cannot feel safe in this city in San Francisco, what message does that send to the rest of the country?” Leah said.\u003c/p>\n\u003cp>Chief Derrick Lew, appearing before the commission during his regular report, pushed back on what he called misperceptions about the operation.\u003c/p>\n\u003cp>“The San Francisco Police Department supports the LGBTQ community full stop,” he said.\u003c/p>\n\u003cp>The Trans March arrests, he added, “were not targeted at the transgender community” but at “a few people amongst thousands of peaceful participants who chose to break the law” — conduct he said would have drawn arrests “at any event.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Lew said the proximity to Compton’s Cafeteria was not chosen “to demean, offend or disrespect,” but was simply where suspects were encountered.\u003c/p>\n\u003cp>By the chief’s account, around 7 p.m., officers saw several people using paint-filled, Super Soaker-style water guns to spray buildings, vehicles and security cameras along the route. A police drone tracked two suspects to Turk and Taylor, Lew said, and captured footage of them stuffing the water guns into a paper bag and stripping off outer clothing and face coverings to “blend back into” the crowd.\u003c/p>\n\u003cp>When officers moved in, he said, a crowd of roughly 300 surrounded them, linked arms, chanted “let them go” and threw glass bottles; one person climbed onto a patrol car and another pried open its door to try to free the detained suspects.\u003c/p>\n\u003cp>What began as “targeted enforcement,” Lew said, “evolved into a crowd management situation” after officers met interference.\u003c/p>\n\u003cp>He reported six arrests at the march, on charges that included felony vandalism with a hate-crime enhancement, conspiracy, resisting arrest and battery on an officer, and more than 20 acts of vandalism, mostly to security and license-plate-reader Flock cameras. In an earlier statement to KQED, SFPD reported five Trans March arrests.\u003c/p>\n\u003cp>At the Stud Alley Pride Weekend party the following night, Lew said, a crowd that grew past 100 blocked Kissling Street with boulders and later built barricades on Washburn Street out of wood, traffic cones and plumbing pipe, spray-painting anti-police graffiti.\u003c/p>\n\u003cfigure id=\"attachment_12090481\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090481\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/DSC8280-scaled-e1783705450346.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Police Department officers form a line on Turk Street in San Francisco’s Tenderloin neighborhood during the Trans March on June 26, 2026. \u003ccite>(Courtesy of Deja Whitney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Officers declared an unlawful assembly and made 20 arrests, mostly for unlawful assembly and resisting or delaying an officer, he said; two officers suffered minor injuries, and a group slashed the tires of two Waymo vehicles. In the past, the party, a six-year SoMa tradition, had been monitored rather than shut down.\u003c/p>\n\u003cp>The sharpest exchange of the night came over use of force. In response to questions from Commission Vice President Kevin Benedicto, Lew confirmed there were eight uses of force at the Trans March and one at the block party — but said he did not have details on what those incidents entailed — drawing repeated criticism from the public.\u003c/p>\n\u003cp>“You’ve clearly and carefully, meticulously tracked instances of vandalism at the Trans March,” one speaker said, “but it’s extremely troubling that you can’t seem to cite even one use of force.”\u003c/p>\n\u003cp>Others said the count did not match what they witnessed. One commenter described seeing an officer knock a woman to the ground beside her; another said she encountered an older woman, jeans torn and bleeding, who had been pushed.\u003c/p>\n\u003cfigure id=\"attachment_12090480\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090480\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/DSC8302-scaled-e1783705687955.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Police and protesters look at one another during the Trans March on June 26, 2026, near the intersection of Turk and Taylor streets in San Francisco. \u003ccite>(Courtesy of Deja Whitney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Several returned to the same question: why officers moved into a dense crowd to arrest suspects already identified by drone, rather than making arrests later.\u003c/p>\n\u003cp>“Who put property over human life and health?” asked one Mission District resident.\u003c/p>\n\u003cp>Others questioned the use of drones, and Flock automated license-plate cameras at LGBTQ events, citing reports that such data has been shared with agencies in other states.\u003c/p>\n\u003cp>Karen Fleshman, a District 5 resident, told the commission that cameras funded by a single tech billionaire — in reference to \u003ca href=\"https://www.eff.org/deeplinks/2025/09/san-francisco-gets-invasive-billionaire-bought-surveillance-hq\">Ripple founder Chris Larsen\u003c/a>, whose $9.4 million gift funded a new crime investigations center — had spread across the city, and that “the people of San Francisco don’t want a surveillance state.”\u003c/p>\n\u003cp>The Department of Police Accountability said it is auditing SFPD’s use of surveillance and license-plate readers, an inquiry it opened in April.\u003c/p>\n\u003cfigure id=\"attachment_12090478\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12090478 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/DSC8343-scaled-e1783706096233.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Demonstrators and police officers clash during the Trans March on June 26, 2026, near the intersection of Turk and Taylor streets in San Francisco. \u003ccite>(Courtesy of Deja Whitney)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Not everyone objected to police at community celebrations. San Francisco police have long had a heavy presence during Pride, including marching in the main parade — something that has drawn objection from many in the LGBTQ community in \u003ca href=\"https://www.kqed.org/news/11917710/sfpd-officers-to-march-in-pride-amid-complicated-feelings-uniform-compromise\">recent years\u003c/a>.\u003c/p>\n\u003cp>A retired police officer said officers had helped make a recent Juneteenth celebration a success, and Commissioner Mattie Scott pushed for a prevention-focused approach, with community “ambassadors” and strategic planning ahead of large events.\u003c/p>\n\u003cp>Commissioners Benedicto and Cindy Elias asked that Fielder’s letter and the department’s response be posted publicly and agendized for a future meeting, and pressed Lew on holding a town hall of the kind SFPD convenes after officer-involved shootings. Lew said he was in talks with supervisors about some form of public discussion and that the department’s response to Fielder is due July 16.\u003c/p>\n\u003cp>For many who spoke, that was not enough.\u003c/p>\n\u003cp>“Shame on all of you,” said activist Michael Petrelis, faulting the commission for not formally placing the Trans March on its agenda. “When cops show up, trouble starts. That is the lesson I take away from what happened.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Longtime \u003ca href=\"https://www.kqed.org/news/tag/oakland-police-department\">Oakland Police\u003c/a> officer James Beere was selected to serve as the department’s permanent chief on Thursday.\u003c/p>\n\u003cp>Mayor Barbara Lee selected Beere, a department veteran of nearly three decades, to bring long-desired stability to the department after years of leadership turnover.\u003c/p>\n\u003cp>Beere has served as interim chief since December, following \u003ca href=\"https://www.kqed.org/news/12059098/oaklands-police-chief-is-resigning-after-just-a-year-and-a-half\">Floyd Mitchell’s departure\u003c/a> after less than a year on the job. Mitchell’s resignation was at least the 10th leadership change in a decade at the department, which has struggled to recruit and retain officers and exit court oversight through instability.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Today’s appointment is about more than selecting a police chief — it is about renewing our commitment to the people of Oakland,” Lee said in a statement. “James Beere embraces meaningful civilian oversight and constitutional policing, values collaboration with our neighborhoods, businesses, and faith leaders, and is fully prepared to lead on day one.”\u003c/p>\n\u003cp>Previous public safety leaders have come under sharp scrutiny for \u003ca href=\"https://www.kqed.org/news/12085228/oakland-police-judge-clears-path-for-possible-end-to-federal-oversight\">major corruption scandals\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12078769/oakland-crime-plunges-in-2026-but-many-residents-havent-felt-the-shift\">concerns over crime\u003c/a>, but the new chief is stepping into the official role with widespread support.\u003c/p>\n\u003cp>“ Not a lot of people agree on many things in Oakland, but we all agree on Beere,” City Council President Kevin Jenkins said.\u003c/p>\n\u003cfigure id=\"attachment_12038002\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12038002\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An Oakland Police Department squad car in downtown Oakland on April 28, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Beere joined the Oakland Police Department in 1997 and has worked key roles in vice and narcotics before rising to sergeant in crime reduction and intelligence units. He commanded the force’s criminal investigations division before serving as former assistant chief of police.\u003c/p>\n\u003cp>Councilmember Zac Unger praised Beere for being “instrumental” to Oakland’s declining crime rates and supporting the city’s \u003ca href=\"https://www.kqed.org/news/11974485/how-oaklands-marquee-gun-violence-prevention-program-broke-down\">Operation Ceasefire\u003c/a> gun violence prevention initiative.\u003c/p>\n\u003cp>“He is a stable pick. He has the trust of the community. He has the trust of our police officers. And I think he is the right person to lead us into the next phase of OPD,” Unger said.\u003c/p>\n\u003cp>Lee selected Beere from four candidates after a recruitment process led by the city’s police commission and retired Sacramento Police Chief Daniel Hahn.\u003c/p>\n\u003cp>Beere said that he doesn’t expect much to change now that his position is permanent and will continue to focus on reducing crime, recruiting new officers and constitutional policing.[aside postID=news_12090103 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/CAT_Flock-Out_img.png']He also promised to maintain the many reforms instituted since a \u003ca href=\"https://www.kqed.org/forum/2010101891855/oakland-police-departments-brutality-corruption-and-cover-up-and-long-road-toward-reform\">police misconduct scandal\u003c/a> shook community trust in 2000. More than 100 people sued OPD, accusing a group of officers known as the “Riders” of beating, kidnapping and planting drugs on them.\u003c/p>\n\u003cp>The department agreed to a negotiated settlement agreement in 2003, which included coming into compliance with 51 tasks to reshape the department’s culture and policy under federal oversight.\u003c/p>\n\u003cp>In May, a court monitor found that the department had reached full compliance, and OPD is set for a hearing where it could regain independence in the fall.\u003c/p>\n\u003cp>“ I’ve seen the worst, but I’ve also seen the best,” Beere said. “I’m a product of the negotiated settlement agreement. And if we are taken out of court oversight in September, the negotiated settlement agreement’s not going away.”\u003c/p>\n\u003cp>He said the reforms are “ stitched into the fabric” of the department.\u003c/p>\n\u003cp>John Burris, an attorney who brought that case and spent decades overseeing OPD’s progress toward achieving the reforms, said that as a veteran of the department, Beere understands the reforms.\u003c/p>\n\u003cp>“I think that we have confidence that when crises do happen and do occur, which they will, he will handle them in a manner that’s consistent with the general orders that are applicable,” Burris said. “Not show a kind of favoritism and make decisions based upon his relationship with various officers, as opposed to following the rules that have been laid out by the NSA.”\u003c/p>\n\u003cp>Beere’s appointment still needs to be approved by the city council, which is expected July 17.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/dmeagley\">\u003cem>Desmond Meagley\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>\u003c/p>\n\u003cp>“Today’s appointment is about more than selecting a police chief — it is about renewing our commitment to the people of Oakland,” Lee said in a statement. “James Beere embraces meaningful civilian oversight and constitutional policing, values collaboration with our neighborhoods, businesses, and faith leaders, and is fully prepared to lead on day one.”\u003c/p>\n\u003cp>Previous public safety leaders have come under sharp scrutiny for \u003ca href=\"https://www.kqed.org/news/12085228/oakland-police-judge-clears-path-for-possible-end-to-federal-oversight\">major corruption scandals\u003c/a> and \u003ca href=\"https://www.kqed.org/news/12078769/oakland-crime-plunges-in-2026-but-many-residents-havent-felt-the-shift\">concerns over crime\u003c/a>, but the new chief is stepping into the official role with widespread support.\u003c/p>\n\u003cp>“ Not a lot of people agree on many things in Oakland, but we all agree on Beere,” City Council President Kevin Jenkins said.\u003c/p>\n\u003cfigure id=\"attachment_12038002\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12038002\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/250428-OPD-FILE-MD-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An Oakland Police Department squad car in downtown Oakland on April 28, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Beere joined the Oakland Police Department in 1997 and has worked key roles in vice and narcotics before rising to sergeant in crime reduction and intelligence units. He commanded the force’s criminal investigations division before serving as former assistant chief of police.\u003c/p>\n\u003cp>Councilmember Zac Unger praised Beere for being “instrumental” to Oakland’s declining crime rates and supporting the city’s \u003ca href=\"https://www.kqed.org/news/11974485/how-oaklands-marquee-gun-violence-prevention-program-broke-down\">Operation Ceasefire\u003c/a> gun violence prevention initiative.\u003c/p>\n\u003cp>“He is a stable pick. He has the trust of the community. He has the trust of our police officers. And I think he is the right person to lead us into the next phase of OPD,” Unger said.\u003c/p>\n\u003cp>Lee selected Beere from four candidates after a recruitment process led by the city’s police commission and retired Sacramento Police Chief Daniel Hahn.\u003c/p>\n\u003cp>Beere said that he doesn’t expect much to change now that his position is permanent and will continue to focus on reducing crime, recruiting new officers and constitutional policing.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>He also promised to maintain the many reforms instituted since a \u003ca href=\"https://www.kqed.org/forum/2010101891855/oakland-police-departments-brutality-corruption-and-cover-up-and-long-road-toward-reform\">police misconduct scandal\u003c/a> shook community trust in 2000. More than 100 people sued OPD, accusing a group of officers known as the “Riders” of beating, kidnapping and planting drugs on them.\u003c/p>\n\u003cp>The department agreed to a negotiated settlement agreement in 2003, which included coming into compliance with 51 tasks to reshape the department’s culture and policy under federal oversight.\u003c/p>\n\u003cp>In May, a court monitor found that the department had reached full compliance, and OPD is set for a hearing where it could regain independence in the fall.\u003c/p>\n\u003cp>“ I’ve seen the worst, but I’ve also seen the best,” Beere said. “I’m a product of the negotiated settlement agreement. And if we are taken out of court oversight in September, the negotiated settlement agreement’s not going away.”\u003c/p>\n\u003cp>He said the reforms are “ stitched into the fabric” of the department.\u003c/p>\n\u003cp>John Burris, an attorney who brought that case and spent decades overseeing OPD’s progress toward achieving the reforms, said that as a veteran of the department, Beere understands the reforms.\u003c/p>\n\u003cp>“I think that we have confidence that when crises do happen and do occur, which they will, he will handle them in a manner that’s consistent with the general orders that are applicable,” Burris said. “Not show a kind of favoritism and make decisions based upon his relationship with various officers, as opposed to following the rules that have been laid out by the NSA.”\u003c/p>\n\u003cp>Beere’s appointment still needs to be approved by the city council, which is expected July 17.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/dmeagley\">\u003cem>Desmond Meagley\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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"content": "\u003cp>Transit leaders have warned voters in five \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> counties for months that if they fail to pass a regional sales tax measure on November’s ballot, BART, Muni and other agencies will have to dramatically cut service, spiking the cost of living and commute times for many in the region.\u003c/p>\n\u003cp>A \u003ca href=\"https://transitaccountability.com/index.html\">campaign\u003c/a> launched by the Contra Costa Taxpayers Association on Wednesday wants voters to reject that proposition.\u003c/p>\n\u003cp>“ There are a lot of other alternatives that should be looked at first, rather than just continually coming back and asking the voters to approve more taxes,” said Tom Rubin, a member of the governing board for the campaign called the Committee for Affordable Bay Area Transit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The opposition committee pointed to the over $6 billion in taxes, tolls and government grants that they said major Bay Area transit agencies received in fiscal year 2024-25 and said the agencies should instead reallocate existing funding rather than asking taxpayers for more. By pausing funding for major capital projects, including BART Silicon Valley Phase II, California High Speed Rail and Caltrain’s downtown San Francisco expansion, the committee said transit agencies could fully fund operations in the near term and put a slimmed-down tax proposal to fund transit in front of voters in the 2028 election.\u003c/p>\n\u003cp>“ Let’s stop spending huge amounts of money on planning and constructing very stupid mega projects without a purpose and use that money for other purposes, such as operating what we have now,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12034008\" class=\"wp-caption aligncenter\" style=\"max-width: 1989px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12034008\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg\" alt=\"\" width=\"1989\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1020x684.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1920x1287.jpg 1920w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area Rapid Transit commuters stand on the platform as a train pulls into the Powell Street station in San Francisco. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proponents of the sales tax measure, known as the Connect Bay Area Act, have pushed back and questioned the feasibility of the committee’s plan. Jeff Cretan, spokesperson for the campaign, said the committee’s arguments were “not grounded in reality.” Most of the money for those capital projects is from either federal or state sources that “simply can’t be used for operating costs,” he said.\u003c/p>\n\u003cp>“It’s nice to pretend transit funding works like that, but it doesn’t,” Cretan said.\u003c/p>\n\u003cp>Ethan Elkind, the director of the climate program at UC Berkeley Law’s Center for Law, Energy & the Environment, who is not involved in the campaign, called the committee’s proposal “incredibly misleading.”\u003c/p>\n\u003cp>“ In some cases, there are matching funds provided from the state and local level for these federal dollars, but it’s not clear where the matching funds are coming from, and in many cases, those have restrictions as well,” Elkind said.[aside postID=news_12084841 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00181_TV_qed.jpg']If approved by voters, the Connect Bay Area Act would generate around $1 billion annually for 14 years to support BART, AC Transit, Muni and Caltrain, along with other agencies. It would impose a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco.\u003c/p>\n\u003cp>Those agencies are facing critical budget deficits due to pandemic-related drops in revenue and ridership, and all have warned of immense cuts to service unless the Connect Bay Area Act passes.\u003c/p>\n\u003cp>“It’s not a false alarm. If we do not hit a sustainable funding source by this election, stations will close, lines will shut down, and the Bay Area will become less affordable for workers, families, and seniors,” Cretan said.\u003c/p>\n\u003cp>But Rubin and supporters of the Committee for Affordable Bay Area Transit also said the agencies should look inward to their own expenses, and suggested they could save money by reducing overtime pay, evaluating contracts with labor unions and automating BART.\u003c/p>\n\u003cp>The committee’s website lists the highest-paid transit employees in 2024, namely, a BART Senior Police Officer who took home more than $661,000 in total pay and benefits, including over $272,500 in overtime pay.\u003c/p>\n\u003cp>“ These are just people who know how to use the system and get an incredible amount of overtime and other special pay,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12087115\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg\" alt=\"\" width=\"1980\" height=\"1268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-1536x984.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">An Oakland Airport Connector train pulls into the Coliseum BART station in Oakland, California, on Friday, March 18, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While there are real negative examples of what some might consider to be excessively paid employees at transit agencies, Elkind said, “We’re talking about pennies compared to the scale of the need here.”\u003c/p>\n\u003cp>BART’s budget deficit for fiscal year 2027 is $376 million.\u003c/p>\n\u003cp>“ You’re not going to fully fund BART by making sure a police officer is docked a few hundred thousand dollars in pay,” he said.\u003c/p>\n\u003cp>Rubin said the committee is currently self-funded by its own members. He acknowledged that they are heavily outspent by the Connect Bay Area campaign, whose top funders include the company Salesforce and tech CEO Chris Larsen. The Connect Bay Area campaign is also endorsed by a broad coalition of local labor unions, business groups and elected officials.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Transit leaders have warned voters in five \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> counties for months that if they fail to pass a regional sales tax measure on November’s ballot, BART, Muni and other agencies will have to dramatically cut service, spiking the cost of living and commute times for many in the region.\u003c/p>\n\u003cp>A \u003ca href=\"https://transitaccountability.com/index.html\">campaign\u003c/a> launched by the Contra Costa Taxpayers Association on Wednesday wants voters to reject that proposition.\u003c/p>\n\u003cp>“ There are a lot of other alternatives that should be looked at first, rather than just continually coming back and asking the voters to approve more taxes,” said Tom Rubin, a member of the governing board for the campaign called the Committee for Affordable Bay Area Transit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The opposition committee pointed to the over $6 billion in taxes, tolls and government grants that they said major Bay Area transit agencies received in fiscal year 2024-25 and said the agencies should instead reallocate existing funding rather than asking taxpayers for more. By pausing funding for major capital projects, including BART Silicon Valley Phase II, California High Speed Rail and Caltrain’s downtown San Francisco expansion, the committee said transit agencies could fully fund operations in the near term and put a slimmed-down tax proposal to fund transit in front of voters in the 2028 election.\u003c/p>\n\u003cp>“ Let’s stop spending huge amounts of money on planning and constructing very stupid mega projects without a purpose and use that money for other purposes, such as operating what we have now,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12034008\" class=\"wp-caption aligncenter\" style=\"max-width: 1989px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12034008\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg\" alt=\"\" width=\"1989\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1020x684.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1920x1287.jpg 1920w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area Rapid Transit commuters stand on the platform as a train pulls into the Powell Street station in San Francisco. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proponents of the sales tax measure, known as the Connect Bay Area Act, have pushed back and questioned the feasibility of the committee’s plan. Jeff Cretan, spokesperson for the campaign, said the committee’s arguments were “not grounded in reality.” Most of the money for those capital projects is from either federal or state sources that “simply can’t be used for operating costs,” he said.\u003c/p>\n\u003cp>“It’s nice to pretend transit funding works like that, but it doesn’t,” Cretan said.\u003c/p>\n\u003cp>Ethan Elkind, the director of the climate program at UC Berkeley Law’s Center for Law, Energy & the Environment, who is not involved in the campaign, called the committee’s proposal “incredibly misleading.”\u003c/p>\n\u003cp>“ In some cases, there are matching funds provided from the state and local level for these federal dollars, but it’s not clear where the matching funds are coming from, and in many cases, those have restrictions as well,” Elkind said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>If approved by voters, the Connect Bay Area Act would generate around $1 billion annually for 14 years to support BART, AC Transit, Muni and Caltrain, along with other agencies. It would impose a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco.\u003c/p>\n\u003cp>Those agencies are facing critical budget deficits due to pandemic-related drops in revenue and ridership, and all have warned of immense cuts to service unless the Connect Bay Area Act passes.\u003c/p>\n\u003cp>“It’s not a false alarm. If we do not hit a sustainable funding source by this election, stations will close, lines will shut down, and the Bay Area will become less affordable for workers, families, and seniors,” Cretan said.\u003c/p>\n\u003cp>But Rubin and supporters of the Committee for Affordable Bay Area Transit also said the agencies should look inward to their own expenses, and suggested they could save money by reducing overtime pay, evaluating contracts with labor unions and automating BART.\u003c/p>\n\u003cp>The committee’s website lists the highest-paid transit employees in 2024, namely, a BART Senior Police Officer who took home more than $661,000 in total pay and benefits, including over $272,500 in overtime pay.\u003c/p>\n\u003cp>“ These are just people who know how to use the system and get an incredible amount of overtime and other special pay,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12087115\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg\" alt=\"\" width=\"1980\" height=\"1268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-1536x984.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">An Oakland Airport Connector train pulls into the Coliseum BART station in Oakland, California, on Friday, March 18, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While there are real negative examples of what some might consider to be excessively paid employees at transit agencies, Elkind said, “We’re talking about pennies compared to the scale of the need here.”\u003c/p>\n\u003cp>BART’s budget deficit for fiscal year 2027 is $376 million.\u003c/p>\n\u003cp>“ You’re not going to fully fund BART by making sure a police officer is docked a few hundred thousand dollars in pay,” he said.\u003c/p>\n\u003cp>Rubin said the committee is currently self-funded by its own members. He acknowledged that they are heavily outspent by the Connect Bay Area campaign, whose top funders include the company Salesforce and tech CEO Chris Larsen. The Connect Bay Area campaign is also endorsed by a broad coalition of local labor unions, business groups and elected officials.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The first storm of the annual \u003ca href=\"https://www.kqed.org/news/tag/rain\">North American Monsoon season\u003c/a> may be headed to the Bay Area — but forecasters said it’s more likely to bring fire than floods.\u003c/p>\n\u003cp>After a chilly week, the National Weather Service is \u003ca href=\"https://forecast.weather.gov/product.php?format=CI&glossary=1&issuedby=MTR&product=AFD&site=MTR&version=1\">projecting\u003c/a> warmer and drier conditions starting on Thursday, followed by \u003ca href=\"https://www.kqed.org/news/12089721/why-this-could-be-an-unpredictable-year-for-fires-in-california\">monsoon-driven thunderstorms\u003c/a> starting Sunday and continuing through Monday.\u003c/p>\n\u003cp>Monsoons are a shift in winds that often causes a very rainy season or a very dry season. In this case, National Weather Service meteorologist Rachel Kennedy said it’s more likely that any precipitation from the storms would evaporate before it reaches the ground.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“If any lightning does strike the ground, we may see more, easier fires start, especially since we’re having warmer and drier conditions this week that are really serving to dry out our fuels,” Kennedy said.\u003c/p>\n\u003cp>Right now, Monterey, San Benito, Santa Cruz and Santa Clara counties, as well as the East Bay, are most likely to see storms, Kennedy said. However, both the storms and their location are still up in the air, with more clarity coming over the next day or two.\u003c/p>\n\u003cp>“Since we do still have some uncertainty about where and when thunderstorms are going to develop, I wouldn’t fully take thunderstorms off the table for the rest of the Bay Area too,” Kennedy said.\u003c/p>\n\u003cp>Because of this lower confidence, Kennedy encouraged residents to stay up to date on the forecast and stay aware of their surroundings, especially if they live in more rural, fire-prone areas.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The first storm of the annual \u003ca href=\"https://www.kqed.org/news/tag/rain\">North American Monsoon season\u003c/a> may be headed to the Bay Area — but forecasters said it’s more likely to bring fire than floods.\u003c/p>\n\u003cp>After a chilly week, the National Weather Service is \u003ca href=\"https://forecast.weather.gov/product.php?format=CI&glossary=1&issuedby=MTR&product=AFD&site=MTR&version=1\">projecting\u003c/a> warmer and drier conditions starting on Thursday, followed by \u003ca href=\"https://www.kqed.org/news/12089721/why-this-could-be-an-unpredictable-year-for-fires-in-california\">monsoon-driven thunderstorms\u003c/a> starting Sunday and continuing through Monday.\u003c/p>\n\u003cp>Monsoons are a shift in winds that often causes a very rainy season or a very dry season. In this case, National Weather Service meteorologist Rachel Kennedy said it’s more likely that any precipitation from the storms would evaporate before it reaches the ground.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“If any lightning does strike the ground, we may see more, easier fires start, especially since we’re having warmer and drier conditions this week that are really serving to dry out our fuels,” Kennedy said.\u003c/p>\n\u003cp>Right now, Monterey, San Benito, Santa Cruz and Santa Clara counties, as well as the East Bay, are most likely to see storms, Kennedy said. However, both the storms and their location are still up in the air, with more clarity coming over the next day or two.\u003c/p>\n\u003cp>“Since we do still have some uncertainty about where and when thunderstorms are going to develop, I wouldn’t fully take thunderstorms off the table for the rest of the Bay Area too,” Kennedy said.\u003c/p>\n\u003cp>Because of this lower confidence, Kennedy encouraged residents to stay up to date on the forecast and stay aware of their surroundings, especially if they live in more rural, fire-prone areas.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/redwood-city\">Redwood City\u003c/a> residents will decide in November whether to adopt a rent-control and tenant-protection law that would reach well beyond current state and local rules, after the City Council opted on Tuesday to bring the issue to voters.\u003c/p>\n\u003cp>The council \u003ca href=\"https://meetings.redwoodcity.org/AgendaOnline/Documents/ViewDocument/July_7%2C_2026_Special_City_Council_Meeting_2726_Agenda_Packet_7_7_2026_6_00_00_PM.pdf?meetingId=2726&documentType=AgendaPacket&itemId=0&publishId=0&isSection=false\">voted unanimously\u003c/a> to send the citizen-led rent stabilization and tenant-protection measure to the ballot. The measure, organized by Faith in Action Bay Area, a religious advocacy group, qualified after county elections officials verified 4,751 signatures, more than the roughly 4,500 required.\u003c/p>\n\u003cp>“We are legally obligated by state law to either enact the measure outright or to place it on the ballot for the voters to decide,” Councilmember Chris Sturken told KQED.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The measure would cap annual rent increases for qualified units at 5% — or 60% of inflation, whichever is less — and roll rents back to their October 2025 levels.\u003c/p>\n\u003cp>Because of California’s Costa-Hawkins Act, the cap would reach only multifamily buildings built before Feb. 1, 1995 — about 40% of the city’s rental stock, according to a city staff report, or roughly one in five housing units citywide, according to the city’s consultant.\u003c/p>\n\u003cp>But most of the \u003ca href=\"https://meetings.redwoodcity.org/AgendaOnline/Documents/ViewDocument/8.A.%20ATTACHMENT%20A%20%E2%80%93%20PROPOSED%20ORDINANCE.pdf?meetingId=2726&documentType=Agenda&itemId=14940&publishId=23496&isSection=false\">46-page measure\u003c/a> is even more stringent, expanding just-cause eviction protections to nearly all rentals, including single-family homes and ADUs; raising relocation payments for no-fault evictions to at least $12,000; guaranteeing displaced tenants a right to return to the unit; barring landlords from passing utility costs to tenants in rent-capped units; and creating a new, fee-funded city program to run a rent registry, hear petitions and provide free legal aid to low-income tenants.\u003c/p>\n\u003cfigure id=\"attachment_12090358\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090358\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Logo for Redwood City, California on the side door of a city vehicle, Nov. 6, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city commissioned its own study of what the ordinance would do. Economic & Planning Systems, the firm Redwood City hired, found its reach extends well past the rent cap — the eviction, relocation and fee provisions carry “material costs and risks to property owners and investors,” managing principal Jason Moody told the council.\u003c/p>\n\u003cp>William Gomez, a school social worker and Faith in Action leader, said nearly 60% of students in the Redwood City School District are socioeconomically disadvantaged, and that many live doubled- or tripled-up while parents work multiple jobs to cover rent.\u003c/p>\n\u003cp>A family of three earning about $50,000 a year takes home roughly $4,000 a month, he said — about what rent for a one-bedroom now costs in the area.[aside postID=news_12089546 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_1571.jpg']“When it comes to housing, it seems for us to always prioritize corporations that value profit over human belonging,” Gomez said.\u003c/p>\n\u003cp>According to the campaign, rents in older buildings have risen 57% over 15 years, and corporations and real estate trusts own 87% of the city’s apartments.\u003c/p>\n\u003cp>Redwood City has never had local rent control, relying instead on California’s 2019 Tenant Protection Act, which imposed rules concerning rent increases and tenants rights in the state.\u003c/p>\n\u003cp>Residents tried to qualify a similar measure in recent years but fell short on valid signatures. Sturken said the city’s absence of a rent cap — even as neighbors like East Palo Alto have had one for years — comes down to a “fierce” real estate lobby and past policies.\u003c/p>\n\u003cp>Earlier councils had sought compromise, producing an anti-displacement strategy and a tenant-protection ordinance that stopped short of rent control.\u003c/p>\n\u003cp>Opponents, led by real estate and landlord groups, argue the measure would do the opposite of what it intends. Fernando Peña, government affairs director for the San Mateo County Association of Realtors, said it “doesn’t add one unit of housing” and would “reduce supply, increase cost for everyone, and discourage investment.”\u003c/p>\n\u003cfigure id=\"attachment_12090359\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090359\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Aerial view of Redwood City, California in the Silicon Valley, June 12, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He noted that only two of the measure’s 46 pages deal with rent control, with the rest covering evictions, relocation and fees. The burden, he said, would fall on small homeowners — “families, the retirees” — not just corporations. The city should focus on building housing, he said, arguing Redwood City already has among the county’s strongest anti-displacement protections.\u003c/p>\n\u003cp>The California Apartment Association, which represents landlords across the state, also opposes the measure. In a statement, Joshua Howard, the group’s executive vice president of local public affairs, said California and Redwood City already provide strong protections and that the initiative would swap them for “an expensive new layer of city bureaucracy.”\u003c/p>\n\u003cp>“This measure builds government, not housing,” he said.\u003c/p>\n\u003cp>Howard also pointed to Proposition 33, the 2024 statewide rent-control expansion he said nearly 60% of Redwood City voters rejected, and dismissed the measure’s provision letting owners petition for higher increases as “a farce.”\u003c/p>\n\u003cp>EPS’s analysis estimated the new program would cost the city $5 million to $11 million a year — far more than the $84 to $120 per-unit annual fees written into the ordinance, which it said would cover only 13% to 32% of the cost.\u003c/p>\n\u003cp>Real per-unit fees, it projected, would run $320 to $700. Moody said the heaviest impact would fall on pre-1995 buildings, which he called the city’s “naturally occurring affordable housing,” and warned that the ban on billing tenants for utilities would be “an immediate hit” to older properties.\u003c/p>\n\u003cfigure id=\"attachment_11970115\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11970115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1.jpg\" alt=\"An aerial view of a city, with a bridge over a waterway.\" width=\"1920\" height=\"1104\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-800x460.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-1020x587.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-160x92.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-1536x883.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view of Redwood City. \u003ccite>(Thomas Winz/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>EPS also found that, adjusted for inflation, Redwood City rents have gradually declined over the past decade.\u003c/p>\n\u003cp>EPS associate Kaavya Chhatrapati, who modeled the effect on affordable housing, said the measure “is not expected to directly prevent Redwood City from meeting its” state-mandated housing goals, “but it could make affordable housing production and preservation more difficult over time.”\u003c/p>\n\u003cp>Sturken told KQED the council’s role is “a bridge” between “sides that are diametrically opposed.” His bigger worry, he said, is the campaign ahead: “There’s going to be a lot of misinformation, a lot of fear-mongering.”\u003c/p>\n\u003cp>He urged voters to read the measure and the city’s financial reports before Election Day arguments are due on Aug. 11.\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/redwood-city\">Redwood City\u003c/a> residents will decide in November whether to adopt a rent-control and tenant-protection law that would reach well beyond current state and local rules, after the City Council opted on Tuesday to bring the issue to voters.\u003c/p>\n\u003cp>The council \u003ca href=\"https://meetings.redwoodcity.org/AgendaOnline/Documents/ViewDocument/July_7%2C_2026_Special_City_Council_Meeting_2726_Agenda_Packet_7_7_2026_6_00_00_PM.pdf?meetingId=2726&documentType=AgendaPacket&itemId=0&publishId=0&isSection=false\">voted unanimously\u003c/a> to send the citizen-led rent stabilization and tenant-protection measure to the ballot. The measure, organized by Faith in Action Bay Area, a religious advocacy group, qualified after county elections officials verified 4,751 signatures, more than the roughly 4,500 required.\u003c/p>\n\u003cp>“We are legally obligated by state law to either enact the measure outright or to place it on the ballot for the voters to decide,” Councilmember Chris Sturken told KQED.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The measure would cap annual rent increases for qualified units at 5% — or 60% of inflation, whichever is less — and roll rents back to their October 2025 levels.\u003c/p>\n\u003cp>Because of California’s Costa-Hawkins Act, the cap would reach only multifamily buildings built before Feb. 1, 1995 — about 40% of the city’s rental stock, according to a city staff report, or roughly one in five housing units citywide, according to the city’s consultant.\u003c/p>\n\u003cp>But most of the \u003ca href=\"https://meetings.redwoodcity.org/AgendaOnline/Documents/ViewDocument/8.A.%20ATTACHMENT%20A%20%E2%80%93%20PROPOSED%20ORDINANCE.pdf?meetingId=2726&documentType=Agenda&itemId=14940&publishId=23496&isSection=false\">46-page measure\u003c/a> is even more stringent, expanding just-cause eviction protections to nearly all rentals, including single-family homes and ADUs; raising relocation payments for no-fault evictions to at least $12,000; guaranteeing displaced tenants a right to return to the unit; barring landlords from passing utility costs to tenants in rent-capped units; and creating a new, fee-funded city program to run a rent registry, hear petitions and provide free legal aid to low-income tenants.\u003c/p>\n\u003cfigure id=\"attachment_12090358\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090358\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2246065193-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Logo for Redwood City, California on the side door of a city vehicle, Nov. 6, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The city commissioned its own study of what the ordinance would do. Economic & Planning Systems, the firm Redwood City hired, found its reach extends well past the rent cap — the eviction, relocation and fee provisions carry “material costs and risks to property owners and investors,” managing principal Jason Moody told the council.\u003c/p>\n\u003cp>William Gomez, a school social worker and Faith in Action leader, said nearly 60% of students in the Redwood City School District are socioeconomically disadvantaged, and that many live doubled- or tripled-up while parents work multiple jobs to cover rent.\u003c/p>\n\u003cp>A family of three earning about $50,000 a year takes home roughly $4,000 a month, he said — about what rent for a one-bedroom now costs in the area.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“When it comes to housing, it seems for us to always prioritize corporations that value profit over human belonging,” Gomez said.\u003c/p>\n\u003cp>According to the campaign, rents in older buildings have risen 57% over 15 years, and corporations and real estate trusts own 87% of the city’s apartments.\u003c/p>\n\u003cp>Redwood City has never had local rent control, relying instead on California’s 2019 Tenant Protection Act, which imposed rules concerning rent increases and tenants rights in the state.\u003c/p>\n\u003cp>Residents tried to qualify a similar measure in recent years but fell short on valid signatures. Sturken said the city’s absence of a rent cap — even as neighbors like East Palo Alto have had one for years — comes down to a “fierce” real estate lobby and past policies.\u003c/p>\n\u003cp>Earlier councils had sought compromise, producing an anti-displacement strategy and a tenant-protection ordinance that stopped short of rent control.\u003c/p>\n\u003cp>Opponents, led by real estate and landlord groups, argue the measure would do the opposite of what it intends. Fernando Peña, government affairs director for the San Mateo County Association of Realtors, said it “doesn’t add one unit of housing” and would “reduce supply, increase cost for everyone, and discourage investment.”\u003c/p>\n\u003cfigure id=\"attachment_12090359\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090359\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GettyImages-2226825406-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">Aerial view of Redwood City, California in the Silicon Valley, June 12, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He noted that only two of the measure’s 46 pages deal with rent control, with the rest covering evictions, relocation and fees. The burden, he said, would fall on small homeowners — “families, the retirees” — not just corporations. The city should focus on building housing, he said, arguing Redwood City already has among the county’s strongest anti-displacement protections.\u003c/p>\n\u003cp>The California Apartment Association, which represents landlords across the state, also opposes the measure. In a statement, Joshua Howard, the group’s executive vice president of local public affairs, said California and Redwood City already provide strong protections and that the initiative would swap them for “an expensive new layer of city bureaucracy.”\u003c/p>\n\u003cp>“This measure builds government, not housing,” he said.\u003c/p>\n\u003cp>Howard also pointed to Proposition 33, the 2024 statewide rent-control expansion he said nearly 60% of Redwood City voters rejected, and dismissed the measure’s provision letting owners petition for higher increases as “a farce.”\u003c/p>\n\u003cp>EPS’s analysis estimated the new program would cost the city $5 million to $11 million a year — far more than the $84 to $120 per-unit annual fees written into the ordinance, which it said would cover only 13% to 32% of the cost.\u003c/p>\n\u003cp>Real per-unit fees, it projected, would run $320 to $700. Moody said the heaviest impact would fall on pre-1995 buildings, which he called the city’s “naturally occurring affordable housing,” and warned that the ban on billing tenants for utilities would be “an immediate hit” to older properties.\u003c/p>\n\u003cfigure id=\"attachment_11970115\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11970115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1.jpg\" alt=\"An aerial view of a city, with a bridge over a waterway.\" width=\"1920\" height=\"1104\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-800x460.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-1020x587.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-160x92.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/12/GettyImages-672643689-1-1536x883.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view of Redwood City. \u003ccite>(Thomas Winz/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>EPS also found that, adjusted for inflation, Redwood City rents have gradually declined over the past decade.\u003c/p>\n\u003cp>EPS associate Kaavya Chhatrapati, who modeled the effect on affordable housing, said the measure “is not expected to directly prevent Redwood City from meeting its” state-mandated housing goals, “but it could make affordable housing production and preservation more difficult over time.”\u003c/p>\n\u003cp>Sturken told KQED the council’s role is “a bridge” between “sides that are diametrically opposed.” His bigger worry, he said, is the campaign ahead: “There’s going to be a lot of misinformation, a lot of fear-mongering.”\u003c/p>\n\u003cp>He urged voters to read the measure and the city’s financial reports before Election Day arguments are due on Aug. 11.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "why-specialized-mariners-are-required-on-every-ship-sailing-into-san-francisco-bay",
"title": "Why Specialized Mariners Are Required on Every Ship Sailing Into San Francisco Bay",
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"headTitle": "Why Specialized Mariners Are Required on Every Ship Sailing Into San Francisco Bay | KQED",
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"content": "\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>On a sunny day, the beauty of San Francisco Bay rivals almost any place in the world. The stately bridges boldly cross its watery expanse, dreamy islands call out for exploration, green or golden hills rise up on all sides and the twinkling lights of the city sparkle in the distance. But on a foggy, windy day, that same paradise can be treacherous for ships coming in and out of the Golden Gate.\u003c/p>\n\u003cp>That’s why all ships over 750 gross tons — about 150 feet or longer — are required to use a special mariner who knows the local conditions when they enter or exit the bay. Known as bar pilots, these local guides board vessels about 11 miles west of the Golden Gate Bridge, take charge of the ship and guide it safely under the bridges and through the bay to its anchorage spot or port berth. They also help move vessels within the bay, like from anchorage to port, for example.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Erik Udd often sees the bar pilot speedboat depart from Pier 9, where the bar pilots are headquartered, as he cycles his pedicab along the Embarcadero.\u003c/p>\n\u003cp>“I’ve seen the boats, and I’ve seen them heading out towards the Golden Gate, but I never thought about the process,” Udd said. So he asked Bay Curious: “What do they do? How does it work? Do they get hazard pay when they’re out there in a storm?”\u003c/p>\n\u003ch2>How the bar pilots came to be\u003c/h2>\n\u003cp>There are a lot of reasons San Francisco Bay is a tricky port to enter. First, there’s a large sandbar outside the mouth of the Golden Gate with only a narrow channel through it that’s deep enough for ships to navigate. Then there’s the weather — dense fog, strong winds and winter storms. Lastly, the currents can be deadly and pull ships off course.\u003c/p>\n\u003cp>For all these reasons, many Gold Rush-era ships foundered and sank on their way into the bay. And sunken ships are bad for the flow of commerce. They create additional maritime hazards and gum up the works.\u003c/p>\n\u003cfigure id=\"attachment_12089870\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12089870 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pilot boat operator navigates a pilot boat in the San Francisco Bay. The pilots guide large ships along California’s coast to ports in San Francisco Bay and beyond. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089871\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089871\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ships sit at anchor in the San Francisco Bay in areas known as ‘anchor buckets,’ where commercial vessels can remain for extended periods. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The San Francisco Bar Pilots have been around a long time,” said Anne McIntyre, business director for the San Francisco Bar Pilots. “We were founded in 1850. The first thing the California legislature did was pass the Pilotage Act, and that’s what founded the San Francisco Bar Pilots.”\u003c/p>\n\u003cp>Evidence of this long history lines the walls of bar pilot headquarters at Pier 9. The first ships they served were sailing ships, but soon steam-powered vessels came on the scene, and eventually, diesel engines.\u003c/p>\n\u003cfigure id=\"attachment_12089869\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089869\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur points to historic photos of early bar pilot boats at the San Francisco Bar Pilots headquarters in San Francisco. The San Francisco Bar Pilot Association was founded in 1850 and is one of the oldest maritime organizations on the Pacific Coast. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the early days, “the pilot would get on a little dinghy, and they’d row to the side of the ship, and then climb up the ladder,” said Captain Cevan Lesieur, a bar pilot with more than 10 years of experience.\u003c/p>\n\u003cp>He has piloted hundreds of ships through the bay’s waters and shook his head at the idea of one man braving the fog and wind alone in a boat powered only by his own strength.\u003c/p>\n\u003cp>“You know when I look at the type of weather and conditions we deal with, these people were just tougher than we are nowadays,” he said.\u003c/p>\n\u003ch2>What’s it like being a bar pilot today?\u003c/h2>\n\u003cp>That’s not to say being a bar pilot today is easy. They have to navigate many types of waterways – including through the open ocean, up and down the Stockton and Sacramento rivers, under several bridges and through a congested central bay. They also pilot all kinds of vessels from massive cargo ships to cruise ships, tankers to bulkers, yachts to car ships.\u003c/p>\n\u003cp>The most harrowing part of a bar pilot’s job is open water boarding. Here’s how it works: when a ship approaches San Francisco from the open ocean, it meets up with a station boat that’s always waiting 11 miles west of the Golden Gate Bridge. The crew on that boat rotates weekly, but the bar pilots work 365 days a year in all weather conditions.\u003c/p>\n\u003cfigure id=\"attachment_12089866\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur (left) prepares to board the Pasha Hawaii ship George III at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089879\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg\" alt=\"\" width=\"2560\" height=\"847\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2000x662.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-1536x508.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2048x678.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: A bar pilot boat pulls up next to the Pasha Hawaii ship George III at the Port of Oakland. Right: Capt. Cevan LeSieur boards the Pasha Hawaii ship George III. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As the ship approaches, it slows down to 9 knots — about 12 miles per hour — and the pilot boat comes alongside at the same speed. Then, timing the jump carefully, the bar pilot leaps across and grabs onto a ladder hanging on the side of the ship.\u003c/p>\n\u003cp>They are not tied into anything when they make this jump. When a ship leaves for sea, this process is reversed, with the bar pilot jumping from the ladder to the moving deck of the pilot boat.[aside postID=news_12088210 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260521-YEMENICOFFEE-11-BL-KQED.jpg']“Getting on can be tricky, and people have gone in the water,” said John Carlier, the president of the bar pilots association and a man with more than 30 years on the job. “But getting off and trying to get that small landing area on that deck while that boat’s surfing past you can be a bit sketchy.”\u003c/p>\n\u003cp>If a pilot does go in the water, he’s wearing a “float coat,” which turns into a lifejacket when it hits the water, complete with lights and a safety whistle. Pilots make the jump in all kinds of weather conditions.\u003c/p>\n\u003cp>“If it’s not safe, you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it,” Lesieur said.\u003c/p>\n\u003cp>He estimated that it’s only about once a year that the weather is so bad that the pilot can’t make the jump. If that happens, the pilot has to stay on the ship until the next port of call and then fly home, and no one wants that.\u003c/p>\n\u003cp>Our question asker, Erik Udd, was interested in knowing if bar pilots receive hazard pay during bad weather, and the answer is no. But they are paid well — in the mid-six figures on average. They are paid by the shipping companies that use their services. There’s a \u003ca href=\"https://sfbarpilots.com/wp-content/uploads/2019/03/Pilotage-Rates.pdf\">rate structure\u003c/a> based on the tonnage of the ship.\u003c/p>\n\u003ch2>Becoming a bar pilot\u003c/h2>\n\u003cp>To become a bar pilot, a person must be a mid-career captain with decades of experience already. There’s a written test and a simulator test. Based on those scores, candidates are ranked on a list from which the bar pilots pull when apprenticeships open up. Once in the training program, most people spend close to two years shadowing more experienced pilots and learning all the different routes.\u003c/p>\n\u003cp>“The area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento,” Carlier said. “There’s eight different sections. You’re going to do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.”\u003c/p>\n\u003cfigure id=\"attachment_12089872\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089872\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bar pilot Capt. Cevan LeSieur stands on the bridge of the Pasha Hawaii ship George III while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They also have to learn by heart over 670 aids to navigation — the lights and buoys — as well as the depth charts for the entire 5,000-square-mile area.\u003c/p>\n\u003cp>Despite the expertise and local knowledge of the bar pilots, there have been instances when they made mistakes with devastating consequences. In 2007, a ship with a bar pilot in charge \u003ca href=\"https://response.restoration.noaa.gov/remembering-cosco-busan-overview-2007-oil-spill\">clipped one of the Bay Bridge towers\u003c/a> and 58,000 gallons of fuel oil spilled into the bay.\u003c/p>\n\u003cp>“There were some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic [navigation] equipment, which definitely added to the sideswiping of the Delta Tower of the Bay Bridge,” Carlier said. “We actually bring our own electronic navigation equipment with us on board now. We also bring our GPS antennas.”\u003c/p>\n\u003ch2>Bar pilots at work\u003c/h2>\n\u003cp>The container ships that dock at the Port of Oakland to load and unload cargo are massive. The largest ones are as long as the Salesforce Tower is tall, but even more modestly sized ones are huge. The bar pilots have had to adapt as the ships have gotten bigger.\u003c/p>\n\u003cp>\u003ca href=\"https://www.pashahawaii.com/services/vessels/george-iii\">George III is a container ship\u003c/a> operated by Pasha Hawaii that brings supplies to the Hawaiian Islands. It runs the same route every two weeks, leaving Honolulu mostly empty save for a few commodities like macadamia nuts and rum, stops in Oakland to take on cargo and then heads down to Long Beach for more, before returning to Hawaii.\u003c/p>\n\u003cfigure id=\"attachment_12089946\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089946\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg\" alt=\"\" width=\"1600\" height=\"1079\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-1536x1036.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">Many of the ships operating in the bay are as long as a skyscraper is tall. \u003ccite>(Courtesy of the San Francisco Bar Pilots)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The state of Hawaii has about three to five days of food availability if shipping stopped,” said Ed Washburn, senior vice president of fleet operations. “So it’s very sensitive.”\u003c/p>\n\u003cp>The crew of the ship signs on for long stints, 10 to 14 weeks, but then gets just as much time off on land. When they’re on board, they work as a team to keep ship operations running smoothly, the loads balanced, and the engines purring.\u003c/p>\n\u003cp>George III is a unique vessel because it runs on both diesel fuel and \u003ca href=\"https://www.pashahawaii.com/news-media/news/571/pasha-hawaii-marks-historic-milestone-mv-george-iii-first-lng-powered\">natural gas\u003c/a>, making it a cleaner vessel, but also one with more specific engineering needs. The crew eats, sleeps and works in shifts, building a strong sense of camaraderie.\u003c/p>\n\u003cfigure id=\"attachment_12089873\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089873\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A crew member on the Pasha Hawaii ship George III works on the bridge while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089878\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089878\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg\" alt=\"\" width=\"2560\" height=\"846\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2000x661.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2048x676.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: Mark Bancroft, a second assistant engineer, works in the engine room of the Pasha Hawaii ship George III while docked at the Port of Oakland. Right: Crew members eat dinner on the George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When it’s time to push off for sea, the bar pilot boards the ship and heads towards the ship’s bridge, at the top of the vessel. From there, he checks in with the captain, makes sure the equipment has all been tested and communicates with tugboats.\u003c/p>\n\u003cp>“It’s kinda anticlimactic when you have 90-ton boats and no wind,” said Christian Barron, the bar pilot on duty as George III slowly inched away from the dock. “We’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.”\u003c/p>\n\u003cfigure id=\"attachment_12089875\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089875\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco bar pilot Christian Barron works on the Pasha Hawaii ship George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089874\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089874\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bar pilot boat is docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089876\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089876\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Views of the San Francisco skyline from a bar pilot boat. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once the ship was safely out of San Francisco Bay, Christian climbed down the ladder and jumped onto the station boat, where he waited for the next ship needing his services to arrive.\u003c/p>\n\u003cp>When the bar pilots are doing their jobs well, we landlubbers might not even know they exist. We only see the stocked grocery shelves, fuel at the gas pump and cruise ships awaiting passengers at the pier. But to make all of that happen, a bar pilot is working day or night, rain or shine, fog or no, to bring ships safely to port.\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> If you ask mariners, they’ll tell you, navigating a boat from the open ocean into the San Francisco Bay is notoriously treacherous.\u003c/p>\n\u003cp>There’s the dense fog that can make it hard to see. Strong currents constantly rearrange the sea floor, and can quickly throw a vessel off course. And finally – our bridges! If a boat were to strike a pillar it could be\u003cem> catastrophic. \u003c/em>\u003c/p>\n\u003cp>That’s why captains of big ships aren’t allowed to navigate into port on their own. A specially trained mariner called a \u003cem>bar pilot\u003c/em> – hops aboard every ship that comes into San Francisco Bay, and takes over command.\u003c/p>\n\u003cp>We got a question about those bar pilots, so we sent Bay Curious editor and producer Katrina Schwartz to the Embarcadero to meet the man who asked it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik Udd said he’d meet me at the Embarcadero BART station. When I emerged on the escalator he was waiting for me, sitting at the helm of a pedicab.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s a great retirement job, I get exercise, it is perfect for me.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While we talk, he’s giving me a ride in his pedicab over to Pier 9…near the Exploratorium…\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Oh, there goes a boat right now.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While Erik pedals along the Embarcadero, he often notices the orange and white boats with the word “PILOT” painted on the side in giant, all caps letters.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>I’ve seen the boats and I’ve seen them heading out towards the golden gate, but I never thought about the process. What do they do? How does it work?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik wants to know everything about the bar pilots. Like, how does the pilot get onto one of those big container ships?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>How big of a boat needs a pilot to come into the bay?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What kind of training do the pilots go through?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Has anyone ever gone in the water? I’m sure someone has gone in the water. Maybe a better question is how many times?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What happens when there’s a storm?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Do they get hazard pay when they’re out there in a storm?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>After all, some of the ships coming into the bay are truly massive.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s like a building is moving along across the water. Those things are huge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It’s quite a lot of questions, but I’m up to the task. Erik drops me off at Pier 9, where the Bar Pilots are headquartered. It’s the last office out at the end of the pier and sits behind a chain link fence. But once I’m inside, it looks like a fairly typical office building except the views of the bay are stunning.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Anne’s office has the best views in the city.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me around.\u003c/p>\n\u003cp>Cevan has been a pilot here for 12 years.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is the best and most interesting waterway to work on from my experience and most challenging. So I always said if I was gonna become a pilot, it’d be in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Challenging because of the currents, the weather, the varied types of waterways and a congested central bay. Bar pilots can be called upon to move cruise ships, oil tankers, cargo ships, even really big yachts. And they have to be able to skillfully maneuver each type of vessel through narrowly dredged channels up the Sacramento and Stockton rivers and around smaller vessels.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We service all nine Bay Area ports. So we take ships all the way up to West Sacramento, to Stockton, down to Redwood City, even down to Monterey.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Here’s how it works.\u003c/p>\n\u003cp>Every ship over about 150 feet is required by law to use a bar pilot to enter and exit the bay, as well as to move from anchor to port within the bay. The pilots serve about 75-hundred vessels a year.\u003c/p>\n\u003cp>The most dramatic moment for a bar pilot happens out in the open ocean beyond the Golden Gate Bridge.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>We have what we call our station boat or ocean boats. And one is off shore at all times, about 11 miles west of the Golden Gate Bridge. And so we have crews out there that rotate every week.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>When a large vessel is heading into San Francisco Bay, it meets up with the bar pilot boat out on the ocean and the bar pilot leaps from one to the other — you heard that right — and they are not tied into anything when they do it. Then they climb up a ladder on the outside of the ship.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Timing is critical, and especially the worse the weather, the more important timing is.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The ships are side-by-side going about 12-miles per hour when the pilot makes his jump. Cevan says there are some weather conditions that make the transfer too dangerous, but it doesn’t happen often…maybe once a year.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>If it’s not safe you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the pilot is on board, he or she communicates with the captain and crew to bring the vessel safely under the Golden Gate Bridge, through the Bay and to its anchorage spot or port berth. The same happens in reverse, except the pilot has to jump off the ladder and onto the pilot boat.\u003c/p>\n\u003cp>Every bar pilot I talked to had a harrowing story about open water boarding, but Cevan’s is the funniest.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>I was boarding a car ship and the conditions were really bad and the ship and the pilot boat were going up and down and up and down. The wind was so bad, I took like 3 attempts. Finally we came alongside and I was on the platform and I jumped and landed on the deck and was laying there. And the mate looked down, and said you’re f**ing crazy!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Over their long history, pilots \u003cem>have\u003c/em> died and many have gone in the water, but it’s not common.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>In the modern era, we have not lost a pilot here. And the last time a pilot went into the water has been several years ago.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>If a pilot does miss the jump, he’s wearing a “float coat” that becomes a life jacket when he hits the water, complete with lights and whistles.\u003c/p>\n\u003cp>And to answer our question asker, no, they don’t get hazard pay. But they are paid well… on average about 500,000 a year — all of that paid by the companies operating the boats they serve.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> We’re going to take a quick break, but when we come back we’ll learn how the bar pilots came to be and Katrina gets to shadow a pilot on a real job. Will she make the jump? All that coming up.\u003c/p>\n\u003cp>Sponsor message\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We were on a tour of bar pilot headquarters at Pier 9. Bay Curious editor and producer Katrina Schwartz found the halls are lined with evidence of the organization’s very \u003cstrong>long\u003c/strong> history.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me cool photos and artifacts from bar pilot history.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We have to stop at this one here. This is the original charter from the first California legislative session.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Anne points to an old looking document on the wall.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>The San Francisco Bar Pilots have been around a long time. We were founded in 1850. We’re the second oldest business in San Francisco behind Boudin Bread.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bar pilots are as old as the state of California. Even back in 1850, state legislators understood the future of San Francisco — California even — depended on the safe flow of ships in and out of the Bay. We couldn’t have all these shipwrecks gumming up the works.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We were the first act of the first California Legislature. So the first thing the California legislature did was pass the pilotage act happened and that’s what founded the San Francisco Bar Pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Back then, the ships coming to San Francisco were mostly sailing vessels. By the end of the century coal-fired steam engines would come on the scene and later diesel engines. Each era required something different from the bar pilots, Cevan tells me. Boarding sailing ships might have been the most physically demanding.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>The pilot would get on a little dinghy, and they’d row to the side of the ship, and then you’d climb up the ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>He shakes his head at the idea of rowing a dingy through dense fog and huge wake.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>You know when I look at the type of weather and conditions we deal with…These people were just tougher than we are nowadays. \u003cem>(Laughs, fade under)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>To become a bar pilot, you have to be a mid-career captain with many years of experience. There’s a written test and a simulator test. Candidates are ranked based on their scores and are then eligible for an apprenticeship with the bar pilots.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>You’re going to probably do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>John Carlier is the President of the Bar Pilots Association. He says there are eight sections in the Bay, each with their own challenges, and the pilots have to learn all of them.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>And the area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Piloting up the rivers here can be especially challenging. The ships are within two feet of the bottom in narrow channels with little room for error. And it takes a long time, about 9 hours from the open ocean to Stockton or Sacramento, so they usually change bar pilots half way to avoid fatigue.\u003c/p>\n\u003cp>Despite all this training, there have been incidents when ships captained by bar pilots have run into trouble in the Bay. Like in 2007 when an oil tanker clipped one of the Bay Bridge towers.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>Yes, that was a bar pilot.\u003c/p>\n\u003cp>\u003cstrong>News clip: \u003c/strong>A 900 foot container ship hit the Bay Bridge tower east of the main anchorage. 58,000 gallons of fuel oil. Countless fragile ecosystems.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>There was some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic nav equipment which definitely added to you know the the sideswiping of the Delta Tower of the Bay Bridge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Because of that incident, the bar pilots now bring their own GPS navigational equipment on board with them so they don’t have to rely on the vessel’s equipment.\u003c/p>\n\u003cp>I’m going to get to see that in action soon, so we start heading towards a boat with the word “pilot” boldly written on its side tied up out back. We clamor aboard. It looks like a fancy speedboat, and head towards Oakland.\u003c/p>\n\u003cp>\u003cstrong>Pilot: \u003c/strong>Where do you want to head to?\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Port of Oakland, George III\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It takes about 20 minutes to cross the bay and soon our small boat is pulling up alongside a massive containership. This boat is considered “small” by shipping standards and it’s still as tall as a 15 story building from the water up to the top. I now have to step from the bobbing deck of the pilot boat onto a rope ladder dangling from the first deck.\u003c/p>\n\u003cp>\u003cem>Sounds of ladder clanking against the ship\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>I had hoped to do the open ocean leap I’d heard so much about. Climbing about 15 feet up this ladder felt pretty tame by comparison. The water in the Oakland estuary was very calm, kinda the training wheels version of this climb. No heroics for me.\u003c/p>\n\u003cp>This ship, George the III, brings supplies to the Hawaiian Islands.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>Everything from medicine to groceries to fertilizer.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Ed Washburn is senior vice president of fleet operations with Pasha, Hawaii, the company that owns this vessel.\u003c/p>\n\u003cp>This ship runs the same two-week route on repeat.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The state of Hawaii has about three to five days of food availability, of shipping stopped. So it’s very sensitive.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It leaves Honolulu mostly empty, carrying a few commodities like rum and macadamia nuts to the mainland. Then it stops in Oakland to pick up cargo, down to Long Beach for more and back to Honolulu.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The value of that is about $50 million in cargo each time.\u003c/p>\n\u003cp>Ok, should we go up to the bridge?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bridge is at the top of the ship and it’s where the bar pilot does their work. We walk up A LOT of steps to get there.\u003c/p>\n\u003cp>\u003cem>(sounds of steps under this)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>From up here we have incredible views of the sun setting over the bay and the internal workings of the port.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is Christian Barron. He’s also a Cal Maritime graduate.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Today, Christian Barron is the bar pilot in charge. But Cevan is hanging out with me, explaining what’s happening so I don’t bug Christian at crucial moments, like when he’s checking in with the captain.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Once the tugs have been made fast and the engine’s been tested we can get rolling.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>The engine has been tested.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>These massive ships are hard to maneuver, so pilots use tugboats to pull the ship off the dock.\u003c/p>\n\u003cp>\u003cstrong>Radio sounds: \u003c/strong>Captain, this is the chief engineer. Show of power. Cables secured.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Roger, Dave.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Christian checks in with Vessel Traffic Services, basically air traffic control for boats, to let them know his plan and find out if there are other vessels in the shipping lanes he needs to be aware of.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>\u003cspan style=\"font-weight: 400\">Traffic, good evening, 4-5. Preparing to depart Oakland 55 starboard side two bound for sea. Deep draft 32 feet two inches. Tend to Delta-Echo span and deep water traffic lane Working my tugs on 20 Alpha.\u003c/span>\u003c/p>\n\u003cp>\u003cb>VTS Operator:\u003c/b>\u003cspan style=\"font-weight: 400\"> Roger, copy that, 4-5. George the third preparing to get underway from Oakland…\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Nothing to worry about. There’s a fair amount of waiting as the crew gets in position and the port workers untie the boat.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>All clear forward\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>And then we get going.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron:\u003c/strong> All clear fore and aft, stand clear of your tuglines.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Artemis and Apollo are the names of the tugboats.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Ok, ready to go. Artemis stop and stretch. Apollo stop and stretch.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As Christian gives orders, the massive container ship starts to slowly move away from the dock.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>It’s kinda anticlimactic when you have 90 ton boats and no wind.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the tugboats are secured and ready to go, the whole procedure only takes about ten minutes.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>It is a little anticlimactic.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>We love boring when it comes to this.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene):\u003c/strong> I didn’t even realize we were moving at first.\u003c/p>\n\u003cp>\u003cem>Port sounds\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>You pushed off, what’s the next thing.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>I’ll give a command for dead slow ahead. We’ll confirm the engines come up to rpm and then we’ll put the tugs in position so they can follow along so they’re not impeding us, but can still affect the boat if we have an engine or steering failure they can still maneuver the vessel if need be.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Then he’ll check in with traffic again to let them know he’s underway and get any updates.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>And then we’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>Anything you’re particularly concerned about tonight?\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Tonight, no. We have a little bit of current at the bar, so I just need to make sure I time my turns correctly, use enough rudder, engine.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Unfortunately, the bar pilots were not keen on me following Christian all the way out into the open ocean to disembark at 9 knots onto the pilot boat. Instead, we’ll be going back down the ladder in the Oakland estuary.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Thanks, nice to meet you all. Safe voyage.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Be safe on the ladder!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>We tramp down many flights of stairs, back to the lowest deck and our ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It should be easier going down, right.\u003c/p>\n\u003cp>\u003cem>Sounds of clanking\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Pilot boat crew: \u003c/strong>You’re two from the bottom…\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As we head back towards the Ferry Building, the sun’s last glow seeping from the sky, I’m struck by the vastness of the Bay as the darkness encroaches.\u003c/p>\n\u003cp>I’m heading home to my warm bed. But a crew of bar pilots is waiting 11 miles offshore rain or shine. At their best, their work is invisible to us. We only notice the stocked shelves, cruise ships at their berths and fuel at the gas station. Our entire city works because they do. Guiding ship after ship through the fog and to safety.\u003c/p>\n\u003cp>\u003cem>Sound of the pilot boat motoring back to the Embarcadero\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was Bay Curious editor and producer, Katrina Schwartz.\u003c/p>\n\u003cp>Thanks to the KQED Members whose support made this episode possible! If you’d like to become a member, visit donate.kqed.org/podcasts to get started. It only takes a minute and comes with some nice perks. We’ll drop the link in our show notes.\u003c/p>\n\u003cp>Bay Curious is made by Katrina Schwartz, Christopher Beale and me, Olivia Allen-Price. With extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on Team KQED.\u003c/p>\n\u003cp>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/p>\n\u003cp>I’m Olivia Allen-Price. Have a great week!\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "San Francisco Bay is notorious in the shipping world for its tricky waters. That’s why bar pilots — specially trained mariners — board every ship entering or exiting the bay and guide it to safety.",
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"title": "Why Specialized Mariners Are Required on Every Ship Sailing Into San Francisco Bay | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003ca href=\"#Viewthefullepisodetranscript\">View the full episode transcript.\u003c/a>\u003c/em>\u003c/p>\n\u003cp>On a sunny day, the beauty of San Francisco Bay rivals almost any place in the world. The stately bridges boldly cross its watery expanse, dreamy islands call out for exploration, green or golden hills rise up on all sides and the twinkling lights of the city sparkle in the distance. But on a foggy, windy day, that same paradise can be treacherous for ships coming in and out of the Golden Gate.\u003c/p>\n\u003cp>That’s why all ships over 750 gross tons — about 150 feet or longer — are required to use a special mariner who knows the local conditions when they enter or exit the bay. Known as bar pilots, these local guides board vessels about 11 miles west of the Golden Gate Bridge, take charge of the ship and guide it safely under the bridges and through the bay to its anchorage spot or port berth. They also help move vessels within the bay, like from anchorage to port, for example.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Erik Udd often sees the bar pilot speedboat depart from Pier 9, where the bar pilots are headquartered, as he cycles his pedicab along the Embarcadero.\u003c/p>\n\u003cp>“I’ve seen the boats, and I’ve seen them heading out towards the Golden Gate, but I never thought about the process,” Udd said. So he asked Bay Curious: “What do they do? How does it work? Do they get hazard pay when they’re out there in a storm?”\u003c/p>\n\u003ch2>How the bar pilots came to be\u003c/h2>\n\u003cp>There are a lot of reasons San Francisco Bay is a tricky port to enter. First, there’s a large sandbar outside the mouth of the Golden Gate with only a narrow channel through it that’s deep enough for ships to navigate. Then there’s the weather — dense fog, strong winds and winter storms. Lastly, the currents can be deadly and pull ships off course.\u003c/p>\n\u003cp>For all these reasons, many Gold Rush-era ships foundered and sank on their way into the bay. And sunken ships are bad for the flow of commerce. They create additional maritime hazards and gum up the works.\u003c/p>\n\u003cfigure id=\"attachment_12089870\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12089870 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-22-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A pilot boat operator navigates a pilot boat in the San Francisco Bay. The pilots guide large ships along California’s coast to ports in San Francisco Bay and beyond. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089871\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089871\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-28-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ships sit at anchor in the San Francisco Bay in areas known as ‘anchor buckets,’ where commercial vessels can remain for extended periods. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The San Francisco Bar Pilots have been around a long time,” said Anne McIntyre, business director for the San Francisco Bar Pilots. “We were founded in 1850. The first thing the California legislature did was pass the Pilotage Act, and that’s what founded the San Francisco Bar Pilots.”\u003c/p>\n\u003cp>Evidence of this long history lines the walls of bar pilot headquarters at Pier 9. The first ships they served were sailing ships, but soon steam-powered vessels came on the scene, and eventually, diesel engines.\u003c/p>\n\u003cfigure id=\"attachment_12089869\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089869\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-01-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur points to historic photos of early bar pilot boats at the San Francisco Bar Pilots headquarters in San Francisco. The San Francisco Bar Pilot Association was founded in 1850 and is one of the oldest maritime organizations on the Pacific Coast. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the early days, “the pilot would get on a little dinghy, and they’d row to the side of the ship, and then climb up the ladder,” said Captain Cevan Lesieur, a bar pilot with more than 10 years of experience.\u003c/p>\n\u003cp>He has piloted hundreds of ships through the bay’s waters and shook his head at the idea of one man braving the fog and wind alone in a boat powered only by his own strength.\u003c/p>\n\u003cp>“You know when I look at the type of weather and conditions we deal with, these people were just tougher than we are nowadays,” he said.\u003c/p>\n\u003ch2>What’s it like being a bar pilot today?\u003c/h2>\n\u003cp>That’s not to say being a bar pilot today is easy. They have to navigate many types of waterways – including through the open ocean, up and down the Stockton and Sacramento rivers, under several bridges and through a congested central bay. They also pilot all kinds of vessels from massive cargo ships to cruise ships, tankers to bulkers, yachts to car ships.\u003c/p>\n\u003cp>The most harrowing part of a bar pilot’s job is open water boarding. Here’s how it works: when a ship approaches San Francisco from the open ocean, it meets up with a station boat that’s always waiting 11 miles west of the Golden Gate Bridge. The crew on that boat rotates weekly, but the bar pilots work 365 days a year in all weather conditions.\u003c/p>\n\u003cfigure id=\"attachment_12089866\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089866\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-34-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Capt. Cevan LeSieur (left) prepares to board the Pasha Hawaii ship George III at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089879\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089879\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg\" alt=\"\" width=\"2560\" height=\"847\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2000x662.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-1536x508.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych4-2048x678.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: A bar pilot boat pulls up next to the Pasha Hawaii ship George III at the Port of Oakland. Right: Capt. Cevan LeSieur boards the Pasha Hawaii ship George III. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As the ship approaches, it slows down to 9 knots — about 12 miles per hour — and the pilot boat comes alongside at the same speed. Then, timing the jump carefully, the bar pilot leaps across and grabs onto a ladder hanging on the side of the ship.\u003c/p>\n\u003cp>They are not tied into anything when they make this jump. When a ship leaves for sea, this process is reversed, with the bar pilot jumping from the ladder to the moving deck of the pilot boat.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“Getting on can be tricky, and people have gone in the water,” said John Carlier, the president of the bar pilots association and a man with more than 30 years on the job. “But getting off and trying to get that small landing area on that deck while that boat’s surfing past you can be a bit sketchy.”\u003c/p>\n\u003cp>If a pilot does go in the water, he’s wearing a “float coat,” which turns into a lifejacket when it hits the water, complete with lights and a safety whistle. Pilots make the jump in all kinds of weather conditions.\u003c/p>\n\u003cp>“If it’s not safe, you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it,” Lesieur said.\u003c/p>\n\u003cp>He estimated that it’s only about once a year that the weather is so bad that the pilot can’t make the jump. If that happens, the pilot has to stay on the ship until the next port of call and then fly home, and no one wants that.\u003c/p>\n\u003cp>Our question asker, Erik Udd, was interested in knowing if bar pilots receive hazard pay during bad weather, and the answer is no. But they are paid well — in the mid-six figures on average. They are paid by the shipping companies that use their services. There’s a \u003ca href=\"https://sfbarpilots.com/wp-content/uploads/2019/03/Pilotage-Rates.pdf\">rate structure\u003c/a> based on the tonnage of the ship.\u003c/p>\n\u003ch2>Becoming a bar pilot\u003c/h2>\n\u003cp>To become a bar pilot, a person must be a mid-career captain with decades of experience already. There’s a written test and a simulator test. Based on those scores, candidates are ranked on a list from which the bar pilots pull when apprenticeships open up. Once in the training program, most people spend close to two years shadowing more experienced pilots and learning all the different routes.\u003c/p>\n\u003cp>“The area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento,” Carlier said. “There’s eight different sections. You’re going to do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.”\u003c/p>\n\u003cfigure id=\"attachment_12089872\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089872\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-57-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bar pilot Capt. Cevan LeSieur stands on the bridge of the Pasha Hawaii ship George III while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>They also have to learn by heart over 670 aids to navigation — the lights and buoys — as well as the depth charts for the entire 5,000-square-mile area.\u003c/p>\n\u003cp>Despite the expertise and local knowledge of the bar pilots, there have been instances when they made mistakes with devastating consequences. In 2007, a ship with a bar pilot in charge \u003ca href=\"https://response.restoration.noaa.gov/remembering-cosco-busan-overview-2007-oil-spill\">clipped one of the Bay Bridge towers\u003c/a> and 58,000 gallons of fuel oil spilled into the bay.\u003c/p>\n\u003cp>“There were some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic [navigation] equipment, which definitely added to the sideswiping of the Delta Tower of the Bay Bridge,” Carlier said. “We actually bring our own electronic navigation equipment with us on board now. We also bring our GPS antennas.”\u003c/p>\n\u003ch2>Bar pilots at work\u003c/h2>\n\u003cp>The container ships that dock at the Port of Oakland to load and unload cargo are massive. The largest ones are as long as the Salesforce Tower is tall, but even more modestly sized ones are huge. The bar pilots have had to adapt as the ships have gotten bigger.\u003c/p>\n\u003cp>\u003ca href=\"https://www.pashahawaii.com/services/vessels/george-iii\">George III is a container ship\u003c/a> operated by Pasha Hawaii that brings supplies to the Hawaiian Islands. It runs the same route every two weeks, leaving Honolulu mostly empty save for a few commodities like macadamia nuts and rum, stops in Oakland to take on cargo and then heads down to Long Beach for more, before returning to Hawaii.\u003c/p>\n\u003cfigure id=\"attachment_12089946\" class=\"wp-caption aligncenter\" style=\"max-width: 1600px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089946\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg\" alt=\"\" width=\"1600\" height=\"1079\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots.jpg 1600w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/GraphBarPilots-1536x1036.jpg 1536w\" sizes=\"auto, (max-width: 1600px) 100vw, 1600px\">\u003cfigcaption class=\"wp-caption-text\">Many of the ships operating in the bay are as long as a skyscraper is tall. \u003ccite>(Courtesy of the San Francisco Bar Pilots)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The state of Hawaii has about three to five days of food availability if shipping stopped,” said Ed Washburn, senior vice president of fleet operations. “So it’s very sensitive.”\u003c/p>\n\u003cp>The crew of the ship signs on for long stints, 10 to 14 weeks, but then gets just as much time off on land. When they’re on board, they work as a team to keep ship operations running smoothly, the loads balanced, and the engines purring.\u003c/p>\n\u003cp>George III is a unique vessel because it runs on both diesel fuel and \u003ca href=\"https://www.pashahawaii.com/news-media/news/571/pasha-hawaii-marks-historic-milestone-mv-george-iii-first-lng-powered\">natural gas\u003c/a>, making it a cleaner vessel, but also one with more specific engineering needs. The crew eats, sleeps and works in shifts, building a strong sense of camaraderie.\u003c/p>\n\u003cfigure id=\"attachment_12089873\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089873\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-60-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A crew member on the Pasha Hawaii ship George III works on the bridge while docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089878\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089878\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg\" alt=\"\" width=\"2560\" height=\"846\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2000x661.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-Diptych03-BL-2048x676.jpg 2048w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Left: Mark Bancroft, a second assistant engineer, works in the engine room of the Pasha Hawaii ship George III while docked at the Port of Oakland. Right: Crew members eat dinner on the George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When it’s time to push off for sea, the bar pilot boards the ship and heads towards the ship’s bridge, at the top of the vessel. From there, he checks in with the captain, makes sure the equipment has all been tested and communicates with tugboats.\u003c/p>\n\u003cp>“It’s kinda anticlimactic when you have 90-ton boats and no wind,” said Christian Barron, the bar pilot on duty as George III slowly inched away from the dock. “We’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.”\u003c/p>\n\u003cfigure id=\"attachment_12089875\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089875\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-83-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco bar pilot Christian Barron works on the Pasha Hawaii ship George III before departing the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089874\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089874\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-72-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bar pilot boat is docked at the Port of Oakland. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12089876\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089876\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/260114-BarPilots-101-BL-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Views of the San Francisco skyline from a bar pilot boat. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Once the ship was safely out of San Francisco Bay, Christian climbed down the ladder and jumped onto the station boat, where he waited for the next ship needing his services to arrive.\u003c/p>\n\u003cp>When the bar pilots are doing their jobs well, we landlubbers might not even know they exist. We only see the stocked grocery shelves, fuel at the gas pump and cruise ships awaiting passengers at the pier. But to make all of that happen, a bar pilot is working day or night, rain or shine, fog or no, to bring ships safely to port.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>\u003ca id=\"Viewthefullepisodetranscript\">\u003c/a>Episode transcript\u003c/h2>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> If you ask mariners, they’ll tell you, navigating a boat from the open ocean into the San Francisco Bay is notoriously treacherous.\u003c/p>\n\u003cp>There’s the dense fog that can make it hard to see. Strong currents constantly rearrange the sea floor, and can quickly throw a vessel off course. And finally – our bridges! If a boat were to strike a pillar it could be\u003cem> catastrophic. \u003c/em>\u003c/p>\n\u003cp>That’s why captains of big ships aren’t allowed to navigate into port on their own. A specially trained mariner called a \u003cem>bar pilot\u003c/em> – hops aboard every ship that comes into San Francisco Bay, and takes over command.\u003c/p>\n\u003cp>We got a question about those bar pilots, so we sent Bay Curious editor and producer Katrina Schwartz to the Embarcadero to meet the man who asked it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik Udd said he’d meet me at the Embarcadero BART station. When I emerged on the escalator he was waiting for me, sitting at the helm of a pedicab.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s a great retirement job, I get exercise, it is perfect for me.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While we talk, he’s giving me a ride in his pedicab over to Pier 9…near the Exploratorium…\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Oh, there goes a boat right now.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>While Erik pedals along the Embarcadero, he often notices the orange and white boats with the word “PILOT” painted on the side in giant, all caps letters.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>I’ve seen the boats and I’ve seen them heading out towards the golden gate, but I never thought about the process. What do they do? How does it work?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Erik wants to know everything about the bar pilots. Like, how does the pilot get onto one of those big container ships?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>How big of a boat needs a pilot to come into the bay?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What kind of training do the pilots go through?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Has anyone ever gone in the water? I’m sure someone has gone in the water. Maybe a better question is how many times?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>What happens when there’s a storm?\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>Do they get hazard pay when they’re out there in a storm?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>After all, some of the ships coming into the bay are truly massive.\u003c/p>\n\u003cp>\u003cstrong>Erik Udd: \u003c/strong>It’s like a building is moving along across the water. Those things are huge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It’s quite a lot of questions, but I’m up to the task. Erik drops me off at Pier 9, where the Bar Pilots are headquartered. It’s the last office out at the end of the pier and sits behind a chain link fence. But once I’m inside, it looks like a fairly typical office building except the views of the bay are stunning.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Anne’s office has the best views in the city.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me around.\u003c/p>\n\u003cp>Cevan has been a pilot here for 12 years.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is the best and most interesting waterway to work on from my experience and most challenging. So I always said if I was gonna become a pilot, it’d be in San Francisco.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Challenging because of the currents, the weather, the varied types of waterways and a congested central bay. Bar pilots can be called upon to move cruise ships, oil tankers, cargo ships, even really big yachts. And they have to be able to skillfully maneuver each type of vessel through narrowly dredged channels up the Sacramento and Stockton rivers and around smaller vessels.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We service all nine Bay Area ports. So we take ships all the way up to West Sacramento, to Stockton, down to Redwood City, even down to Monterey.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Here’s how it works.\u003c/p>\n\u003cp>Every ship over about 150 feet is required by law to use a bar pilot to enter and exit the bay, as well as to move from anchor to port within the bay. The pilots serve about 75-hundred vessels a year.\u003c/p>\n\u003cp>The most dramatic moment for a bar pilot happens out in the open ocean beyond the Golden Gate Bridge.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>We have what we call our station boat or ocean boats. And one is off shore at all times, about 11 miles west of the Golden Gate Bridge. And so we have crews out there that rotate every week.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>When a large vessel is heading into San Francisco Bay, it meets up with the bar pilot boat out on the ocean and the bar pilot leaps from one to the other — you heard that right — and they are not tied into anything when they do it. Then they climb up a ladder on the outside of the ship.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Timing is critical, and especially the worse the weather, the more important timing is.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The ships are side-by-side going about 12-miles per hour when the pilot makes his jump. Cevan says there are some weather conditions that make the transfer too dangerous, but it doesn’t happen often…maybe once a year.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>If it’s not safe you don’t do it, but a lot of people would look at the conditions and not think it’s safe, but we have our own definition of it.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the pilot is on board, he or she communicates with the captain and crew to bring the vessel safely under the Golden Gate Bridge, through the Bay and to its anchorage spot or port berth. The same happens in reverse, except the pilot has to jump off the ladder and onto the pilot boat.\u003c/p>\n\u003cp>Every bar pilot I talked to had a harrowing story about open water boarding, but Cevan’s is the funniest.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>I was boarding a car ship and the conditions were really bad and the ship and the pilot boat were going up and down and up and down. The wind was so bad, I took like 3 attempts. Finally we came alongside and I was on the platform and I jumped and landed on the deck and was laying there. And the mate looked down, and said you’re f**ing crazy!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Over their long history, pilots \u003cem>have\u003c/em> died and many have gone in the water, but it’s not common.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>In the modern era, we have not lost a pilot here. And the last time a pilot went into the water has been several years ago.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>If a pilot does miss the jump, he’s wearing a “float coat” that becomes a life jacket when he hits the water, complete with lights and whistles.\u003c/p>\n\u003cp>And to answer our question asker, no, they don’t get hazard pay. But they are paid well… on average about 500,000 a year — all of that paid by the companies operating the boats they serve.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> We’re going to take a quick break, but when we come back we’ll learn how the bar pilots came to be and Katrina gets to shadow a pilot on a real job. Will she make the jump? All that coming up.\u003c/p>\n\u003cp>Sponsor message\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We were on a tour of bar pilot headquarters at Pier 9. Bay Curious editor and producer Katrina Schwartz found the halls are lined with evidence of the organization’s very \u003cstrong>long\u003c/strong> history.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Captains Cevan Lesieur and Anne McIntyre are showing me cool photos and artifacts from bar pilot history.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We have to stop at this one here. This is the original charter from the first California legislative session.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Anne points to an old looking document on the wall.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>The San Francisco Bar Pilots have been around a long time. We were founded in 1850. We’re the second oldest business in San Francisco behind Boudin Bread.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bar pilots are as old as the state of California. Even back in 1850, state legislators understood the future of San Francisco — California even — depended on the safe flow of ships in and out of the Bay. We couldn’t have all these shipwrecks gumming up the works.\u003c/p>\n\u003cp>\u003cstrong>Anne McIntyre: \u003c/strong>We were the first act of the first California Legislature. So the first thing the California legislature did was pass the pilotage act happened and that’s what founded the San Francisco Bar Pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Back then, the ships coming to San Francisco were mostly sailing vessels. By the end of the century coal-fired steam engines would come on the scene and later diesel engines. Each era required something different from the bar pilots, Cevan tells me. Boarding sailing ships might have been the most physically demanding.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>The pilot would get on a little dinghy, and they’d row to the side of the ship, and then you’d climb up the ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>He shakes his head at the idea of rowing a dingy through dense fog and huge wake.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>You know when I look at the type of weather and conditions we deal with…These people were just tougher than we are nowadays. \u003cem>(Laughs, fade under)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>To become a bar pilot, you have to be a mid-career captain with many years of experience. There’s a written test and a simulator test. Candidates are ranked based on their scores and are then eligible for an apprenticeship with the bar pilots.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>You’re going to probably do in the neighborhood of at least 600 jobs under the tutelage of existing pilots.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>John Carlier is the President of the Bar Pilots Association. He says there are eight sections in the Bay, each with their own challenges, and the pilots have to learn all of them.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>And the area starts with the Gulf of the Farallones, works its way through the main bay, down the Redwood City, and all the way up to Stockton and Sacramento.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Piloting up the rivers here can be especially challenging. The ships are within two feet of the bottom in narrow channels with little room for error. And it takes a long time, about 9 hours from the open ocean to Stockton or Sacramento, so they usually change bar pilots half way to avoid fatigue.\u003c/p>\n\u003cp>Despite all this training, there have been incidents when ships captained by bar pilots have run into trouble in the Bay. Like in 2007 when an oil tanker clipped one of the Bay Bridge towers.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>Yes, that was a bar pilot.\u003c/p>\n\u003cp>\u003cstrong>News clip: \u003c/strong>A 900 foot container ship hit the Bay Bridge tower east of the main anchorage. 58,000 gallons of fuel oil. Countless fragile ecosystems.\u003c/p>\n\u003cp>\u003cstrong>John Carlier: \u003c/strong>There was some communication problems between the pilot and the crew as to where the center of the bridge was on their electronic nav equipment which definitely added to you know the the sideswiping of the Delta Tower of the Bay Bridge.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Because of that incident, the bar pilots now bring their own GPS navigational equipment on board with them so they don’t have to rely on the vessel’s equipment.\u003c/p>\n\u003cp>I’m going to get to see that in action soon, so we start heading towards a boat with the word “pilot” boldly written on its side tied up out back. We clamor aboard. It looks like a fancy speedboat, and head towards Oakland.\u003c/p>\n\u003cp>\u003cstrong>Pilot: \u003c/strong>Where do you want to head to?\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Port of Oakland, George III\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It takes about 20 minutes to cross the bay and soon our small boat is pulling up alongside a massive containership. This boat is considered “small” by shipping standards and it’s still as tall as a 15 story building from the water up to the top. I now have to step from the bobbing deck of the pilot boat onto a rope ladder dangling from the first deck.\u003c/p>\n\u003cp>\u003cem>Sounds of ladder clanking against the ship\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>I had hoped to do the open ocean leap I’d heard so much about. Climbing about 15 feet up this ladder felt pretty tame by comparison. The water in the Oakland estuary was very calm, kinda the training wheels version of this climb. No heroics for me.\u003c/p>\n\u003cp>This ship, George the III, brings supplies to the Hawaiian Islands.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>Everything from medicine to groceries to fertilizer.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Ed Washburn is senior vice president of fleet operations with Pasha, Hawaii, the company that owns this vessel.\u003c/p>\n\u003cp>This ship runs the same two-week route on repeat.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The state of Hawaii has about three to five days of food availability, of shipping stopped. So it’s very sensitive.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It leaves Honolulu mostly empty, carrying a few commodities like rum and macadamia nuts to the mainland. Then it stops in Oakland to pick up cargo, down to Long Beach for more and back to Honolulu.\u003c/p>\n\u003cp>\u003cstrong>Ed Washburn: \u003c/strong>The value of that is about $50 million in cargo each time.\u003c/p>\n\u003cp>Ok, should we go up to the bridge?\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>The bridge is at the top of the ship and it’s where the bar pilot does their work. We walk up A LOT of steps to get there.\u003c/p>\n\u003cp>\u003cem>(sounds of steps under this)\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>From up here we have incredible views of the sun setting over the bay and the internal workings of the port.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>This is Christian Barron. He’s also a Cal Maritime graduate.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Today, Christian Barron is the bar pilot in charge. But Cevan is hanging out with me, explaining what’s happening so I don’t bug Christian at crucial moments, like when he’s checking in with the captain.\u003c/p>\n\u003cp>\u003cstrong>Cevan Lesieur: \u003c/strong>Once the tugs have been made fast and the engine’s been tested we can get rolling.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>The engine has been tested.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>These massive ships are hard to maneuver, so pilots use tugboats to pull the ship off the dock.\u003c/p>\n\u003cp>\u003cstrong>Radio sounds: \u003c/strong>Captain, this is the chief engineer. Show of power. Cables secured.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Roger, Dave.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Christian checks in with Vessel Traffic Services, basically air traffic control for boats, to let them know his plan and find out if there are other vessels in the shipping lanes he needs to be aware of.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>\u003cspan style=\"font-weight: 400\">Traffic, good evening, 4-5. Preparing to depart Oakland 55 starboard side two bound for sea. Deep draft 32 feet two inches. Tend to Delta-Echo span and deep water traffic lane Working my tugs on 20 Alpha.\u003c/span>\u003c/p>\n\u003cp>\u003cb>VTS Operator:\u003c/b>\u003cspan style=\"font-weight: 400\"> Roger, copy that, 4-5. George the third preparing to get underway from Oakland…\u003c/span>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Nothing to worry about. There’s a fair amount of waiting as the crew gets in position and the port workers untie the boat.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>All clear forward\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>And then we get going.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron:\u003c/strong> All clear fore and aft, stand clear of your tuglines.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Artemis and Apollo are the names of the tugboats.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Ok, ready to go. Artemis stop and stretch. Apollo stop and stretch.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As Christian gives orders, the massive container ship starts to slowly move away from the dock.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>It’s kinda anticlimactic when you have 90 ton boats and no wind.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Once the tugboats are secured and ready to go, the whole procedure only takes about ten minutes.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>It is a little anticlimactic.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>We love boring when it comes to this.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene):\u003c/strong> I didn’t even realize we were moving at first.\u003c/p>\n\u003cp>\u003cem>Port sounds\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>You pushed off, what’s the next thing.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>I’ll give a command for dead slow ahead. We’ll confirm the engines come up to rpm and then we’ll put the tugs in position so they can follow along so they’re not impeding us, but can still affect the boat if we have an engine or steering failure they can still maneuver the vessel if need be.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Then he’ll check in with traffic again to let them know he’s underway and get any updates.\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>And then we’ll start casting off tugs once we get about half a mile from here and start bringing her up to speed.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz (in scene): \u003c/strong>Anything you’re particularly concerned about tonight?\u003c/p>\n\u003cp>\u003cstrong>Christian Barron: \u003c/strong>Tonight, no. We have a little bit of current at the bar, so I just need to make sure I time my turns correctly, use enough rudder, engine.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Unfortunately, the bar pilots were not keen on me following Christian all the way out into the open ocean to disembark at 9 knots onto the pilot boat. Instead, we’ll be going back down the ladder in the Oakland estuary.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>Thanks, nice to meet you all. Safe voyage.\u003c/p>\n\u003cp>\u003cstrong>Captain Eric Veloni: \u003c/strong>Be safe on the ladder!\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>We tramp down many flights of stairs, back to the lowest deck and our ladder.\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>It should be easier going down, right.\u003c/p>\n\u003cp>\u003cem>Sounds of clanking\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Pilot boat crew: \u003c/strong>You’re two from the bottom…\u003c/p>\n\u003cp>\u003cstrong>Katrina Schwartz: \u003c/strong>As we head back towards the Ferry Building, the sun’s last glow seeping from the sky, I’m struck by the vastness of the Bay as the darkness encroaches.\u003c/p>\n\u003cp>I’m heading home to my warm bed. But a crew of bar pilots is waiting 11 miles offshore rain or shine. At their best, their work is invisible to us. We only notice the stocked shelves, cruise ships at their berths and fuel at the gas station. Our entire city works because they do. Guiding ship after ship through the fog and to safety.\u003c/p>\n\u003cp>\u003cem>Sound of the pilot boat motoring back to the Embarcadero\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was Bay Curious editor and producer, Katrina Schwartz.\u003c/p>\n\u003cp>Thanks to the KQED Members whose support made this episode possible! If you’d like to become a member, visit donate.kqed.org/podcasts to get started. It only takes a minute and comes with some nice perks. We’ll drop the link in our show notes.\u003c/p>\n\u003cp>Bay Curious is made by Katrina Schwartz, Christopher Beale and me, Olivia Allen-Price. With extra support from Maha Sanad, Katie Sprenger, Jen Chien, Ethan Toven-Lindsey and everyone on Team KQED.\u003c/p>\n\u003cp>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco Northern California Local.\u003c/p>\n\u003cp>I’m Olivia Allen-Price. Have a great week!\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Found alone and crying, four young \u003ca href=\"https://www.kqed.org/news/tag/animals\">bobcats\u003c/a> now have a temporary home at the Wildlife Care Center in Saratoga.\u003c/p>\n\u003cp>The four bobcats were discovered miles apart, according to the Peninsula Humane Society & SPCA. Two came from Kern County after their mother “suffered an unfortunate fall,” one was found crying in Concord, and the last — underweight and burdened by parasites — was discovered in Carmel.\u003c/p>\n\u003cp>Ashley Kinney, the wildlife rehabilitation department manager at Peninsula Humane Society & SPCA, said that the four of them coming in at once was perfect for the cats and would help them grow into all their natural behaviors.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When the bobcats first arrived at the care center, Kinney said, the priority was removing fleas and ticks, treating for parasites and feeding them a natural meat diet. She said staff generally maintain a hands-off approach to make sure the cats stay “fully wild.”\u003c/p>\n\u003cp>“They have a large enclosure where they’re conditioning, they’re building muscle, they’re learning how to pounce on things,” Kinney said.\u003c/p>\n\u003cp>“They’re very curious. We give them enrichment to keep their little bobcat brains going strong,” she said.\u003c/p>\n\u003cfigure id=\"attachment_12090273\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090273\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bobcat at the Wildlife Care Center in Saratoga, California, on Monday, July 6, 2026. \u003ccite>(Courtesy of Peninsula Humane Society & SPCA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If you see abandoned kittens in your neighborhood, Kinney recommends calling your local wildlife facility, which will walk you through a few questions.\u003c/p>\n\u003cp>“We don’t want to over-rescue anything, so we always ask important questions: like how long has it been vocalizing? What are the circumstances? Have you seen mom?” Kinney said.\u003c/p>\n\u003cp>The four kittens will be released back into the wild in October, according to the shelter.\u003c/p>\n\u003cp>Until then, they will spend their days among the trees, developing their bobcat skills.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/rachael-myrow\">Rachael Myrow\u003c/a> contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Found alone and crying, four young \u003ca href=\"https://www.kqed.org/news/tag/animals\">bobcats\u003c/a> now have a temporary home at the Wildlife Care Center in Saratoga.\u003c/p>\n\u003cp>The four bobcats were discovered miles apart, according to the Peninsula Humane Society & SPCA. Two came from Kern County after their mother “suffered an unfortunate fall,” one was found crying in Concord, and the last — underweight and burdened by parasites — was discovered in Carmel.\u003c/p>\n\u003cp>Ashley Kinney, the wildlife rehabilitation department manager at Peninsula Humane Society & SPCA, said that the four of them coming in at once was perfect for the cats and would help them grow into all their natural behaviors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the bobcats first arrived at the care center, Kinney said, the priority was removing fleas and ticks, treating for parasites and feeding them a natural meat diet. She said staff generally maintain a hands-off approach to make sure the cats stay “fully wild.”\u003c/p>\n\u003cp>“They have a large enclosure where they’re conditioning, they’re building muscle, they’re learning how to pounce on things,” Kinney said.\u003c/p>\n\u003cp>“They’re very curious. We give them enrichment to keep their little bobcat brains going strong,” she said.\u003c/p>\n\u003cfigure id=\"attachment_12090273\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090273\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/8-bobcat-photo-1536x1023.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bobcat at the Wildlife Care Center in Saratoga, California, on Monday, July 6, 2026. \u003ccite>(Courtesy of Peninsula Humane Society & SPCA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If you see abandoned kittens in your neighborhood, Kinney recommends calling your local wildlife facility, which will walk you through a few questions.\u003c/p>\n\u003cp>“We don’t want to over-rescue anything, so we always ask important questions: like how long has it been vocalizing? What are the circumstances? Have you seen mom?” Kinney said.\u003c/p>\n\u003cp>The four kittens will be released back into the wild in October, according to the shelter.\u003c/p>\n\u003cp>Until then, they will spend their days among the trees, developing their bobcat skills.\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/rachael-myrow\">Rachael Myrow\u003c/a> contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Family of Toddler Who Died in Foster Care Files Claim Against Santa Clara County",
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"content": "\u003cp>The family of a \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> toddler who \u003ca href=\"https://www.kqed.org/news/12080197/south-bay-toddler-dies-in-foster-care-after-alleged-sexual-assault\">died\u003c/a> after allegedly being abused in foster care has filed a wrongful death claim against Santa Clara County and the state.\u003c/p>\n\u003cp>Attorneys for Albert and Elva Juarez, the father and maternal grandmother of 2-year-old Jaxon Juarez, filed the identical claims on Tuesday against both the county’s Department of Family and Children’s Services and the \u003ca href=\"https://www.kqed.org/news/12081114/state-oversight-expanded-for-child-welfare-agency-after-toddler-death\">California Department of Social Services\u003c/a>.\u003c/p>\n\u003cp>The claims allege “Jaxon’s wrongful death is the direct result of the negligent and reckless actions and omissions” of the two agencies that placed him in the \u003ca href=\"https://www.kqed.org/news/12080399/south-bay-toddler-placed-with-woman-convicted-of-child-endangerment-before-death\">care of a relative\u003c/a> who had a “known or discoverable history of abuse and neglect, including a prior conviction of child endangerment.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jaxon, a special needs child whose mother died last year from alcohol abuse and whose father faced chronic medical conditions, was placed by the county agency into the care of Bridget Michelle Martinez, a relative of his father’s, in late February.\u003c/p>\n\u003cp>Martinez was convicted in 2014 of felony child endangerment tied to a DUI when her own 1-year-old child was in the car with her. That conviction should have barred social workers from placing Jaxon in her care, even in an emergency.\u003c/p>\n\u003cp>However, a social worker, their supervisor, division manager and bureau manager all signed off on a report certifying that Martinez had not been convicted of such a disqualifying crime, according to internal documents released by the county in response to a records request from KQED.\u003c/p>\n\u003cfigure id=\"attachment_12080419\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080419\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jaxon, a 2-year-old South Bay boy who died while in Santa Clara County’s foster care system after allegedly being sexually assaulted, is seen in this photo provided by his aunt. \u003ccite>(Courtesy of Riley Wallace)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The county is in the process of \u003ca href=\"https://www.kqed.org/news/12089481/santa-clara-county-plans-to-fire-social-workers-after-foster-care-toddler-death\">firing four workers\u003c/a> from the agency in connection with the case.\u003c/p>\n\u003cp>Jaxon died in a hospital on April 9 after authorities said he was repeatedly sexually and physically assaulted by Martinez’s 17-year-old son. The son, who has since turned 18, is currently facing \u003ca href=\"https://www.kqed.org/news/12080584/san-jose-teen-charged-with-murder-of-2-year-old-cousin\">murder\u003c/a> and assault charges in juvenile court but could ultimately be transferred to adult court.\u003c/p>\n\u003cp>The county and state “either failed to conduct the required background check of Martinez and others in the Martinez home, or did conduct the required background checks and, despite Martinez’s felony conviction for child endangerment and other known/knowable risks of abuse to Jaxon, elected to place Jaxon in the Martinez’s home nonetheless,” the claims said.\u003c/p>\n\u003cp>A spokesperson for CDSS said the department does not comment on litigation. The county said it is “reviewing the claim and will process it within the timelines provided by law.”[aside postID=news_12089481 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-20-BL-KQED-1536x1024.jpg']The claims seek unspecified monetary damages. Under California law, the county and state each have 45 days to review the claims and decide whether to try to settle or to reject them. If the claims are rejected, the family would have six months to file a lawsuit.\u003c/p>\n\u003cp>The claims also say the county failed to “investigate and intervene after alarming reports indicated that Jaxon was being abused,” including “suspicious redness on Jaxon’s bottom during a diaper change as well as a red line on his neck at a supervised visit,” which were flagged with a social worker.\u003c/p>\n\u003cp>In early April, just days before his hospitalization, a doctor at a clinic reported suspected abuse of Jaxon to the county’s Child Abuse Neglect Center hotline, prompting a doctor to request that Jaxon be seen for an evaluation as soon as possible, the claims said.\u003c/p>\n\u003cp>“Instead, an emergency response social worker, who was called out to assess signs of possible physical abuse, marked Jaxon as ‘safe’ despite his not being evaluated by the Child Advocacy Center,” the claims said.\u003c/p>\n\u003cp>The county’s Department of Family and Children’s Services was previously placed under the oversight of the California Department of Social Services, following the deaths of two other children in foster care in 2023, including the fentanyl poisoning of 3-month-old Phoenix Castro and the stabbing death of 6-year-old Jordan Walker.\u003c/p>\n\u003cfigure id=\"attachment_12080615\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080615\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Evangeline Dominguez-Estrada (center) listens to District Attorney Jeff Rosen speak outside the Santa Clara County Juvenile Court in San José on April 20, 2026, where prosecutors announced charges against a San José teen accused of killing his 2-year-old foster brother, Jaxon Juarez. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The oversight included a corrective action plan and a series of improvements and policy changes that needed to be made and logged, with a goal of improving safety for children in the care of the foster system.\u003c/p>\n\u003cp>The state “failed to protect Jaxon from known risk of abuse and failed to adequately oversee DFCS with respect to its placement and supervision of Jaxon in the Martinez home,” the claims said.\u003c/p>\n\u003cp>The claims say the state “unquestionably failed to execute its mandatory regulatory oversight” and “effectively dismantled the systemic safeguards that were required to protect vulnerable youth, resulting in a failure to prevent the tragic loss of Jaxon.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The family of a \u003ca href=\"https://www.kqed.org/news/tag/south-bay\">South Bay\u003c/a> toddler who \u003ca href=\"https://www.kqed.org/news/12080197/south-bay-toddler-dies-in-foster-care-after-alleged-sexual-assault\">died\u003c/a> after allegedly being abused in foster care has filed a wrongful death claim against Santa Clara County and the state.\u003c/p>\n\u003cp>Attorneys for Albert and Elva Juarez, the father and maternal grandmother of 2-year-old Jaxon Juarez, filed the identical claims on Tuesday against both the county’s Department of Family and Children’s Services and the \u003ca href=\"https://www.kqed.org/news/12081114/state-oversight-expanded-for-child-welfare-agency-after-toddler-death\">California Department of Social Services\u003c/a>.\u003c/p>\n\u003cp>The claims allege “Jaxon’s wrongful death is the direct result of the negligent and reckless actions and omissions” of the two agencies that placed him in the \u003ca href=\"https://www.kqed.org/news/12080399/south-bay-toddler-placed-with-woman-convicted-of-child-endangerment-before-death\">care of a relative\u003c/a> who had a “known or discoverable history of abuse and neglect, including a prior conviction of child endangerment.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jaxon, a special needs child whose mother died last year from alcohol abuse and whose father faced chronic medical conditions, was placed by the county agency into the care of Bridget Michelle Martinez, a relative of his father’s, in late February.\u003c/p>\n\u003cp>Martinez was convicted in 2014 of felony child endangerment tied to a DUI when her own 1-year-old child was in the car with her. That conviction should have barred social workers from placing Jaxon in her care, even in an emergency.\u003c/p>\n\u003cp>However, a social worker, their supervisor, division manager and bureau manager all signed off on a report certifying that Martinez had not been convicted of such a disqualifying crime, according to internal documents released by the county in response to a records request from KQED.\u003c/p>\n\u003cfigure id=\"attachment_12080419\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080419\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260416-Jaxon-Folo-04-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Jaxon, a 2-year-old South Bay boy who died while in Santa Clara County’s foster care system after allegedly being sexually assaulted, is seen in this photo provided by his aunt. \u003ccite>(Courtesy of Riley Wallace)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The county is in the process of \u003ca href=\"https://www.kqed.org/news/12089481/santa-clara-county-plans-to-fire-social-workers-after-foster-care-toddler-death\">firing four workers\u003c/a> from the agency in connection with the case.\u003c/p>\n\u003cp>Jaxon died in a hospital on April 9 after authorities said he was repeatedly sexually and physically assaulted by Martinez’s 17-year-old son. The son, who has since turned 18, is currently facing \u003ca href=\"https://www.kqed.org/news/12080584/san-jose-teen-charged-with-murder-of-2-year-old-cousin\">murder\u003c/a> and assault charges in juvenile court but could ultimately be transferred to adult court.\u003c/p>\n\u003cp>The county and state “either failed to conduct the required background check of Martinez and others in the Martinez home, or did conduct the required background checks and, despite Martinez’s felony conviction for child endangerment and other known/knowable risks of abuse to Jaxon, elected to place Jaxon in the Martinez’s home nonetheless,” the claims said.\u003c/p>\n\u003cp>A spokesperson for CDSS said the department does not comment on litigation. The county said it is “reviewing the claim and will process it within the timelines provided by law.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The claims seek unspecified monetary damages. Under California law, the county and state each have 45 days to review the claims and decide whether to try to settle or to reject them. If the claims are rejected, the family would have six months to file a lawsuit.\u003c/p>\n\u003cp>The claims also say the county failed to “investigate and intervene after alarming reports indicated that Jaxon was being abused,” including “suspicious redness on Jaxon’s bottom during a diaper change as well as a red line on his neck at a supervised visit,” which were flagged with a social worker.\u003c/p>\n\u003cp>In early April, just days before his hospitalization, a doctor at a clinic reported suspected abuse of Jaxon to the county’s Child Abuse Neglect Center hotline, prompting a doctor to request that Jaxon be seen for an evaluation as soon as possible, the claims said.\u003c/p>\n\u003cp>“Instead, an emergency response social worker, who was called out to assess signs of possible physical abuse, marked Jaxon as ‘safe’ despite his not being evaluated by the Child Advocacy Center,” the claims said.\u003c/p>\n\u003cp>The county’s Department of Family and Children’s Services was previously placed under the oversight of the California Department of Social Services, following the deaths of two other children in foster care in 2023, including the fentanyl poisoning of 3-month-old Phoenix Castro and the stabbing death of 6-year-old Jordan Walker.\u003c/p>\n\u003cfigure id=\"attachment_12080615\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12080615\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260420-SCCDAANNOUNCEMENT-17-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Evangeline Dominguez-Estrada (center) listens to District Attorney Jeff Rosen speak outside the Santa Clara County Juvenile Court in San José on April 20, 2026, where prosecutors announced charges against a San José teen accused of killing his 2-year-old foster brother, Jaxon Juarez. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The oversight included a corrective action plan and a series of improvements and policy changes that needed to be made and logged, with a goal of improving safety for children in the care of the foster system.\u003c/p>\n\u003cp>The state “failed to protect Jaxon from known risk of abuse and failed to adequately oversee DFCS with respect to its placement and supervision of Jaxon in the Martinez home,” the claims said.\u003c/p>\n\u003cp>The claims say the state “unquestionably failed to execute its mandatory regulatory oversight” and “effectively dismantled the systemic safeguards that were required to protect vulnerable youth, resulting in a failure to prevent the tragic loss of Jaxon.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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