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Now, San Francisco’s recovery depends on a financially stable SFMTA and a reliable, safe and clean Muni system.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/SFMTA-Agency-Divisional-Overview-April-2025-Copy.pdf\" target=\"_blank\" rel=\"noopener\"> restructuring\u003c/a> involves the creation of a new administration division led by Virginia Harmon, who is currently the interim director of SFMTA’s Office of Civil Rights.\u003c/p>\n\u003cp>Kirschbaum collapsed multiple communications offices — including the Office of the Chief Strategy Officer and the Communications, Marketing, & Outreach Division — into the Chief of Staff & External Affairs Division. Judson True will lead the new division, replacing acting Chief of Staff Kamini Lall, who will now serve as deputy chief of staff.\u003c/p>\n\u003cp>“By bringing those teams together along with our Chief of Staff office, we now have a single group focusing on how to continue to build trust with community stakeholders as well as to make sure everybody within the agency knows about all of the great work that we’re doing,” Kirschbaum told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12037785\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12037785 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png\" alt=\"\" width=\"1200\" height=\"686\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-800x457.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-1020x583.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-160x91.png 160w\" sizes=\"auto, (max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of Jan. 14, 2025. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_12037784\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037784\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of April 28, 2025. \u003ccite>(SFMTA Staff Memo April 25, 2025)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a Wednesday staff memo announcing the release of 12 managers, Kirschbaum said the main goal of the restructuring was to reduce redundancies within the agency.\u003c/p>\n\u003cp>“These changes are necessary to reduce duplicative roles and the confusion that comes from overlapping and unclear responsibilities,” she wrote.[aside postID=news_12035348 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/11/230921-TaxiDriver-10-BL-1020x680.jpg']Other divisions that have been absorbed or consolidated include Human Resources, which is moving under the new Administration Division; Finance & IT, which will become the Finance Division; and Taxis, Access & Mobility Services, which will now be under the Streets Division.\u003c/p>\n\u003cp>The restructuring announcement comes just after Kirschbaum’s term hit the 100-day mark. She previously served as acting director of transportation until Mayor Daniel Lurie appointed her to the position permanently in February.\u003c/p>\n\u003cp>Her biggest challenge is the $50 million deficit for the 2025–26 fiscal year, which she described in the Friday staff memo as the agency’s “most formidable task.” The deficit could balloon to $322 million by the 2026–27 fiscal year, which could force SFMTA to make major cuts and hike service fees, in addition to those already approved earlier this month.\u003c/p>\n\u003cp>The consolidated Finance Division will have a new unit focused on revenue growth, Kirschbaum said in the Friday staff memo. She said the team will “build strong partnerships and drive the complex analytical work required to pick up where the Muni Funding Working Group left off to work toward a balanced budget.”\u003c/p>\n\u003cp>“The safety of everyone using our streets depends on our delivery of multimodal improvements across the city. We need to organize our work to meet these goals,” she wrote.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/SFMTA-Agency-Divisional-Overview-April-2025-Copy.pdf\" target=\"_blank\" rel=\"noopener\"> restructuring\u003c/a> involves the creation of a new administration division led by Virginia Harmon, who is currently the interim director of SFMTA’s Office of Civil Rights.\u003c/p>\n\u003cp>Kirschbaum collapsed multiple communications offices — including the Office of the Chief Strategy Officer and the Communications, Marketing, & Outreach Division — into the Chief of Staff & External Affairs Division. Judson True will lead the new division, replacing acting Chief of Staff Kamini Lall, who will now serve as deputy chief of staff.\u003c/p>\n\u003cp>“By bringing those teams together along with our Chief of Staff office, we now have a single group focusing on how to continue to build trust with community stakeholders as well as to make sure everybody within the agency knows about all of the great work that we’re doing,” Kirschbaum told KQED.\u003c/p>\n\u003cfigure id=\"attachment_12037785\" class=\"wp-caption aligncenter\" style=\"max-width: 1200px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12037785 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png\" alt=\"\" width=\"1200\" height=\"686\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1.png 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-800x457.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-1020x583.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/image-1-160x91.png 160w\" sizes=\"auto, (max-width: 1200px) 100vw, 1200px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of Jan. 14, 2025. \u003ccite>(SFMTA)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cfigure id=\"attachment_12037784\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12037784\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Untitled-design-5-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The San Francisco Municipal Transportation Agency’s organizational chart as of April 28, 2025. \u003ccite>(SFMTA Staff Memo April 25, 2025)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a Wednesday staff memo announcing the release of 12 managers, Kirschbaum said the main goal of the restructuring was to reduce redundancies within the agency.\u003c/p>\n\u003cp>“These changes are necessary to reduce duplicative roles and the confusion that comes from overlapping and unclear responsibilities,” she wrote.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Other divisions that have been absorbed or consolidated include Human Resources, which is moving under the new Administration Division; Finance & IT, which will become the Finance Division; and Taxis, Access & Mobility Services, which will now be under the Streets Division.\u003c/p>\n\u003cp>The restructuring announcement comes just after Kirschbaum’s term hit the 100-day mark. She previously served as acting director of transportation until Mayor Daniel Lurie appointed her to the position permanently in February.\u003c/p>\n\u003cp>Her biggest challenge is the $50 million deficit for the 2025–26 fiscal year, which she described in the Friday staff memo as the agency’s “most formidable task.” The deficit could balloon to $322 million by the 2026–27 fiscal year, which could force SFMTA to make major cuts and hike service fees, in addition to those already approved earlier this month.\u003c/p>\n\u003cp>The consolidated Finance Division will have a new unit focused on revenue growth, Kirschbaum said in the Friday staff memo. She said the team will “build strong partnerships and drive the complex analytical work required to pick up where the Muni Funding Working Group left off to work toward a balanced budget.”\u003c/p>\n\u003cp>“The safety of everyone using our streets depends on our delivery of multimodal improvements across the city. We need to organize our work to meet these goals,” she wrote.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-ebike-incentive-project-voucher-lottery-when-do-applications-open-2025-april",
"title": "California Could Give You Up To $2,000 for an E-Bike Again. Here’s When 2025 Applications Open",
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"headTitle": "California Could Give You Up To $2,000 for an E-Bike Again. Here’s When 2025 Applications Open | KQED",
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"content": "\u003cp>May\u003cstrong> 9 update: The California Air Resources Board (CARB) — the agency that manages the E-Bike Incentive Project — has confirmed that May 29, 2025 will be the new date to apply for the program’s second round after CARB’s website experienced technical issues on the original April 29 application date.\u003c/strong>\u003c/p>\n\u003cp>The multimillion-dollar state fund that \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">offers Californians up to $2,000 each to buy a brand new electric bicycle\u003c/a> will once again start \u003ca href=\"https://www.ebikeincentives.org/apply/\">accepting applications on April 29 at 5 p.m. PT\u003c/a>.\u003c/p>\n\u003cp>This is the second round of the California E-Bike Incentive Project, which is distributing $7.5 million to help lower- and middle-income families buy an e-bike — a purchase which can help riders with faster commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cp>“Having an e-bike makes longer distances much more achievable,” said Kendra Ramsey, executive director of the California Bicycle Coalition (CalBike), which helped design and promote the voucher program. But while an e-bike is cheaper than a car, she acknowledged it’s still a pricey purchase for many people — and the E-Bike Incentive Project gets bikes “in the hands of folks who otherwise wouldn’t be able to afford them.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“And for every e-bike trip on the road, that is one car trip someone’s not taking,” she said, “making sure that the air we breathe in our communities is cleaner and is safer.”\u003c/p>\n\u003cp>The California E-Bike Incentive Project, \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">launched by the California Air Resources Board (CARB) back in 2024\u003c/a>, \u003ca href=\"https://www.ebikeincentives.org/\">offers $1,750 in vouchers to each qualifying individual\u003c/a> — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>[aside postID=news_12035335 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/20250415_BIKETARIFF_GC-3-KQED-1020x680.jpg']\u003c/p>\n\u003cp>During the program’s first round in December, state officials set aside 1,500 vouchers, or about 10% of the total money in the program. But this time, only 1,000 vouchers will be given out.\u003c/p>\n\u003cp>As well as a third fewer vouchers being available, the rules to apply are also slightly different this year. On April 29 — which falls on a Tuesday — applicants will have to join a “virtual waiting room” from 5 p.m. to 6 p.m. PT in order to even get the \u003cem>chance \u003c/em>to apply.\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for the second round of California’s e-bike voucher program when applications open later this month, including who qualifies for the money and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003cstrong>Who is eligible to apply for an e-bike voucher through the California E-Bike Incentive Project?\u003c/strong>\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program \u003ca href=\"https://ebikeincentives.org/apply/\">starting Wednesday, April. 25 at 5 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>You can provide your residency with a state ID, like a \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">driver’s license\u003c/a>. For the income requirement, keep in mind that the program takes into account how many people are in your household — including your spouse, kids, parents or roommates. You can check if you qualify using this chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12036518\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975-1020x796-1.jpg\" alt=\"\" width=\"1020\" height=\"796\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-800x624.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-160x125.jpg 160w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\">\u003c/p>\n\u003cp>As for proving your income when completing the application, the preferred way is to upload your IRS tax transcript: A document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an IRS Individual Online Account at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>If you did not file taxes last year, the program provides \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/04/Income-Verification-Flowchart-and-List.pdf\">a list of other documents you can provide to check off this requirement (PDF)\u003c/a> — and remember, you just need to provide one of these documents.\u003c/p>\n\u003ch2>\u003cstrong>\u003ca id=\"apply-for-california-ebike-incentive\">\u003c/a>How can I apply for the California E-Bike Incentive Project this time around?\u003c/strong>\u003c/h2>\n\u003cp>For the second round of the program, officials are encouraging applicants to \u003ca href=\"https://www.ebikeincentives.org/apply/\">visit the E-Bike Incentive Project’s website\u003c/a> on April 29 between 5 p.m. and 6 p.m. During that time, you can join the virtual waiting room by clicking the “APPLY” button at the upper right corner of the website. (This waiting room process might be familiar to you if you’ve ever purchased tickets online for a super-popular event or concert.)[aside postID=forum_2010101908121 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2024/12/GettyImages-2164252533-1-1020x574.jpg']When you’re admitted to the waiting room, don’t navigate away from this page — because at 6 p.m., everyone who is in the waiting room will be randomly assigned a number which will show on your screen.\u003c/p>\n\u003cp>If you receive a number between 1 and 1,000, you’ll then be able to move out of the waiting room and begin your application. If your number you’re given is higher than 1,000, you can stick around in the waiting room and wait to see if your number gets called later — which could happen if other people ahead of you in line drop out of the application process.\u003c/p>\n\u003cp>“If you’re number 50,000 in line, you … can probably just log off because there will not be a voucher for you at that time,” said Ramsey from CalBike. “But say you’re number 1,500, or number 1,900: You may want to wait for an additional hour or so and see, because not everyone who started an application last time finished.”\u003c/p>\n\u003cp>And while she encouraged folks to apply, Ramsey noted that “this program is not funded in a way that everyone who is eligible will get a voucher.”\u003c/p>\n\u003cp>Even if you are able to get a good, low number and reach the application process, she said, “it’s a little more like a lottery than a guaranteed ticket to get something.”\u003c/p>\n\u003cp>Because the demand for this program is so high, Ramsey recommends that applicants have all their documents ready ahead of entering the waiting room at 5 p.m. on April 29.\u003c/p>\n\u003cp>CalBike will also be \u003ca href=\"https://zoom.us/webinar/register/WN_eOlTZzqURM2Ik_QE3N54sg#/registration\">hosting a webinar over Zoom at 12 p.m. on April 22\u003c/a> which will walk people through the application process. The session will be recorded and \u003ca href=\"https://www.calbike.org/what-to-know-about-the-next-california-e-bike-voucher-application-window/\">be available later that day on CalBike’s website\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12036526\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036526\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg\" alt=\"\" width=\"1024\" height=\"683\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">An electric bicycle with cargo basket secured to a sidewalk rack in San Francisco on March 18, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>If I’m able to complete an application, when can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected to receive a voucher — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s likely that you may have to wait till summer for your new ride.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll receive information through the email address you provided that explains how to make your purchase.\u003c/p>\n\u003ch2>If I do get a California E-Bike Incentive Project voucher, can I buy an e-bike wherever I want?\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://www.ebikeincentives.org/approved-retailer-map/\">using this map and see what’s available\u003c/a>, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, either — because your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).[aside postID=news_11910495 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/RS55017_GettyImages-1387412608-qut.jpg']There is also \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/03/Eligible-Ebike-List-3.6.25.pdf\">a full list of approved e-bike brands and models\u003c/a>. But don’t worry: “You don’t have to know what bikes you’re going to purchase before you apply for the voucher,” Ramsey said. “So you do have some time.”\u003c/li>\n\u003c/ul>\n\u003cp>She recommends visiting a local bike shop — ideally one already approved by the program — and talking to staff about what type of e-bike would work best for your own needs. “Let them know what types of things you’ll be doing,” she said, adding that she uses her e-bike to pick up her child from school. “You might need cargo space if you’re taking trips to school, like I do.” \u003ca href=\"https://www.ebikeincentives.org/eligible-e-bikes/\">Read more about which e-bikes are eligible in the program.\u003c/a>\u003c/p>\n\u003cp>Something else to keep in mind: \u003ca href=\"https://www.scmp.com/economy/global-economy/article/3283879/chinas-e-bikes-delight-consumers-roil-governments-overseas-competitors\">a large portion of e-bikes sold in the U.S. are either imported from China\u003c/a> or require key parts — like batteries — manufactured in that country. The Trump administration announced on April 15 that Chinese goods coming into the U.S. \u003ca href=\"https://www.whitehouse.gov/fact-sheets/2025/04/fact-sheet-president-donald-j-trump-ensures-national-security-and-economic-resilience-through-section-232-actions-on-processed-critical-minerals-and-derivative-products/\">will now be charged tariffs as high as 245%\u003c/a>. Newsite Electrek reports that e-bike companies \u003ca href=\"https://electrek.co/2025/04/10/trumps-massive-tariffs-and-sudden-backtrack-bring-chaos-to-e-bike-prices/\">are preparing for higher costs when selling in the U.S.\u003c/a>, which could mean higher prices when looking for your e-bike.\u003c/p>\n\u003cp>Brad Branan, a spokesperson for CARB, told KQED that this agency is monitoring the impact of global tariffs on e-bike prices, but confirmed that the existing cash amounts provided by the voucher program remain unchanged.\u003c/p>\n\u003ch2>\u003cstrong>I submitted an application but wasn’t awarded the voucher. What are my options?\u003c/strong>\u003c/h2>\n\u003cp>If you weren’t chosen this time around, it’s likely you didn’t meet one of \u003ca href=\"https://www.ebikeincentives.org/eligibility/\">the state’s very specific income requirements for the e-bike program\u003c/a>. But even among the folks who \u003cem>do \u003c/em>qualify under those restrictions, the need for these e-bikes is “far greater” than the program can actually meet, said Ramsey.\u003c/p>\n\u003cp>All over California, there are still other regional programs and community groups that offer affordable alternatives to get people moving on bicycles and e-bikes.\u003c/p>\n\u003cp>In the Bay Area, San Francisco, San José, Oakland, Berkeley and Emeryville are part of the \u003ca href=\"https://www.lyft.com/bikes/bay-wheels/bike-share-for-all\">Bike Share for All program\u003c/a>, which in partnership with Lyft, provides unlimited 60-minute rides in the bikes you see stationed throughout these cities. You may be eligible for this program if you qualify for CalFresh, SFMTA Lifeline Pass, or PG&E CARE. Members pay $5 for the whole first year and then $5 per month after that.\u003c/p>\n\u003cp>Community groups like \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a> or \u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo\u003c/a> in San Francisco also offer weekly bike repair workshops and opportunities for members to build their own bicycles.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Azul Dahlstrom-Eckman.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>May\u003cstrong> 9 update: The California Air Resources Board (CARB) — the agency that manages the E-Bike Incentive Project — has confirmed that May 29, 2025 will be the new date to apply for the program’s second round after CARB’s website experienced technical issues on the original April 29 application date.\u003c/strong>\u003c/p>\n\u003cp>The multimillion-dollar state fund that \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">offers Californians up to $2,000 each to buy a brand new electric bicycle\u003c/a> will once again start \u003ca href=\"https://www.ebikeincentives.org/apply/\">accepting applications on April 29 at 5 p.m. PT\u003c/a>.\u003c/p>\n\u003cp>This is the second round of the California E-Bike Incentive Project, which is distributing $7.5 million to help lower- and middle-income families buy an e-bike — a purchase which can help riders with faster commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cp>“Having an e-bike makes longer distances much more achievable,” said Kendra Ramsey, executive director of the California Bicycle Coalition (CalBike), which helped design and promote the voucher program. But while an e-bike is cheaper than a car, she acknowledged it’s still a pricey purchase for many people — and the E-Bike Incentive Project gets bikes “in the hands of folks who otherwise wouldn’t be able to afford them.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“And for every e-bike trip on the road, that is one car trip someone’s not taking,” she said, “making sure that the air we breathe in our communities is cleaner and is safer.”\u003c/p>\n\u003cp>The California E-Bike Incentive Project, \u003ca href=\"https://www.kqed.org/news/12018160/california-will-give-you-up-to-2000-for-an-e-bike-if-youre-eligible\">launched by the California Air Resources Board (CARB) back in 2024\u003c/a>, \u003ca href=\"https://www.ebikeincentives.org/\">offers $1,750 in vouchers to each qualifying individual\u003c/a> — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>During the program’s first round in December, state officials set aside 1,500 vouchers, or about 10% of the total money in the program. But this time, only 1,000 vouchers will be given out.\u003c/p>\n\u003cp>As well as a third fewer vouchers being available, the rules to apply are also slightly different this year. On April 29 — which falls on a Tuesday — applicants will have to join a “virtual waiting room” from 5 p.m. to 6 p.m. PT in order to even get the \u003cem>chance \u003c/em>to apply.\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for the second round of California’s e-bike voucher program when applications open later this month, including who qualifies for the money and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003cstrong>Who is eligible to apply for an e-bike voucher through the California E-Bike Incentive Project?\u003c/strong>\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program \u003ca href=\"https://ebikeincentives.org/apply/\">starting Wednesday, April. 25 at 5 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>You can provide your residency with a state ID, like a \u003ca href=\"https://www.kqed.org/news/12027050/apply-for-real-id-deadline-may-7-can-i-fly-without\">driver’s license\u003c/a>. For the income requirement, keep in mind that the program takes into account how many people are in your household — including your spouse, kids, parents or roommates. You can check if you qualify using this chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12036518\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975-1020x796-1.jpg\" alt=\"\" width=\"1020\" height=\"796\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-800x624.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796-1-160x125.jpg 160w\" sizes=\"auto, (max-width: 1020px) 100vw, 1020px\">\u003c/p>\n\u003cp>As for proving your income when completing the application, the preferred way is to upload your IRS tax transcript: A document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an IRS Individual Online Account at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>If you did not file taxes last year, the program provides \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/04/Income-Verification-Flowchart-and-List.pdf\">a list of other documents you can provide to check off this requirement (PDF)\u003c/a> — and remember, you just need to provide one of these documents.\u003c/p>\n\u003ch2>\u003cstrong>\u003ca id=\"apply-for-california-ebike-incentive\">\u003c/a>How can I apply for the California E-Bike Incentive Project this time around?\u003c/strong>\u003c/h2>\n\u003cp>For the second round of the program, officials are encouraging applicants to \u003ca href=\"https://www.ebikeincentives.org/apply/\">visit the E-Bike Incentive Project’s website\u003c/a> on April 29 between 5 p.m. and 6 p.m. During that time, you can join the virtual waiting room by clicking the “APPLY” button at the upper right corner of the website. (This waiting room process might be familiar to you if you’ve ever purchased tickets online for a super-popular event or concert.)\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When you’re admitted to the waiting room, don’t navigate away from this page — because at 6 p.m., everyone who is in the waiting room will be randomly assigned a number which will show on your screen.\u003c/p>\n\u003cp>If you receive a number between 1 and 1,000, you’ll then be able to move out of the waiting room and begin your application. If your number you’re given is higher than 1,000, you can stick around in the waiting room and wait to see if your number gets called later — which could happen if other people ahead of you in line drop out of the application process.\u003c/p>\n\u003cp>“If you’re number 50,000 in line, you … can probably just log off because there will not be a voucher for you at that time,” said Ramsey from CalBike. “But say you’re number 1,500, or number 1,900: You may want to wait for an additional hour or so and see, because not everyone who started an application last time finished.”\u003c/p>\n\u003cp>And while she encouraged folks to apply, Ramsey noted that “this program is not funded in a way that everyone who is eligible will get a voucher.”\u003c/p>\n\u003cp>Even if you are able to get a good, low number and reach the application process, she said, “it’s a little more like a lottery than a guaranteed ticket to get something.”\u003c/p>\n\u003cp>Because the demand for this program is so high, Ramsey recommends that applicants have all their documents ready ahead of entering the waiting room at 5 p.m. on April 29.\u003c/p>\n\u003cp>CalBike will also be \u003ca href=\"https://zoom.us/webinar/register/WN_eOlTZzqURM2Ik_QE3N54sg#/registration\">hosting a webinar over Zoom at 12 p.m. on April 22\u003c/a> which will walk people through the application process. The session will be recorded and \u003ca href=\"https://www.calbike.org/what-to-know-about-the-next-california-e-bike-voucher-application-window/\">be available later that day on CalBike’s website\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12036526\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12036526\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg\" alt=\"\" width=\"1024\" height=\"683\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GettyImages-2206292184-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">An electric bicycle with cargo basket secured to a sidewalk rack in San Francisco on March 18, 2025. \u003ccite>(Smith Collection/Gado/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>\u003cstrong>If I’m able to complete an application, when can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected to receive a voucher — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s likely that you may have to wait till summer for your new ride.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll receive information through the email address you provided that explains how to make your purchase.\u003c/p>\n\u003ch2>If I do get a California E-Bike Incentive Project voucher, can I buy an e-bike wherever I want?\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://www.ebikeincentives.org/approved-retailer-map/\">using this map and see what’s available\u003c/a>, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, either — because your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>There is also \u003ca href=\"https://www.ebikeincentives.org/wp-content/uploads/2025/03/Eligible-Ebike-List-3.6.25.pdf\">a full list of approved e-bike brands and models\u003c/a>. But don’t worry: “You don’t have to know what bikes you’re going to purchase before you apply for the voucher,” Ramsey said. “So you do have some time.”\u003c/li>\n\u003c/ul>\n\u003cp>She recommends visiting a local bike shop — ideally one already approved by the program — and talking to staff about what type of e-bike would work best for your own needs. “Let them know what types of things you’ll be doing,” she said, adding that she uses her e-bike to pick up her child from school. “You might need cargo space if you’re taking trips to school, like I do.” \u003ca href=\"https://www.ebikeincentives.org/eligible-e-bikes/\">Read more about which e-bikes are eligible in the program.\u003c/a>\u003c/p>\n\u003cp>Something else to keep in mind: \u003ca href=\"https://www.scmp.com/economy/global-economy/article/3283879/chinas-e-bikes-delight-consumers-roil-governments-overseas-competitors\">a large portion of e-bikes sold in the U.S. are either imported from China\u003c/a> or require key parts — like batteries — manufactured in that country. The Trump administration announced on April 15 that Chinese goods coming into the U.S. \u003ca href=\"https://www.whitehouse.gov/fact-sheets/2025/04/fact-sheet-president-donald-j-trump-ensures-national-security-and-economic-resilience-through-section-232-actions-on-processed-critical-minerals-and-derivative-products/\">will now be charged tariffs as high as 245%\u003c/a>. Newsite Electrek reports that e-bike companies \u003ca href=\"https://electrek.co/2025/04/10/trumps-massive-tariffs-and-sudden-backtrack-bring-chaos-to-e-bike-prices/\">are preparing for higher costs when selling in the U.S.\u003c/a>, which could mean higher prices when looking for your e-bike.\u003c/p>\n\u003cp>Brad Branan, a spokesperson for CARB, told KQED that this agency is monitoring the impact of global tariffs on e-bike prices, but confirmed that the existing cash amounts provided by the voucher program remain unchanged.\u003c/p>\n\u003ch2>\u003cstrong>I submitted an application but wasn’t awarded the voucher. What are my options?\u003c/strong>\u003c/h2>\n\u003cp>If you weren’t chosen this time around, it’s likely you didn’t meet one of \u003ca href=\"https://www.ebikeincentives.org/eligibility/\">the state’s very specific income requirements for the e-bike program\u003c/a>. But even among the folks who \u003cem>do \u003c/em>qualify under those restrictions, the need for these e-bikes is “far greater” than the program can actually meet, said Ramsey.\u003c/p>\n\u003cp>All over California, there are still other regional programs and community groups that offer affordable alternatives to get people moving on bicycles and e-bikes.\u003c/p>\n\u003cp>In the Bay Area, San Francisco, San José, Oakland, Berkeley and Emeryville are part of the \u003ca href=\"https://www.lyft.com/bikes/bay-wheels/bike-share-for-all\">Bike Share for All program\u003c/a>, which in partnership with Lyft, provides unlimited 60-minute rides in the bikes you see stationed throughout these cities. You may be eligible for this program if you qualify for CalFresh, SFMTA Lifeline Pass, or PG&E CARE. Members pay $5 for the whole first year and then $5 per month after that.\u003c/p>\n\u003cp>Community groups like \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a> or \u003ca href=\"https://www.instagram.com/bicisdelpueblo/\">Bicis del Pueblo\u003c/a> in San Francisco also offer weekly bike repair workshops and opportunities for members to build their own bicycles.\u003c/p>\n\u003cp>\u003cem>This story includes reporting from KQED’s Azul Dahlstrom-Eckman.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "black-market-groups-facebook-sell-thousands-fake-uber-delivery-accounts",
"title": "Black Market Groups on Facebook Sell Thousands of Fake Uber, Delivery Accounts",
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"headTitle": "Black Market Groups on Facebook Sell Thousands of Fake Uber, Delivery Accounts | KQED",
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"content": "\u003cp>The other day, I logged into \u003ca href=\"https://www.kqed.org/news/tag/facebook\">Facebook\u003c/a> and searched for ride-share and delivery accounts for sale. As the cartoon dog \u003cem>Scooby Doo\u003c/em> likes to say: “Ruh-roh.”\u003c/p>\n\u003cp>A \u003ca href=\"https://www.techtransparencyproject.org/articles/for-sale-on-facebook-fraudulent-uber-driver-accounts\">report \u003c/a>out this week from the non-profit watchdog Tech Transparency Project identified 80 Facebook groups with more than 800,000 users collectively that trade in driver accounts for Uber, DoorDash and other ride-share and delivery apps.\u003c/p>\n\u003cp>“This black market allows people to acquire driver accounts for Uber and other services without going through the required screening process or even having a valid driver’s license,” the researchers wrote. “Meta is failing to meet its \u003ca href=\"https://www.kqed.org/news/12020606/meta-ends-fact-checking-ahead-of-2nd-trump-term\">new, lowered bar\u003c/a> for policy enforcement by hosting a thriving trade in fraudulent Uber driver accounts.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>For the report, TPP researchers created a new Facebook account and began typing “uber account” into the platform’s search bar. Before the words had been fully typed in, Facebook auto-populated “uber account for rent” as the first suggested search term.\u003c/p>\n\u003cp>That led researchers to dozens of Facebook groups where users sought or offered up active Uber, DoorDash or Deliveroo accounts. Prices vary, but accounts commonly go for $350- 430 for sale or $115 for rent every 30 days, according to the report. Users often posted publicly in the groups to advertise or ask for an account. Once they received a response, the requesters often suggested moving the conversation out of public view to direct messages.\u003c/p>\n\u003cfigure id=\"attachment_12008321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg\" alt=\"\" width=\"2000\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-800x496.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1020x632.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1536x952.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1920x1190.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Lyft car crosses Market Street in San Francisco on Feb. 8, 2018. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s particularly concerning when you think about the fact that many of the people that engage in these groups or are looking to rent accounts are people that would not be able to pass a background check or a criminal check to get an account to drive Uber,” said Katie Paul, director of TPP, which has been researching black markets on social media for several years. “It really thwarts a lot of the safeguards that companies like Uber, DoorDash and others have in place to try to protect consumers.”\u003c/p>\n\u003cp>Meta did not get back to KQED with a comment in time for this story, but the company does have a publicly posted \u003ca href=\"https://transparency.meta.com/policies/community-standards/fraud-scams\">Fraud, Scams, and Deceptive Practices policy\u003c/a> that promises the removal of content that “purposefully employs deceptive means — such as wilful misrepresentation, stolen information and exaggerated claims — to either scam or defraud users and businesses, or to drive engagement.”\u003c/p>\n\u003cp>In a January post by Joel Kaplan, Meta’s chief global affairs officer, announcing looser rules governing political content, \u003ca href=\"https://about.fb.com/news/2025/01/meta-more-speech-fewer-mistakes/\">he wrote\u003c/a>: “We have been using automated systems to scan for all policy violations, but this has resulted in too many mistakes and too much content being censored that shouldn’t have been. So, we’re going to continue to focus these systems on tackling illegal and high-severity violations, like terrorism, child sexual exploitation, drugs, fraud and scams.”[aside postID=news_11895742 hero='https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1236188328-1-1020x568.jpg']Paul argued that the infiltration of the black market in account fraud extends beyond posts on Facebook. It’s also in the advertising, Meta’s primary revenue driver.\u003c/p>\n\u003cp>“Ads are notable because they’re one of the only things on the platform that are actually reviewed and approved before they are run,” Paul said. “Even if they later removed them, the company had still made their money in the process. The fact that they haven’t addressed this is largely because there are no regulations in place that require them to do so. So as we’re seeing a failure of regulatory enforcement or efforts on the part of Congress, we see these companies becoming more and more lax in the way that they moderate explicitly illegal or harmful content on their platforms.”\u003c/p>\n\u003cp>Paul also argues that Facebook is structurally worse than other social media platforms in terms of enabling black market behavior because of the platform’s global reach, and the ease of finding groups, which she describes as “the perfect digital toolkit for these black market traffickers of, really, anything you can think of, whether it’s human smuggling, account trafficking, antiquities trafficking. You can easily search — name the bad thing — and the words for sale, and dozens of groups pop up immediately.”\u003c/p>\n\u003cp>From there, Paul adds, the actors move transactional conversations to more secure apps like WhatsApp or Facebook Messenger, which are both also owned by Meta.\u003c/p>\n\u003cfigure id=\"attachment_11951943\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11951943\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg\" alt=\"The Meta booth at the Game Developers Conference 2023 in San Francisco.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Despite heavy lobbying by Mark Zuckerberg to avoid a trial, the Federal Trade Commission’s case against Meta began Monday, alleging the company violated competition laws with its acquisitions of Instagram and WhatsApp. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Meta really owns the entire cycle of the issue there, including the final communications for delivery of whatever that black market trade is. With Google, if you’re talking about search ads, for instance, they could direct you to a website, but you’re not going to get that same level of anonymity or the kind of protected functionality that you see on Facebook,” Paul said.\u003c/p>\n\u003cp>Food delivery services, in particular, have faced regulatory scrutiny over concerns about unauthorized account sharing. As of March 1, 2025, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB375\">AB-375\u003c/a> requires third-party food delivery platforms like San Francisco-based DoorDash and UberEats to provide the customer with the first name and photo of their driver.\u003c/p>\n\u003cp>“We’re deactivating more fraudulent accounts, conducting more real-time identity checks and preventing more offenders from returning,” DoorDash spokesperson Julian Crowley wrote KQED in a statement. Even before the new state law came into effect, DoorDash introduced a more robust system for flagging unauthorized drivers in Los Angeles, Denver, Seattle and other cities late last year.[aside postID=news_11965403 hero='https://ww2.kqed.org/app/uploads/sites/10/2023/10/231019-GazaRally-011-BL-qut-1020x680.jpg']Crowley added, “While many of these ‘ads’ are scams for accounts that don’t actually exist, we take all fraud seriously. Our teams actively monitor for suspicious activity — including ads for fraudulent accounts — and take action. We’ve reached out to Meta to collaborate in dismantling these groups and stand ready to work with enforcement to hold fraudsters accountable.”\u003c/p>\n\u003cp>“Account sharing is never allowed, and we have robust safeguards in place from account creation to trip completion designed to help verify that the person using an account is the rightful owner,” an Uber spokesperson said in an email. “In the US, all drivers and couriers must pass a background check, provide a valid photo ID and Social Security Number, and regularly verify their identity through our Real-Time ID Check, which uses selfies to confirm that the person behind the wheel or making a delivery is the same person that passed our multi-step screening process.”\u003c/p>\n\u003cp>Last year, Wired\u003ca href=\"https://www.wired.com/story/priscila-queen-of-the-rideshare-mafia/\"> profiled\u003c/a> a woman who made thousands of dollars fraudulently renting out Uber and DoorDash accounts before being arrested after Uber tipped off the FBI.\u003c/p>\n\u003cp>“\u003ca href=\"https://www.lyft.com/terms\">Lyft’s\u003c/a> Terms of Service strictly prohibit fraudulent activity of any kind, including account sharing or buying and selling Lyft accounts, and such behavior can and does lead to a permanent ban from the platform,” a Lyft spokesperson wrote KQED. “We have robust policies in place—including rigorous and thorough background checks and screenings for every driver—to help prevent fraudulent activity.”\u003c/p>\n\u003cp>“We have led the industry in taking action to secure our platform, and were the first major delivery platform to roll out direct right to work checks, a registration process, daily identity verification and now additional device checks for riders, including substitutes,” wrote a Deliveroo spokesperson.\u003c/p>\n\u003cp>While the California attorney general’s office, sometimes in conjunction with city or district attorneys, has cracked down on ride-share and food delivery companies in the recent past, it’s been for issues like \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-becerra-and-city-attorneys-los-angeles-san-diego-and-san-0\">classification \u003c/a>of workers, \u003ca href=\"https://oag.ca.gov/news/press-releases/california-attorney-general-becerra-san-francisco-district-attorney-gasc%C3%B3n\">data breach\u003c/a> cover-ups and \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-announces-settlement-doordash-investigation-finds-company#:~:text=The%20investigation%20by%20the%20California%20Department%20of,violation%20of%20both%20the%20CCPA%20and%20CalOPPA.\">consumer privacy\u003c/a>, not unauthorized account access. When queried directly about that issue, a spokesman for the AG’s office wrote, “To protect their integrity, we’re unable to comment on, even to confirm or deny, any potential or ongoing investigations.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Facebook is host to dozens of black market groups that sell or rent driver accounts, giving people a way to work for ride-share services under false identities and putting riders at risk, a report says. ",
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"title": "Black Market Groups on Facebook Sell Thousands of Fake Uber, Delivery Accounts | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The other day, I logged into \u003ca href=\"https://www.kqed.org/news/tag/facebook\">Facebook\u003c/a> and searched for ride-share and delivery accounts for sale. As the cartoon dog \u003cem>Scooby Doo\u003c/em> likes to say: “Ruh-roh.”\u003c/p>\n\u003cp>A \u003ca href=\"https://www.techtransparencyproject.org/articles/for-sale-on-facebook-fraudulent-uber-driver-accounts\">report \u003c/a>out this week from the non-profit watchdog Tech Transparency Project identified 80 Facebook groups with more than 800,000 users collectively that trade in driver accounts for Uber, DoorDash and other ride-share and delivery apps.\u003c/p>\n\u003cp>“This black market allows people to acquire driver accounts for Uber and other services without going through the required screening process or even having a valid driver’s license,” the researchers wrote. “Meta is failing to meet its \u003ca href=\"https://www.kqed.org/news/12020606/meta-ends-fact-checking-ahead-of-2nd-trump-term\">new, lowered bar\u003c/a> for policy enforcement by hosting a thriving trade in fraudulent Uber driver accounts.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For the report, TPP researchers created a new Facebook account and began typing “uber account” into the platform’s search bar. Before the words had been fully typed in, Facebook auto-populated “uber account for rent” as the first suggested search term.\u003c/p>\n\u003cp>That led researchers to dozens of Facebook groups where users sought or offered up active Uber, DoorDash or Deliveroo accounts. Prices vary, but accounts commonly go for $350- 430 for sale or $115 for rent every 30 days, according to the report. Users often posted publicly in the groups to advertise or ask for an account. Once they received a response, the requesters often suggested moving the conversation out of public view to direct messages.\u003c/p>\n\u003cfigure id=\"attachment_12008321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12008321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg\" alt=\"\" width=\"2000\" height=\"1240\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-800x496.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1020x632.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1536x952.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/SFLyftDriverAP-1920x1190.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Lyft car crosses Market Street in San Francisco on Feb. 8, 2018. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s particularly concerning when you think about the fact that many of the people that engage in these groups or are looking to rent accounts are people that would not be able to pass a background check or a criminal check to get an account to drive Uber,” said Katie Paul, director of TPP, which has been researching black markets on social media for several years. “It really thwarts a lot of the safeguards that companies like Uber, DoorDash and others have in place to try to protect consumers.”\u003c/p>\n\u003cp>Meta did not get back to KQED with a comment in time for this story, but the company does have a publicly posted \u003ca href=\"https://transparency.meta.com/policies/community-standards/fraud-scams\">Fraud, Scams, and Deceptive Practices policy\u003c/a> that promises the removal of content that “purposefully employs deceptive means — such as wilful misrepresentation, stolen information and exaggerated claims — to either scam or defraud users and businesses, or to drive engagement.”\u003c/p>\n\u003cp>In a January post by Joel Kaplan, Meta’s chief global affairs officer, announcing looser rules governing political content, \u003ca href=\"https://about.fb.com/news/2025/01/meta-more-speech-fewer-mistakes/\">he wrote\u003c/a>: “We have been using automated systems to scan for all policy violations, but this has resulted in too many mistakes and too much content being censored that shouldn’t have been. So, we’re going to continue to focus these systems on tackling illegal and high-severity violations, like terrorism, child sexual exploitation, drugs, fraud and scams.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Paul argued that the infiltration of the black market in account fraud extends beyond posts on Facebook. It’s also in the advertising, Meta’s primary revenue driver.\u003c/p>\n\u003cp>“Ads are notable because they’re one of the only things on the platform that are actually reviewed and approved before they are run,” Paul said. “Even if they later removed them, the company had still made their money in the process. The fact that they haven’t addressed this is largely because there are no regulations in place that require them to do so. So as we’re seeing a failure of regulatory enforcement or efforts on the part of Congress, we see these companies becoming more and more lax in the way that they moderate explicitly illegal or harmful content on their platforms.”\u003c/p>\n\u003cp>Paul also argues that Facebook is structurally worse than other social media platforms in terms of enabling black market behavior because of the platform’s global reach, and the ease of finding groups, which she describes as “the perfect digital toolkit for these black market traffickers of, really, anything you can think of, whether it’s human smuggling, account trafficking, antiquities trafficking. You can easily search — name the bad thing — and the words for sale, and dozens of groups pop up immediately.”\u003c/p>\n\u003cp>From there, Paul adds, the actors move transactional conversations to more secure apps like WhatsApp or Facebook Messenger, which are both also owned by Meta.\u003c/p>\n\u003cfigure id=\"attachment_11951943\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11951943\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg\" alt=\"The Meta booth at the Game Developers Conference 2023 in San Francisco.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/06/060123-Meta-Facebook-Instagram-AP-JC-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Despite heavy lobbying by Mark Zuckerberg to avoid a trial, the Federal Trade Commission’s case against Meta began Monday, alleging the company violated competition laws with its acquisitions of Instagram and WhatsApp. \u003ccite>(Jeff Chiu/AP Photo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Meta really owns the entire cycle of the issue there, including the final communications for delivery of whatever that black market trade is. With Google, if you’re talking about search ads, for instance, they could direct you to a website, but you’re not going to get that same level of anonymity or the kind of protected functionality that you see on Facebook,” Paul said.\u003c/p>\n\u003cp>Food delivery services, in particular, have faced regulatory scrutiny over concerns about unauthorized account sharing. As of March 1, 2025, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB375\">AB-375\u003c/a> requires third-party food delivery platforms like San Francisco-based DoorDash and UberEats to provide the customer with the first name and photo of their driver.\u003c/p>\n\u003cp>“We’re deactivating more fraudulent accounts, conducting more real-time identity checks and preventing more offenders from returning,” DoorDash spokesperson Julian Crowley wrote KQED in a statement. Even before the new state law came into effect, DoorDash introduced a more robust system for flagging unauthorized drivers in Los Angeles, Denver, Seattle and other cities late last year.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Crowley added, “While many of these ‘ads’ are scams for accounts that don’t actually exist, we take all fraud seriously. Our teams actively monitor for suspicious activity — including ads for fraudulent accounts — and take action. We’ve reached out to Meta to collaborate in dismantling these groups and stand ready to work with enforcement to hold fraudsters accountable.”\u003c/p>\n\u003cp>“Account sharing is never allowed, and we have robust safeguards in place from account creation to trip completion designed to help verify that the person using an account is the rightful owner,” an Uber spokesperson said in an email. “In the US, all drivers and couriers must pass a background check, provide a valid photo ID and Social Security Number, and regularly verify their identity through our Real-Time ID Check, which uses selfies to confirm that the person behind the wheel or making a delivery is the same person that passed our multi-step screening process.”\u003c/p>\n\u003cp>Last year, Wired\u003ca href=\"https://www.wired.com/story/priscila-queen-of-the-rideshare-mafia/\"> profiled\u003c/a> a woman who made thousands of dollars fraudulently renting out Uber and DoorDash accounts before being arrested after Uber tipped off the FBI.\u003c/p>\n\u003cp>“\u003ca href=\"https://www.lyft.com/terms\">Lyft’s\u003c/a> Terms of Service strictly prohibit fraudulent activity of any kind, including account sharing or buying and selling Lyft accounts, and such behavior can and does lead to a permanent ban from the platform,” a Lyft spokesperson wrote KQED. “We have robust policies in place—including rigorous and thorough background checks and screenings for every driver—to help prevent fraudulent activity.”\u003c/p>\n\u003cp>“We have led the industry in taking action to secure our platform, and were the first major delivery platform to roll out direct right to work checks, a registration process, daily identity verification and now additional device checks for riders, including substitutes,” wrote a Deliveroo spokesperson.\u003c/p>\n\u003cp>While the California attorney general’s office, sometimes in conjunction with city or district attorneys, has cracked down on ride-share and food delivery companies in the recent past, it’s been for issues like \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-becerra-and-city-attorneys-los-angeles-san-diego-and-san-0\">classification \u003c/a>of workers, \u003ca href=\"https://oag.ca.gov/news/press-releases/california-attorney-general-becerra-san-francisco-district-attorney-gasc%C3%B3n\">data breach\u003c/a> cover-ups and \u003ca href=\"https://oag.ca.gov/news/press-releases/attorney-general-bonta-announces-settlement-doordash-investigation-finds-company#:~:text=The%20investigation%20by%20the%20California%20Department%20of,violation%20of%20both%20the%20CCPA%20and%20CalOPPA.\">consumer privacy\u003c/a>, not unauthorized account access. When queried directly about that issue, a spokesman for the AG’s office wrote, “To protect their integrity, we’re unable to comment on, even to confirm or deny, any potential or ongoing investigations.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "mayor-lurie-allows-waymo-on-sfs-car-free-market-street",
"title": "Mayor Lurie Allows Waymo on SF’s Car-Free Market Street",
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"content": "\u003cp>Fewer buses and \u003ca href=\"https://www.kqed.org/news/12030860/waymo-problems\">Waymo\u003c/a> cars — that’s the plan for San Francisco’s Market Street, coming this summer.\u003c/p>\n\u003cp>On Thursday, \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor Daniel Lurie\u003c/a> announced that the autonomous vehicle company would begin operating on the city’s main downtown thoroughfare, which has been \u003ca href=\"https://www.kqed.org/news/11798594/market-street-is-now-car-free-your-questions-answered\">car-free for five years\u003c/a>, as part of his ongoing revitalization efforts there. But transit and pedestrian advocates say the move will hurt downtown, upending progress made to Muni services and pedestrian and bike safety on the road.\u003c/p>\n\u003cp>“Undoing those successes, the result of two decades of work by city agencies, elected officials, and advocates, moves San Francisco in the wrong direction,” SF Transit Riders, WalkSF, SF Bicycle Coalition and Kid Safe SF said in a joint statement. “It is a step backward to a chaotic, dangerous Market Street that serves no one’s purposes, including businesses.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since taking office, Lurie has been focused on reviving the city’s \u003ca href=\"https://www.kqed.org/forum/2010101908655/how-can-san-francisco-fill-up-empty-offices-and-stores\">vacancy-riddled downtown\u003c/a>. He’s \u003ca href=\"https://www.kqed.org/news/12021879/sf-mayor-lurie-launches-1st-legislative-push-fentanyl-emergency-response\">increased police presence\u003c/a> around Union Square, launched monthly “First Thursdays” block parties on Second Street and most recently, announced that a \u003ca href=\"https://www.kqed.org/news/12034942/billionaire-backed-nonprofit-fund-san-franciscos-downtown-recovery-projects\">nonprofit formed by some of his high-powered supporters\u003c/a> will raise private funds to beautify the neighborhood.\u003c/p>\n\u003cp>“By welcoming Waymo, we’re adding another safe and sustainable way to access shopping, theaters, hotels and restaurants,” Lurie said in a statement. “This is about revitalizing downtown and making it easier for everyone, locals and visitors alike, to enjoy everything our city has to offer.”\u003c/p>\n\u003cp>Waymo — which is owned by Google’s parent company, Alphabet — plans to begin mapping the street in the coming days and driving passengers up and down Market as soon as this summer, according to Lurie’s office. The announcement comes on the heels of a San Francisco Municipal Transportation Agency’s board of directors vote last week to reduce services on five routes that traverse the road in the face of the agency’s \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">massive budget deficit,\u003c/a> which could top more than $300 million by 2026.\u003c/p>\n\u003cp>Julie Kirschbaum, SFMTA’s Director of Transportation, said the agency will work with Lurie and Waymo to ensure that all transportation operations move “safely, reliably and efficiently” along the corridor. However, public transit advocates say that prioritizing privately owned vehicles on public roadways will stunt Muni’s post-pandemic rebound and compound disruptions as the city cuts bus services.\u003c/p>\n\u003cp>[aside postID=forum_2010101908873 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2025/02/250128-SFImmigration-33-BL-1-1020x574.jpg']\u003c/p>\n\u003cp>Muni ridership dropped by nearly 90% between February and April 2020 but has hit its highest numbers over the past year.\u003c/p>\n\u003cp>“Transit riders will now not only need to deal with increased transfers and delays brought on by upcoming service cuts, but also the delays and hazards caused by a fleet of new Waymo vehicles flooding Market Street,” SF Transit Riders community and policy manager Dylan Fabris said in a statement.\u003c/p>\n\u003cp>Since banning cars, Muni buses and streetcars have been able to increase speed and efficiency by 14% along Market Street, Fabrissaid. Last year, ridership reached 75% of pre-pandemic numbers and appears on track to continue increasing.\u003c/p>\n\u003cp>It’s unclear if the move is a first step toward allowing more vehicles back onto the road since, technically, Waymo has already been permitted to operate in much of the corridor under the SFMTA traffic regulations adopted at the inception of the car ban.\u003c/p>\n\u003cp>Unlike Uber and Lyft, the self-driving cars are considered commercial vehicles. Waymo confirmed that until now, it has voluntarily refrained from operating on Market Street despite being legally allowed to do so.\u003c/p>\n\u003cp>Still, advocates urged Lurie to rescind the decision and instead focus on increasing business and foot traffic in the downtown sector.\u003c/p>\n\u003cp>“If we want Market Street to reclaim its rightful place as a commercial and cultural destination, it should be safe and welcoming to people,” SFBike’s Executive Director Christopher White said. “Prioritizing safe, affordable ways of traveling, like walking, biking and transit, achieves that aim. Handing the street over to a single private company flies in the face of San Francisco’s values and goals.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\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>Fewer buses and \u003ca href=\"https://www.kqed.org/news/12030860/waymo-problems\">Waymo\u003c/a> cars — that’s the plan for San Francisco’s Market Street, coming this summer.\u003c/p>\n\u003cp>On Thursday, \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor Daniel Lurie\u003c/a> announced that the autonomous vehicle company would begin operating on the city’s main downtown thoroughfare, which has been \u003ca href=\"https://www.kqed.org/news/11798594/market-street-is-now-car-free-your-questions-answered\">car-free for five years\u003c/a>, as part of his ongoing revitalization efforts there. But transit and pedestrian advocates say the move will hurt downtown, upending progress made to Muni services and pedestrian and bike safety on the road.\u003c/p>\n\u003cp>“Undoing those successes, the result of two decades of work by city agencies, elected officials, and advocates, moves San Francisco in the wrong direction,” SF Transit Riders, WalkSF, SF Bicycle Coalition and Kid Safe SF said in a joint statement. “It is a step backward to a chaotic, dangerous Market Street that serves no one’s purposes, including businesses.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since taking office, Lurie has been focused on reviving the city’s \u003ca href=\"https://www.kqed.org/forum/2010101908655/how-can-san-francisco-fill-up-empty-offices-and-stores\">vacancy-riddled downtown\u003c/a>. He’s \u003ca href=\"https://www.kqed.org/news/12021879/sf-mayor-lurie-launches-1st-legislative-push-fentanyl-emergency-response\">increased police presence\u003c/a> around Union Square, launched monthly “First Thursdays” block parties on Second Street and most recently, announced that a \u003ca href=\"https://www.kqed.org/news/12034942/billionaire-backed-nonprofit-fund-san-franciscos-downtown-recovery-projects\">nonprofit formed by some of his high-powered supporters\u003c/a> will raise private funds to beautify the neighborhood.\u003c/p>\n\u003cp>“By welcoming Waymo, we’re adding another safe and sustainable way to access shopping, theaters, hotels and restaurants,” Lurie said in a statement. “This is about revitalizing downtown and making it easier for everyone, locals and visitors alike, to enjoy everything our city has to offer.”\u003c/p>\n\u003cp>Waymo — which is owned by Google’s parent company, Alphabet — plans to begin mapping the street in the coming days and driving passengers up and down Market as soon as this summer, according to Lurie’s office. The announcement comes on the heels of a San Francisco Municipal Transportation Agency’s board of directors vote last week to reduce services on five routes that traverse the road in the face of the agency’s \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">massive budget deficit,\u003c/a> which could top more than $300 million by 2026.\u003c/p>\n\u003cp>Julie Kirschbaum, SFMTA’s Director of Transportation, said the agency will work with Lurie and Waymo to ensure that all transportation operations move “safely, reliably and efficiently” along the corridor. However, public transit advocates say that prioritizing privately owned vehicles on public roadways will stunt Muni’s post-pandemic rebound and compound disruptions as the city cuts bus services.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Muni ridership dropped by nearly 90% between February and April 2020 but has hit its highest numbers over the past year.\u003c/p>\n\u003cp>“Transit riders will now not only need to deal with increased transfers and delays brought on by upcoming service cuts, but also the delays and hazards caused by a fleet of new Waymo vehicles flooding Market Street,” SF Transit Riders community and policy manager Dylan Fabris said in a statement.\u003c/p>\n\u003cp>Since banning cars, Muni buses and streetcars have been able to increase speed and efficiency by 14% along Market Street, Fabrissaid. Last year, ridership reached 75% of pre-pandemic numbers and appears on track to continue increasing.\u003c/p>\n\u003cp>It’s unclear if the move is a first step toward allowing more vehicles back onto the road since, technically, Waymo has already been permitted to operate in much of the corridor under the SFMTA traffic regulations adopted at the inception of the car ban.\u003c/p>\n\u003cp>Unlike Uber and Lyft, the self-driving cars are considered commercial vehicles. Waymo confirmed that until now, it has voluntarily refrained from operating on Market Street despite being legally allowed to do so.\u003c/p>\n\u003cp>Still, advocates urged Lurie to rescind the decision and instead focus on increasing business and foot traffic in the downtown sector.\u003c/p>\n\u003cp>“If we want Market Street to reclaim its rightful place as a commercial and cultural destination, it should be safe and welcoming to people,” SFBike’s Executive Director Christopher White said. “Prioritizing safe, affordable ways of traveling, like walking, biking and transit, achieves that aim. Handing the street over to a single private company flies in the face of San Francisco’s values and goals.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/danbrekke\">\u003cem>Dan Brekke\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": "SFO-Bound Flight’s Sudden Move to Avoid Potential Collision Left 4 Injured, Report Says",
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"content": "\u003cp>An incident that injured four people on a United Airlines flight headed for \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> last year was caused by the pilots pulling up suddenly to avoid a midair collision with another plane, according to the final report released by the National Transportation Safety Board.\u003c/p>\n\u003cp>After Flight 2428 from New Jersey was cleared by \u003ca href=\"https://www.kqed.org/news/12033338/bay-area-air-traffic-control-is-down-to-1-meteorologist-after-trumps-hiring-freeze\">air traffic control\u003c/a> to begin its descent into SFO on Sept. 19, 2024, pilots on the Boeing 757 received a traffic collision avoidance system (TCAS) alert warning them of another aircraft crossing 1,500 feet below.\u003c/p>\n\u003cp>The pilots responded to the alert by engaging in an abrupt emergency maneuver as the first officer reduced the plane’s vertical speed and disengaged the autopilot before pitching the plane upward, following TCAS guidance, according to the NTSB report released last week.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although the sudden maneuver avoided a potential collision, it took passengers and crew members by surprise.\u003c/p>\n\u003cp>“Two flight attendants were in the forward galley cleaning in preparation for the initial descent announcement. These two flight attendants fell to the floor during the maneuver and sustained minor injuries,” the NTSB report read. “There were two passengers in the aft lavatories at the time of the maneuver. One passenger flew upwards and landed forward, fracturing the L2 spinal vertebrae. The other passenger was exiting the lavatory when he flew upwards and landed on his leg, resulting in a fractured ankle.”\u003c/p>\n\u003cfigure id=\"attachment_12033817\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033817\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane is parked at the gate at San Francisco International Airport on Feb. 11, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Paramedics met the aircraft at SFO upon its landing, and the injured passengers were taken to a hospital. United Airlines declined to comment on the incident.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/forum/2010101909018/faa-firings-recent-crashes-spark-airline-safety-fears\">Concern over air travel safety\u003c/a> has intensified since a Jan. 29 collision between an American Airlines passenger jet and a U.S. Army Black Hawk helicopter in Washington, D.C., killed 67 people.\u003c/p>\n\u003cp>But midair collisions are quite rare, said John Cox, a retired airline pilot and aviation safety consultant. Air travel safety systems such as TCAS have been very effective at preventing serious accidents, he said, adding that a lot of the anxieties around air travel now are a result of increased focus on minor incidents that do not typically gain a lot of attention.[aside postID=news_12033338 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/GettyImages-1243270396-1-1020x680.jpg']The safety of the aviation system is very much intact, Cox said. Any increase in the number of near midair collisions can likely be attributed to an increase in air travel and congestion more broadly, he said.\u003c/p>\n\u003cp>“The likelihood of an actual midair collision has dropped dramatically to near zero,” Cox said. “I recognize the tragic midair collision in Washington … but the TCAS system as a redundancy to a very good and professional air traffic control system has really lowered the possibility of midair collision.”\u003c/p>\n\u003cp>In February, the Trump administration began firing several hundred \u003ca href=\"https://www.kqed.org/news/12027453/trump-fires-hundreds-of-air-traffic-control-staff-ahead-of-busy-travel-weekend\">Federal Aviation Administration employees\u003c/a>, including those responsible for managing the FAA radar and maintaining landing and navigational aid. While air traffic controllers were exempted from the probationary firings, the FAA has also struggled with an understaffed air control system for years.\u003c/p>\n\u003cp>According to Cox, the difficulty in hiring air traffic controllers is partly due to decreases in congressional funding for the FAA, which plays a critical role in maintaining air travel safety. As the demand for air travel grows, funding and support for the aviation administration needs to grow as well, Cox said.\u003c/p>\n\u003cp>“We have an increasing demand in air travel, and we have an increase in demand for improved aviation safety,” Cox said. “But to do that, we need a highly effective regulator. … We need all the components of the FAA. We need them fully staffed by highly qualified people, and it needs to be a good career for people coming into the industry.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An incident that injured four people on a United Airlines flight headed for \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-international-airport\">San Francisco International Airport\u003c/a> last year was caused by the pilots pulling up suddenly to avoid a midair collision with another plane, according to the final report released by the National Transportation Safety Board.\u003c/p>\n\u003cp>After Flight 2428 from New Jersey was cleared by \u003ca href=\"https://www.kqed.org/news/12033338/bay-area-air-traffic-control-is-down-to-1-meteorologist-after-trumps-hiring-freeze\">air traffic control\u003c/a> to begin its descent into SFO on Sept. 19, 2024, pilots on the Boeing 757 received a traffic collision avoidance system (TCAS) alert warning them of another aircraft crossing 1,500 feet below.\u003c/p>\n\u003cp>The pilots responded to the alert by engaging in an abrupt emergency maneuver as the first officer reduced the plane’s vertical speed and disengaged the autopilot before pitching the plane upward, following TCAS guidance, according to the NTSB report released last week.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although the sudden maneuver avoided a potential collision, it took passengers and crew members by surprise.\u003c/p>\n\u003cp>“Two flight attendants were in the forward galley cleaning in preparation for the initial descent announcement. These two flight attendants fell to the floor during the maneuver and sustained minor injuries,” the NTSB report read. “There were two passengers in the aft lavatories at the time of the maneuver. One passenger flew upwards and landed forward, fracturing the L2 spinal vertebrae. The other passenger was exiting the lavatory when he flew upwards and landed on his leg, resulting in a fractured ankle.”\u003c/p>\n\u003cfigure id=\"attachment_12033817\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033817\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250211-SkyDaddy-06-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A United Airlines plane is parked at the gate at San Francisco International Airport on Feb. 11, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Paramedics met the aircraft at SFO upon its landing, and the injured passengers were taken to a hospital. United Airlines declined to comment on the incident.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/forum/2010101909018/faa-firings-recent-crashes-spark-airline-safety-fears\">Concern over air travel safety\u003c/a> has intensified since a Jan. 29 collision between an American Airlines passenger jet and a U.S. Army Black Hawk helicopter in Washington, D.C., killed 67 people.\u003c/p>\n\u003cp>But midair collisions are quite rare, said John Cox, a retired airline pilot and aviation safety consultant. Air travel safety systems such as TCAS have been very effective at preventing serious accidents, he said, adding that a lot of the anxieties around air travel now are a result of increased focus on minor incidents that do not typically gain a lot of attention.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The safety of the aviation system is very much intact, Cox said. Any increase in the number of near midair collisions can likely be attributed to an increase in air travel and congestion more broadly, he said.\u003c/p>\n\u003cp>“The likelihood of an actual midair collision has dropped dramatically to near zero,” Cox said. “I recognize the tragic midair collision in Washington … but the TCAS system as a redundancy to a very good and professional air traffic control system has really lowered the possibility of midair collision.”\u003c/p>\n\u003cp>In February, the Trump administration began firing several hundred \u003ca href=\"https://www.kqed.org/news/12027453/trump-fires-hundreds-of-air-traffic-control-staff-ahead-of-busy-travel-weekend\">Federal Aviation Administration employees\u003c/a>, including those responsible for managing the FAA radar and maintaining landing and navigational aid. While air traffic controllers were exempted from the probationary firings, the FAA has also struggled with an understaffed air control system for years.\u003c/p>\n\u003cp>According to Cox, the difficulty in hiring air traffic controllers is partly due to decreases in congressional funding for the FAA, which plays a critical role in maintaining air travel safety. As the demand for air travel grows, funding and support for the aviation administration needs to grow as well, Cox said.\u003c/p>\n\u003cp>“We have an increasing demand in air travel, and we have an increase in demand for improved aviation safety,” Cox said. “But to do that, we need a highly effective regulator. … We need all the components of the FAA. We need them fully staffed by highly qualified people, and it needs to be a good career for people coming into the industry.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "All VTA Bus Routes Rolling After Strike, Some Light Rail Returns Monday",
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"content": "\u003cp>Less than two days after a judge\u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\"> issued an injunction to force striking transit workers back to their jobs\u003c/a> with Santa Clara Valley Transportation Authority, bus service in the region has fully resumed.\u003c/p>\n\u003cp>Immediately following the court ruling, the agency said it might only be able to offer partial bus service by Friday, but VTA Spokesperson Stacey Hendler Ross said all bus routes are now running.\u003c/p>\n\u003cp>The agency’s largest labor group, Amalgamated Transit Union Local 265 – which represents more than 1,500 bus drivers, train operators and maintenance workers – was on strike for 17 days over contract disputes, leaving tens of thousands of riders without critical public transit service, until the Wednesday injunction ended the work stoppage.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>As for light rail trains, the agency expects at least partial service will be up and running by Monday, but more time may be needed for inspection and repairs to the system of tracks and overhead power cables before all three lines are back in operation, Hendler Ross said.\u003c/p>\n\u003cp>Copper wire that’s integral to the operation of the trains appears to have been stolen from different sections of all three VTA light rail lines, but the green line that runs from Santa Clara to Campbell was hit the hardest, she said.\u003c/p>\n\u003cfigure id=\"attachment_12032416\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032416\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Hundreds of Santa Clara Valley Transportation Authority workers and represented by the Amalgamated Transit Union Local 265, raise fists during a second-day strike, in front of the VTA headquarters, on North First Street, in San José, demanding a better contract and an increase in wages, on March 11, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“As our crews continue to inspect the light rail system, they’re looking for any problems that may have arisen because we weren’t running service over the last two weeks and they’re checking the tracks and they are checking other equipment near the system,” Hendler Ross said Friday.\u003c/p>\n\u003cp>The crews found “increased incidences of copper wire missing in multiple locations along the system,” she said, which are under investigation. “We are working to replace that copper wire because the trains can’t run without it.”\u003c/p>\n\u003cp>During the few days a ride-hailing voucher program was active from Monday night through Thursday night, Hendler Ross said 6,130 trips were taken with Uber between VTA transit stops.\u003c/p>\n\u003cp>The program was a partnership between VTA and Uber, with the transit agency paying up to $5 per ride in the form of vouchers to help ease the burden on riders who were without bus and train service. The total cost to the agency was $30,405, she said.\u003c/p>\n\u003cp>[aside postID=news_12033248 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-05-KQED-1020x680.jpg']\u003c/p>\n\u003cp>While service has resumed, the agency and ATU still have not hammered out a new contract, despite more than six months of negotiations and ongoing mediation and swapping of proposals during the strike.\u003c/p>\n\u003cp>“Negotiations can start any time ATU is willing to come back to the table with something that can help resolve the conflict,” Hendler Ross said. “So in the meantime, we’re focused on getting service back to our customers. But that doesn’t impede getting back to the negotiating table.”\u003c/p>\n\u003cp>Raj Singh, the president of ATU Local 265, didn’t respond to calls for comment. The union said in a statement after the injunction was issued that the group intends to appeal the decision.\u003c/p>\n\u003cp>Jean Cohen, the executive officer of the South Bay Labor Council, which has been helping ATU with negotiations, said in a statement that the council and ATU Local 265 “remain committed to negotiating with VTA management in good faith to secure a contract that guarantees transit workers a fair wage, as well as the dignity, due process and safety they deserve.”\u003c/p>\n\u003cp>“We will continue to put pressure on VTA Board members who engage in regressive bargaining or who retaliate against workers for exercising their constitutionally-protected rights,” Cohen said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Full bus service has resumed across Santa Clara County as VTA drivers returned to work after a judge ended their strike, but light rail service won’t begin until Monday. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Less than two days after a judge\u003ca href=\"https://www.kqed.org/news/12033248/vta-strike-will-end-after-judges-order\"> issued an injunction to force striking transit workers back to their jobs\u003c/a> with Santa Clara Valley Transportation Authority, bus service in the region has fully resumed.\u003c/p>\n\u003cp>Immediately following the court ruling, the agency said it might only be able to offer partial bus service by Friday, but VTA Spokesperson Stacey Hendler Ross said all bus routes are now running.\u003c/p>\n\u003cp>The agency’s largest labor group, Amalgamated Transit Union Local 265 – which represents more than 1,500 bus drivers, train operators and maintenance workers – was on strike for 17 days over contract disputes, leaving tens of thousands of riders without critical public transit service, until the Wednesday injunction ended the work stoppage.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>As for light rail trains, the agency expects at least partial service will be up and running by Monday, but more time may be needed for inspection and repairs to the system of tracks and overhead power cables before all three lines are back in operation, Hendler Ross said.\u003c/p>\n\u003cp>Copper wire that’s integral to the operation of the trains appears to have been stolen from different sections of all three VTA light rail lines, but the green line that runs from Santa Clara to Campbell was hit the hardest, she said.\u003c/p>\n\u003cfigure id=\"attachment_12032416\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12032416\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-6_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Hundreds of Santa Clara Valley Transportation Authority workers and represented by the Amalgamated Transit Union Local 265, raise fists during a second-day strike, in front of the VTA headquarters, on North First Street, in San José, demanding a better contract and an increase in wages, on March 11, 2025. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“As our crews continue to inspect the light rail system, they’re looking for any problems that may have arisen because we weren’t running service over the last two weeks and they’re checking the tracks and they are checking other equipment near the system,” Hendler Ross said Friday.\u003c/p>\n\u003cp>The crews found “increased incidences of copper wire missing in multiple locations along the system,” she said, which are under investigation. “We are working to replace that copper wire because the trains can’t run without it.”\u003c/p>\n\u003cp>During the few days a ride-hailing voucher program was active from Monday night through Thursday night, Hendler Ross said 6,130 trips were taken with Uber between VTA transit stops.\u003c/p>\n\u003cp>The program was a partnership between VTA and Uber, with the transit agency paying up to $5 per ride in the form of vouchers to help ease the burden on riders who were without bus and train service. The total cost to the agency was $30,405, she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While service has resumed, the agency and ATU still have not hammered out a new contract, despite more than six months of negotiations and ongoing mediation and swapping of proposals during the strike.\u003c/p>\n\u003cp>“Negotiations can start any time ATU is willing to come back to the table with something that can help resolve the conflict,” Hendler Ross said. “So in the meantime, we’re focused on getting service back to our customers. But that doesn’t impede getting back to the negotiating table.”\u003c/p>\n\u003cp>Raj Singh, the president of ATU Local 265, didn’t respond to calls for comment. The union said in a statement after the injunction was issued that the group intends to appeal the decision.\u003c/p>\n\u003cp>Jean Cohen, the executive officer of the South Bay Labor Council, which has been helping ATU with negotiations, said in a statement that the council and ATU Local 265 “remain committed to negotiating with VTA management in good faith to secure a contract that guarantees transit workers a fair wage, as well as the dignity, due process and safety they deserve.”\u003c/p>\n\u003cp>“We will continue to put pressure on VTA Board members who engage in regressive bargaining or who retaliate against workers for exercising their constitutionally-protected rights,” Cohen said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bay-area-air-traffic-control-is-down-to-1-meteorologist-after-trumps-hiring-freeze",
"title": "Bay Area Air Traffic Control Is Down to 1 Meteorologist After Trump's Hiring Freeze",
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"headTitle": "Bay Area Air Traffic Control Is Down to 1 Meteorologist After Trump’s Hiring Freeze | KQED",
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"content": "\u003cp>The Trump administration’s federal hiring freeze is squeezing the team of \u003ca href=\"https://www.kqed.org/news/12029178/trumps-mass-layoffs-noaa-cut-into-bay-area-weather-service\">meteorologists\u003c/a> who help air traffic controllers inform pilots about the weather minute-by-minute as they steer airplanes in and out of the Bay Area’s three major airports.\u003c/p>\n\u003cp>For several weeks, a single \u003ca href=\"https://www.kqed.org/news/12029178/trumps-mass-layoffs-noaa-cut-into-bay-area-weather-service\">meteorologist\u003c/a> has staffed the National Weather Service’s Fremont-based \u003ca href=\"https://www.weather.gov/zoa\">Center Weather Service Unit Oakland\u003c/a> after a forecaster there retired. The unit already had two vacant positions when President Trump ordered a federal hiring freeze on Jan. 20, which have not been filled.\u003c/p>\n\u003cp>“This person’s doing the job by themselves, and our hands are kind of tied because of the hiring freeze,” said Dalton Behringer, the Bay Area office’s union steward for the National Weather Service Employees Organization. “There’s definitely a possibility of a degradation of service.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“A lot of people don’t even realize this job exists,” said Behringer, who is a meteorologist with the weather service’s Bay Area office but spoke to KQED after hours in his union capacity. “Ninety-five percent of the delays at San Francisco International Airport are actually due to the weather.”\u003c/p>\n\u003cp>Meteorologists located at the weather service offices in Seattle, Washington, and Palmdale, California, are helping, but those teams are also short-staffed, Behringer said.\u003c/p>\n\u003cp>Trump’s order included a non-specific exemption for public safety jobs, which the White House has said includes air traffic controllers. However, it is not clear if the meteorologists who support them are also exempt. Behringer said he is not sure if the administration will fill the vacancies and is unsure who could authorize a hire; typically, regional managers would do so, but it would require approval from the U.S. Department of Commerce.\u003c/p>\n\u003cp>The meteorologist works with the air traffic controllers at a command center in Fremont. Their role is to provide real-time weather updates seven days a week, forecasting any turbulence from around 40,000 feet in the air down to the runway.\u003c/p>\n\u003cp>[aside postID=news_12029178 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/NOAAGetty-1020x680.jpg']\u003c/p>\n\u003cp>This includes issuing pre-shift briefings, weather advisories and coordinating with the weather service’s Aviation Weather Center. The work is similar to the National Oceanic and Atmospheric Administration’s public-facing weather service located in Monterey. But the center’s forecasters are looking for threats to airplanes, thunderstorms, strong wind, volcanic ash and anything else that could affect flights.\u003c/p>\n\u003cp>This information, compiled by looking at local weather observations and satellite imagery, is vital for safely landing the around 1.2 million passenger flights and 140,000 cargo flights that travel to the region each year.\u003c/p>\n\u003cp>The meteorologists from this office provide guidance to jets flying west from places like Nevada, north from Southern California, east as they approach from Asia and south as they draw near from Alaska, Behringer said.\u003c/p>\n\u003cp>“Aspects of the job are quite hidden,” Behringer said. “If you’re on a flight and everything went smoothly, you can thank the air traffic controllers, but a meteorologist was feeding them the information, and in this case, the sole meteorologist there at the Oakland Center.”\u003c/p>\n\u003cp>San José Mineta International Airport officials said they “aren’t in a position to provide feedback” on the situation. San Francisco International Airport press officers did not respond to KQED’s interview request.\u003c/p>\n\u003cp>Officials with the Oakland International Airport said in a statement that it “relies upon its partners for flight traffic direction and weather data” and referred KQED to the Federal Aviation Administration for further comment. The FAA directed questions to NOAA.[aside postID=forum_2010101909160 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2025/03/GettyImages-2203084546-noaa-1020x574.jpg']Scott Smullen, NOAA’s deputy director of communications, would not speculate if the hiring freeze could impact its service to the region. “Per long-standing practice, we are not discussing internal personnel and management matters,” Smullen said.\u003c/p>\n\u003cp>He said the agency remains dedicated to its mission of “providing timely information, research, and resources that serve the American public and ensure our nation’s environmental and economic resilience.” He added agency staff will “continue to provide weather information, forecasts and warnings pursuant to our public safety mission.”\u003c/p>\n\u003cp>There are \u003ca href=\"https://www.weather.gov/aviation/cwsu\">21 of these weather service units nationwide\u003c/a> who work alongside air traffic controllers. NOAA and the FAA founded the program after a Southern Airways flight flew into a thunderstorm and crashed while en route to Atlanta in 1977. An investigation found that air traffic controllers needed timely weather information.\u003c/p>\n\u003cp>While Behringer said the safety of passengers is not in jeopardy, a single sick day could create problems.\u003c/p>\n\u003cp>The meteorologists are employees of the weather service, which pays for their time off. The FAA funds their salaries.\u003c/p>\n\u003cp>“Safety and efficiency are really the top issues,” Behringer said. “If you have a weather surprise on your hands and suddenly you have to change the traffic pattern, then the controllers may have a little more urgency.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The federal hiring freeze has left a vital Bay Area aviation weather unit with just one meteorologist, risking flight delays and disruptions. The unit oversees a vast airspace, ensuring the safe landing of over a million flights yearly.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Trump administration’s federal hiring freeze is squeezing the team of \u003ca href=\"https://www.kqed.org/news/12029178/trumps-mass-layoffs-noaa-cut-into-bay-area-weather-service\">meteorologists\u003c/a> who help air traffic controllers inform pilots about the weather minute-by-minute as they steer airplanes in and out of the Bay Area’s three major airports.\u003c/p>\n\u003cp>For several weeks, a single \u003ca href=\"https://www.kqed.org/news/12029178/trumps-mass-layoffs-noaa-cut-into-bay-area-weather-service\">meteorologist\u003c/a> has staffed the National Weather Service’s Fremont-based \u003ca href=\"https://www.weather.gov/zoa\">Center Weather Service Unit Oakland\u003c/a> after a forecaster there retired. The unit already had two vacant positions when President Trump ordered a federal hiring freeze on Jan. 20, which have not been filled.\u003c/p>\n\u003cp>“This person’s doing the job by themselves, and our hands are kind of tied because of the hiring freeze,” said Dalton Behringer, the Bay Area office’s union steward for the National Weather Service Employees Organization. “There’s definitely a possibility of a degradation of service.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“A lot of people don’t even realize this job exists,” said Behringer, who is a meteorologist with the weather service’s Bay Area office but spoke to KQED after hours in his union capacity. “Ninety-five percent of the delays at San Francisco International Airport are actually due to the weather.”\u003c/p>\n\u003cp>Meteorologists located at the weather service offices in Seattle, Washington, and Palmdale, California, are helping, but those teams are also short-staffed, Behringer said.\u003c/p>\n\u003cp>Trump’s order included a non-specific exemption for public safety jobs, which the White House has said includes air traffic controllers. However, it is not clear if the meteorologists who support them are also exempt. Behringer said he is not sure if the administration will fill the vacancies and is unsure who could authorize a hire; typically, regional managers would do so, but it would require approval from the U.S. Department of Commerce.\u003c/p>\n\u003cp>The meteorologist works with the air traffic controllers at a command center in Fremont. Their role is to provide real-time weather updates seven days a week, forecasting any turbulence from around 40,000 feet in the air down to the runway.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This includes issuing pre-shift briefings, weather advisories and coordinating with the weather service’s Aviation Weather Center. The work is similar to the National Oceanic and Atmospheric Administration’s public-facing weather service located in Monterey. But the center’s forecasters are looking for threats to airplanes, thunderstorms, strong wind, volcanic ash and anything else that could affect flights.\u003c/p>\n\u003cp>This information, compiled by looking at local weather observations and satellite imagery, is vital for safely landing the around 1.2 million passenger flights and 140,000 cargo flights that travel to the region each year.\u003c/p>\n\u003cp>The meteorologists from this office provide guidance to jets flying west from places like Nevada, north from Southern California, east as they approach from Asia and south as they draw near from Alaska, Behringer said.\u003c/p>\n\u003cp>“Aspects of the job are quite hidden,” Behringer said. “If you’re on a flight and everything went smoothly, you can thank the air traffic controllers, but a meteorologist was feeding them the information, and in this case, the sole meteorologist there at the Oakland Center.”\u003c/p>\n\u003cp>San José Mineta International Airport officials said they “aren’t in a position to provide feedback” on the situation. San Francisco International Airport press officers did not respond to KQED’s interview request.\u003c/p>\n\u003cp>Officials with the Oakland International Airport said in a statement that it “relies upon its partners for flight traffic direction and weather data” and referred KQED to the Federal Aviation Administration for further comment. The FAA directed questions to NOAA.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Scott Smullen, NOAA’s deputy director of communications, would not speculate if the hiring freeze could impact its service to the region. “Per long-standing practice, we are not discussing internal personnel and management matters,” Smullen said.\u003c/p>\n\u003cp>He said the agency remains dedicated to its mission of “providing timely information, research, and resources that serve the American public and ensure our nation’s environmental and economic resilience.” He added agency staff will “continue to provide weather information, forecasts and warnings pursuant to our public safety mission.”\u003c/p>\n\u003cp>There are \u003ca href=\"https://www.weather.gov/aviation/cwsu\">21 of these weather service units nationwide\u003c/a> who work alongside air traffic controllers. NOAA and the FAA founded the program after a Southern Airways flight flew into a thunderstorm and crashed while en route to Atlanta in 1977. An investigation found that air traffic controllers needed timely weather information.\u003c/p>\n\u003cp>While Behringer said the safety of passengers is not in jeopardy, a single sick day could create problems.\u003c/p>\n\u003cp>The meteorologists are employees of the weather service, which pays for their time off. The FAA funds their salaries.\u003c/p>\n\u003cp>“Safety and efficiency are really the top issues,” Behringer said. “If you have a weather surprise on your hands and suddenly you have to change the traffic pattern, then the controllers may have a little more urgency.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Historic VTA Strike Will End After Judge’s Order, Some Service to Resume by Friday",
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"content": "\u003cp>\u003cem>Updated 6 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/12032851/transit-standoff-continues-union-vta-blame-each-other-as-riders-struggle\">historic strike\u003c/a> by South Bay transit workers that has affected tens of thousands of people who rely on public transportation will come to an end after a Santa Clara County Judge issued a preliminary injunction to halt it Wednesday afternoon.\u003c/p>\n\u003cp>The injunction, signed by Santa Clara County Superior Court Judge Daniel T. Nishigaya in a San José courtroom, means Santa Clara Valley Transportation Authority employees will need to return to work immediately, but it wasn’t clear how long it would take for all transit services to resume.\u003c/p>\n\u003cp>Leaders of the union representing the workers, Amalgamated Transit Union Local 265, said they were disappointed in the outcome.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We’ll determine what happens tomorrow shortly, but we believe that the judge got this wrong,” ATU President Raj Singh said outside a downtown courthouse on Wednesday. “At the end of the day, the workers lost today.”\u003c/p>\n\u003cp>VTA spokesperson Stacey Hendler Ross said the agency is pleased with the outcome for riders and for workers.\u003c/p>\n\u003cp>“We are appreciative of this ruling so that our employees can get back to work. They’ve been two weeks without paychecks and tens of thousands of people have been two weeks without affordable transportation,” Hendler Ross said.\u003c/p>\n\u003cfigure id=\"attachment_12033241\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033241\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Santa Clara County Superior Court Judge Daniel T. Nishigaya listens to an attorney speak during a hearing in San José on March 26, 2025. The Santa Clara Valley Transportation Authority asked the court to halt a strike by workers represented by Amalgamated Transit Union Local 265. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hendler Ross said Nishigaya’s injunction means striking VTA workers need to return to work right away. She said workers would be required to report to work on Thursday, and partial bus service would resume by Friday morning.\u003c/p>\n\u003cp>It wasn’t immediately clear when light rail trains will begin rolling again, as Hendler Ross said the tracks and overhead lines would need to be inspected before service can start.\u003c/p>\n\u003cp>The VTA initiated the legal process on March 10, the first day of the strike, by filing a complaint asking for an injunction and a temporary restraining order to halt the strike, claiming it violated a “no-strike clause” of a collective bargaining agreement between the agency and the union.\u003c/p>\n\u003cp>Nishigaya, on March 17, \u003ca href=\"https://www.kqed.org/news/12031632/vtas-legal-challenge-ongoing-transit-strike-hits-snag\">denied the agency’s request for a restraining order\u003c/a> but required the parties to come back to court on Wednesday so ATU could argue why its strike was not a violation of the contract.\u003c/p>\n\u003cp>[aside postID=news_12032851 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/VTA-Day-15-Singh_qed-1020x680.jpg']\u003c/p>\n\u003cp>The agency’s attorneys alleged in court filings that the union never gave VTA proper notice that it wanted to end or change the agreement and said the no-strike conditions remain in “full force and effect” for another year while negotiations for a new contract continue.\u003c/p>\n\u003cp>The agreement — which expired on March 3 — said the contract continues from “year to year” after its expiration and requires the two sides “continue to negotiate until there is a successor agreement,” the agency said.\u003c/p>\n\u003cp>“The court does believe that there is at least a reasonable interpretation of the collective bargaining agreement that would lead to the conclusion that the agreement, including the no-strike provision, remains in full force in effect until agreement is reached,” Nishigaya said.\u003c/p>\n\u003cp>The ATU countered that the contract rules were no longer applicable because bargaining for a new contract had ended, and the union declared an impasse a few days before the strike began.\u003c/p>\n\u003cp>The union also pointed to instances in which the agency’s officials seemed to telegraph the potential for a strike, like in a Feb. 27, 2025, memo to employees from the VTA’s Chief People Officer Sonya Morrison.\u003c/p>\n\u003cfigure id=\"attachment_12033250\" class=\"wp-caption aligncenter\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033250\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14.jpg\" alt=\"\" width=\"2500\" height=\"833\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-2048x682.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-1920x640.jpg 1920w\" sizes=\"auto, (max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Attorneys for Amalgamated Transit Union Local 265, Xudong (Brian) Fan (left) and Benjamin K. Lunch. Right: Ruth M. Bond, an attorney for Santa Clara Valley Transportation Authority, are seen during a hearing in Santa Clara County Superior Court in San José on March 26, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Morrison’s memo said if a contract agreement was not reached by the expiration, “‘there is the potential for a work stoppage,’” the union’s attorneys wrote. “VTA thus acknowledged to all of its employees that the union may go on strike.”\u003c/p>\n\u003cp>“None of that would be necessary if VTA truly believed the contract was not expiring,” Benjamin Lunch, an attorney for the union, said to Nishigaya during the hearing. “For them to then turn around and say that the contract somehow did not expire, is a wild about-face for the agency to take.”\u003c/p>\n\u003cp>The VTA claimed Morrison’s statements do not change the rules of the contract agreement and disagrees that the two sides have reached an impasse.\u003c/p>\n\u003cp>Jenica Maldonado, an attorney for VTA, emphasized to Nishigaya that there was no impasse but noted that any impasse “would have evaporated by virtue of the fact that the parties continued to meet for bargaining sessions all last week to make additional proposals, and the union took votes on those proposals.”\u003c/p>\n\u003cp>Lunch also argued that VTA’s interpretation of how the contract should be enforced would take away the union’s right to strike and would create “an indefinite contract.” The agency has consistently pushed back on that claim.\u003c/p>\n\u003cp>While issuing his ruling, Nishigaya underscored that, in this case, it’s not the court’s role to litigate the entire case. His decision was based on the “reasonable probability of success” VTA has with its claim that the union is in breach of contract with its strike, and considering the harm that would occur if he did not issue the injunction, weighed against the harm to the union.\u003c/p>\n\u003cp>“This is not a final decision on the merits of any claims or lawsuits, but only to determine whether there is at least a colorable and reasonable probability that plaintiffs’ claims have merit,” Nishigaya said.\u003c/p>\n\u003cfigure id=\"attachment_12033237\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033237\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Santa Clara Valley Transportation Authority Deputy General Manager Greg Richardson is seen during a hearing in Santa Clara County Superior Court in San José on March 26, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The ruling comes two days after ATU members \u003ca href=\"https://www.kqed.org/news/12032851/transit-standoff-continues-union-vta-blame-each-other-as-riders-struggle\">roundly rejected\u003c/a> the latest contract offer from the VTA, with more than 80% of those who voted shooting it down.\u003c/p>\n\u003cp>That contract offer was finalized in a special closed-session meeting by the VTA board of directors on Sunday and included an 11% raise for the union members over three years while also asking for some concessions from workers, such as potential restrictions on overtime pay in certain circumstances.\u003c/p>\n\u003cp>Singh previously said Monday afternoon that VTA’s “aggressive bargaining” is part of why that offer was voted down, including the agency’s refusal to drop its lawsuit to stop the strike and to guarantee workers wouldn’t be disciplined for striking after returning to work.\u003c/p>\n\u003cp>The injunction represents a success for VTA, which has pursued multiple concurrent avenues to try and end the strike, including the legal challenge, as well as asking for the governor’s intervention and offering revised contract deals to the union.\u003c/p>\n\u003cp>The agency also announced late Monday a deal with Uber, in which people ordering rides between transit stops through the Uber app would get a $5 voucher during the strike.\u003c/p>\n\u003cp>The agency said the voucher would be paid for by VTA, up to two per day per person, and was aimed at reducing the cost of car transportation while transit services were unavailable.\u003c/p>\n\u003cp>“It was unfortunate that lawyers had to get involved because we were doing this on behalf of the tens of thousands of people who rely on public transportation,” Hendler Ross said. “They need public transportation, there are so many people who have no other option.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 6 p.m. Wednesday\u003c/em>\u003c/p>\n\u003cp>A \u003ca href=\"https://www.kqed.org/news/12032851/transit-standoff-continues-union-vta-blame-each-other-as-riders-struggle\">historic strike\u003c/a> by South Bay transit workers that has affected tens of thousands of people who rely on public transportation will come to an end after a Santa Clara County Judge issued a preliminary injunction to halt it Wednesday afternoon.\u003c/p>\n\u003cp>The injunction, signed by Santa Clara County Superior Court Judge Daniel T. Nishigaya in a San José courtroom, means Santa Clara Valley Transportation Authority employees will need to return to work immediately, but it wasn’t clear how long it would take for all transit services to resume.\u003c/p>\n\u003cp>Leaders of the union representing the workers, Amalgamated Transit Union Local 265, said they were disappointed in the outcome.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We’ll determine what happens tomorrow shortly, but we believe that the judge got this wrong,” ATU President Raj Singh said outside a downtown courthouse on Wednesday. “At the end of the day, the workers lost today.”\u003c/p>\n\u003cp>VTA spokesperson Stacey Hendler Ross said the agency is pleased with the outcome for riders and for workers.\u003c/p>\n\u003cp>“We are appreciative of this ruling so that our employees can get back to work. They’ve been two weeks without paychecks and tens of thousands of people have been two weeks without affordable transportation,” Hendler Ross said.\u003c/p>\n\u003cfigure id=\"attachment_12033241\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033241\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-09-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Santa Clara County Superior Court Judge Daniel T. Nishigaya listens to an attorney speak during a hearing in San José on March 26, 2025. The Santa Clara Valley Transportation Authority asked the court to halt a strike by workers represented by Amalgamated Transit Union Local 265. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Hendler Ross said Nishigaya’s injunction means striking VTA workers need to return to work right away. She said workers would be required to report to work on Thursday, and partial bus service would resume by Friday morning.\u003c/p>\n\u003cp>It wasn’t immediately clear when light rail trains will begin rolling again, as Hendler Ross said the tracks and overhead lines would need to be inspected before service can start.\u003c/p>\n\u003cp>The VTA initiated the legal process on March 10, the first day of the strike, by filing a complaint asking for an injunction and a temporary restraining order to halt the strike, claiming it violated a “no-strike clause” of a collective bargaining agreement between the agency and the union.\u003c/p>\n\u003cp>Nishigaya, on March 17, \u003ca href=\"https://www.kqed.org/news/12031632/vtas-legal-challenge-ongoing-transit-strike-hits-snag\">denied the agency’s request for a restraining order\u003c/a> but required the parties to come back to court on Wednesday so ATU could argue why its strike was not a violation of the contract.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The agency’s attorneys alleged in court filings that the union never gave VTA proper notice that it wanted to end or change the agreement and said the no-strike conditions remain in “full force and effect” for another year while negotiations for a new contract continue.\u003c/p>\n\u003cp>The agreement — which expired on March 3 — said the contract continues from “year to year” after its expiration and requires the two sides “continue to negotiate until there is a successor agreement,” the agency said.\u003c/p>\n\u003cp>“The court does believe that there is at least a reasonable interpretation of the collective bargaining agreement that would lead to the conclusion that the agreement, including the no-strike provision, remains in full force in effect until agreement is reached,” Nishigaya said.\u003c/p>\n\u003cp>The ATU countered that the contract rules were no longer applicable because bargaining for a new contract had ended, and the union declared an impasse a few days before the strike began.\u003c/p>\n\u003cp>The union also pointed to instances in which the agency’s officials seemed to telegraph the potential for a strike, like in a Feb. 27, 2025, memo to employees from the VTA’s Chief People Officer Sonya Morrison.\u003c/p>\n\u003cfigure id=\"attachment_12033250\" class=\"wp-caption aligncenter\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033250\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14.jpg\" alt=\"\" width=\"2500\" height=\"833\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-2048x682.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/Copy-of-KQED-side-by-side-downpage-image-14-1920x640.jpg 1920w\" sizes=\"auto, (max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Attorneys for Amalgamated Transit Union Local 265, Xudong (Brian) Fan (left) and Benjamin K. Lunch. Right: Ruth M. Bond, an attorney for Santa Clara Valley Transportation Authority, are seen during a hearing in Santa Clara County Superior Court in San José on March 26, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Morrison’s memo said if a contract agreement was not reached by the expiration, “‘there is the potential for a work stoppage,’” the union’s attorneys wrote. “VTA thus acknowledged to all of its employees that the union may go on strike.”\u003c/p>\n\u003cp>“None of that would be necessary if VTA truly believed the contract was not expiring,” Benjamin Lunch, an attorney for the union, said to Nishigaya during the hearing. “For them to then turn around and say that the contract somehow did not expire, is a wild about-face for the agency to take.”\u003c/p>\n\u003cp>The VTA claimed Morrison’s statements do not change the rules of the contract agreement and disagrees that the two sides have reached an impasse.\u003c/p>\n\u003cp>Jenica Maldonado, an attorney for VTA, emphasized to Nishigaya that there was no impasse but noted that any impasse “would have evaporated by virtue of the fact that the parties continued to meet for bargaining sessions all last week to make additional proposals, and the union took votes on those proposals.”\u003c/p>\n\u003cp>Lunch also argued that VTA’s interpretation of how the contract should be enforced would take away the union’s right to strike and would create “an indefinite contract.” The agency has consistently pushed back on that claim.\u003c/p>\n\u003cp>While issuing his ruling, Nishigaya underscored that, in this case, it’s not the court’s role to litigate the entire case. His decision was based on the “reasonable probability of success” VTA has with its claim that the union is in breach of contract with its strike, and considering the harm that would occur if he did not issue the injunction, weighed against the harm to the union.\u003c/p>\n\u003cp>“This is not a final decision on the merits of any claims or lawsuits, but only to determine whether there is at least a colorable and reasonable probability that plaintiffs’ claims have merit,” Nishigaya said.\u003c/p>\n\u003cfigure id=\"attachment_12033237\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033237\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250326-VTACOURT.-JG-01-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Santa Clara Valley Transportation Authority Deputy General Manager Greg Richardson is seen during a hearing in Santa Clara County Superior Court in San José on March 26, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The ruling comes two days after ATU members \u003ca href=\"https://www.kqed.org/news/12032851/transit-standoff-continues-union-vta-blame-each-other-as-riders-struggle\">roundly rejected\u003c/a> the latest contract offer from the VTA, with more than 80% of those who voted shooting it down.\u003c/p>\n\u003cp>That contract offer was finalized in a special closed-session meeting by the VTA board of directors on Sunday and included an 11% raise for the union members over three years while also asking for some concessions from workers, such as potential restrictions on overtime pay in certain circumstances.\u003c/p>\n\u003cp>Singh previously said Monday afternoon that VTA’s “aggressive bargaining” is part of why that offer was voted down, including the agency’s refusal to drop its lawsuit to stop the strike and to guarantee workers wouldn’t be disciplined for striking after returning to work.\u003c/p>\n\u003cp>The injunction represents a success for VTA, which has pursued multiple concurrent avenues to try and end the strike, including the legal challenge, as well as asking for the governor’s intervention and offering revised contract deals to the union.\u003c/p>\n\u003cp>The agency also announced late Monday a deal with Uber, in which people ordering rides between transit stops through the Uber app would get a $5 voucher during the strike.\u003c/p>\n\u003cp>The agency said the voucher would be paid for by VTA, up to two per day per person, and was aimed at reducing the cost of car transportation while transit services were unavailable.\u003c/p>\n\u003cp>“It was unfortunate that lawyers had to get involved because we were doing this on behalf of the tens of thousands of people who rely on public transportation,” Hendler Ross said. “They need public transportation, there are so many people who have no other option.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "rural-california-schools-and-roads-lose-millions-in-federal-funding-after-latest-cuts",
"title": "Rural California Schools and Roads Lose Millions in Federal Funding After Latest Cuts",
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"headTitle": "Rural California Schools and Roads Lose Millions in Federal Funding After Latest Cuts | KQED",
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"content": "\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>For more than a century, Congress has given extra money to counties with large tracts of federal land to help pay for schools, roads and other critical services. Now that financial lifeline appears to be dead after Congress didn’t include it in the budget passed this month — a victim of the Trump administration’s cost-cutting measures.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.congress.gov/bill/119th-congress/senate-bill/356/text\">Secure Rural Schools Act\u003c/a> would have brought in at least $33 million to California counties that have land owned by the federal government, such as the U.S. Forest Service. The money is intended to compensate counties for tax revenue they can’t collect on federally-owned land.\u003c/p>\n\u003cp>“This loss (is) nothing short of catastrophic,” Liam Gogan, head of the Trinity County Board of Supervisors, wrote to Congress. “This is not just a funding shortfall; it is an existential crisis. Our schools will suffer irreversible damage, emergency response will be paralyzed, and our economy — already fragile — will be pushed past the point of recovery.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>California counties from Imperial to Del Norte use Secure Rural Schools funds for schools and roads, but some money also goes toward emergency services, wildfire safety and other needs. Last year the nationwide total was $253 million, barely a blip in the overall federal budget, but a crucial funding source for rural communities that have limited options for raising revenue.\u003c/p>\n\u003cp>“It’s a nonpartisan issue — we thought it would be a slam-dunk,” said Patricia Gunderson, superintendent of schools for Lassen County. “But it wasn’t a priority for Congress. It’s budget dust, a pebble in the big picture, and it just wasn’t on their radar.”\u003c/p>\n\u003cp>[aside postID=forum_2010101909180 hero='https://cdn.kqed.org/wp-content/uploads/sites/43/2025/03/GettyImages-2203640514-1-1020x574.jpg']\u003c/p>\n\u003cp>In the fall, Secure Rural Schools passed unanimously in the Senate but never received a hearing in the House and was \u003ca href=\"https://calmatters.org/education/k-12-education/2025/01/rural-schools-2/\">not included in the temporary budget\u003c/a> passed in December. Advocates tried again in February, with a new bill they hoped would make it into the most recent budget.\u003c/p>\n\u003cp>But the bill wasn’t included and isn’t likely to pass on its own, as Congress seeks to shrink federal spending amid President Donald Trump’s orders to reduce government bureaucracy. Rep. Doug LaMalfa, a Republican who co-sponsored the bill, is “pursuing every avenue” to get it passed, his staff said. Many of the counties in LaMalfa’s district voted for Trump, but school officials have said they view Secure Rural Schools as a nonpartisan issue.\u003c/p>\n\u003cp>Advocates are also holding out hope, however slim.\u003c/p>\n\u003cp>“We’ll keep pushing, but the time for Congress to do what’s right for rural schools was yesterday,” said Tara Thomas, government affairs manager for the School Superintendents Association, a nationwide professional advocacy group. “It’s such a miniscule program, but it’s a lifeline for districts that rely on this funding.”\u003c/p>\n\u003ch2>Layoffs and cutbacks\u003c/h2>\n\u003cp>Counties’ funding varies depending on how much U.S. Forest Service acreage they have. Siskiyou County, for example, got $4.3 million in 2023. Trinity got $3.5 million. Los Angeles County, home to the Angeles National Forest, got $1.4 million. Counties typically give half the money to schools and half to public works.\u003c/p>\n\u003cp>In many school districts, the loss of funding will mean staff layoffs, cuts to after-school programs, fewer field trips, delayed building repairs and other adjustments. On the public works side, road repairs will take longer and residents will have less assistance making their homes safe from wildfires.\u003c/p>\n\u003cp>In Trinity County, the cuts mean that the county will have fewer crews to repair its 620 miles of roads — 120 of which are gravel. In the rugged, remote mountains west of Mt. Shasta, this will affect residents’ ability to get to work and school, and emergency crews’ ability to reach many parts of the 3,200-square-mile county, said Panos Kokkas, the county’s transportation director.\u003c/p>\n\u003cfigure id=\"attachment_12033040\" class=\"wp-caption aligncenter\" style=\"max-width: 1540px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033040\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589.jpg\" alt=\"\" width=\"1540\" height=\"1066\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589.jpg 1540w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-1020x706.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-1536x1063.jpg 1536w\" sizes=\"auto, (max-width: 1540px) 100vw, 1540px\">\u003cfigcaption class=\"wp-caption-text\">A rural road with debris blocking the road in Trinity County. \u003ccite>(County of Trinity Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of the roads are already in bad shape due to storms, mudslides, wildfires and erosion, he said. In the heavily forested region, it’s not uncommon for fallen trees to block roads or for whole sections of road to wash away.\u003c/p>\n\u003cp>“People potentially could get stranded, or fire and emergency crews won’t be able to get through,” Kokkas said. “It could be a very unsafe situation.”\u003c/p>\n\u003cp>In counties that are already beset by poverty and high unemployment, the cuts may have a ripple effect, especially in light of the Trump administration’s other cuts, said Siskiyou County Supervisor Ed Valenzuela. \u003ca href=\"https://www.nytimes.com/2025/03/13/travel/trump-cuts-national-parks-summer-travel.html\">Reductions at the U.S. Forest Service,\u003c/a> for example, will mean fewer seasonal employees patronizing local businesses and fewer people to maintain Forest Service amenities — a major tourist draw in the summer, he said.\u003c/p>\n\u003cp>Siskiyou and other rural counties have limited options for raising the money elsewhere. Rural school districts are rarely able to pass bonds because voters tend to be more fiscally conservative, retired or low-income. Bonds that do pass don’t raise much money because property values are lower overall.\u003c/p>\n\u003cp>“It’s not like we have the money sitting there in another pot,” Valenzuela said. “When we talk about making cuts … there’s nowhere to cut.”\u003c/p>\n\u003cp>In Alpine County, where 96% of the land is owned by the state and federal government and there’s only 1,100 residents, Secure Rural Schools provides about 20% of the road repair budget and a significant portion of the school funding.\u003c/p>\n\u003cp>“The longer you let the roads go, the worse they get,” said Nichole Williamson, county administrative officer. “Our roads already aren’t in the best condition. We always worry about losing Secure Rural Schools, but still, I was surprised it didn’t pass.”\u003c/p>\n\u003cp>The last Secure Rural Schools payments to counties will be in April.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/education/k-12-education/2025/03/rural-counties/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "For the last century, the money has gone to counties with large amounts of federal land that can’t be taxed. Congress failed to include it in the upcoming budget.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>For more than a century, Congress has given extra money to counties with large tracts of federal land to help pay for schools, roads and other critical services. Now that financial lifeline appears to be dead after Congress didn’t include it in the budget passed this month — a victim of the Trump administration’s cost-cutting measures.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.congress.gov/bill/119th-congress/senate-bill/356/text\">Secure Rural Schools Act\u003c/a> would have brought in at least $33 million to California counties that have land owned by the federal government, such as the U.S. Forest Service. The money is intended to compensate counties for tax revenue they can’t collect on federally-owned land.\u003c/p>\n\u003cp>“This loss (is) nothing short of catastrophic,” Liam Gogan, head of the Trinity County Board of Supervisors, wrote to Congress. “This is not just a funding shortfall; it is an existential crisis. Our schools will suffer irreversible damage, emergency response will be paralyzed, and our economy — already fragile — will be pushed past the point of recovery.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>California counties from Imperial to Del Norte use Secure Rural Schools funds for schools and roads, but some money also goes toward emergency services, wildfire safety and other needs. Last year the nationwide total was $253 million, barely a blip in the overall federal budget, but a crucial funding source for rural communities that have limited options for raising revenue.\u003c/p>\n\u003cp>“It’s a nonpartisan issue — we thought it would be a slam-dunk,” said Patricia Gunderson, superintendent of schools for Lassen County. “But it wasn’t a priority for Congress. It’s budget dust, a pebble in the big picture, and it just wasn’t on their radar.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the fall, Secure Rural Schools passed unanimously in the Senate but never received a hearing in the House and was \u003ca href=\"https://calmatters.org/education/k-12-education/2025/01/rural-schools-2/\">not included in the temporary budget\u003c/a> passed in December. Advocates tried again in February, with a new bill they hoped would make it into the most recent budget.\u003c/p>\n\u003cp>But the bill wasn’t included and isn’t likely to pass on its own, as Congress seeks to shrink federal spending amid President Donald Trump’s orders to reduce government bureaucracy. Rep. Doug LaMalfa, a Republican who co-sponsored the bill, is “pursuing every avenue” to get it passed, his staff said. Many of the counties in LaMalfa’s district voted for Trump, but school officials have said they view Secure Rural Schools as a nonpartisan issue.\u003c/p>\n\u003cp>Advocates are also holding out hope, however slim.\u003c/p>\n\u003cp>“We’ll keep pushing, but the time for Congress to do what’s right for rural schools was yesterday,” said Tara Thomas, government affairs manager for the School Superintendents Association, a nationwide professional advocacy group. “It’s such a miniscule program, but it’s a lifeline for districts that rely on this funding.”\u003c/p>\n\u003ch2>Layoffs and cutbacks\u003c/h2>\n\u003cp>Counties’ funding varies depending on how much U.S. Forest Service acreage they have. Siskiyou County, for example, got $4.3 million in 2023. Trinity got $3.5 million. Los Angeles County, home to the Angeles National Forest, got $1.4 million. Counties typically give half the money to schools and half to public works.\u003c/p>\n\u003cp>In many school districts, the loss of funding will mean staff layoffs, cuts to after-school programs, fewer field trips, delayed building repairs and other adjustments. On the public works side, road repairs will take longer and residents will have less assistance making their homes safe from wildfires.\u003c/p>\n\u003cp>In Trinity County, the cuts mean that the county will have fewer crews to repair its 620 miles of roads — 120 of which are gravel. In the rugged, remote mountains west of Mt. Shasta, this will affect residents’ ability to get to work and school, and emergency crews’ ability to reach many parts of the 3,200-square-mile county, said Panos Kokkas, the county’s transportation director.\u003c/p>\n\u003cfigure id=\"attachment_12033040\" class=\"wp-caption aligncenter\" style=\"max-width: 1540px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12033040\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589.jpg\" alt=\"\" width=\"1540\" height=\"1066\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589.jpg 1540w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-1020x706.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/032425-Trinity-County-Rural-Road-CM-copy-e1742943734589-1536x1063.jpg 1536w\" sizes=\"auto, (max-width: 1540px) 100vw, 1540px\">\u003cfigcaption class=\"wp-caption-text\">A rural road with debris blocking the road in Trinity County. \u003ccite>(County of Trinity Department of Transportation)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Many of the roads are already in bad shape due to storms, mudslides, wildfires and erosion, he said. In the heavily forested region, it’s not uncommon for fallen trees to block roads or for whole sections of road to wash away.\u003c/p>\n\u003cp>“People potentially could get stranded, or fire and emergency crews won’t be able to get through,” Kokkas said. “It could be a very unsafe situation.”\u003c/p>\n\u003cp>In counties that are already beset by poverty and high unemployment, the cuts may have a ripple effect, especially in light of the Trump administration’s other cuts, said Siskiyou County Supervisor Ed Valenzuela. \u003ca href=\"https://www.nytimes.com/2025/03/13/travel/trump-cuts-national-parks-summer-travel.html\">Reductions at the U.S. Forest Service,\u003c/a> for example, will mean fewer seasonal employees patronizing local businesses and fewer people to maintain Forest Service amenities — a major tourist draw in the summer, he said.\u003c/p>\n\u003cp>Siskiyou and other rural counties have limited options for raising the money elsewhere. Rural school districts are rarely able to pass bonds because voters tend to be more fiscally conservative, retired or low-income. Bonds that do pass don’t raise much money because property values are lower overall.\u003c/p>\n\u003cp>“It’s not like we have the money sitting there in another pot,” Valenzuela said. “When we talk about making cuts … there’s nowhere to cut.”\u003c/p>\n\u003cp>In Alpine County, where 96% of the land is owned by the state and federal government and there’s only 1,100 residents, Secure Rural Schools provides about 20% of the road repair budget and a significant portion of the school funding.\u003c/p>\n\u003cp>“The longer you let the roads go, the worse they get,” said Nichole Williamson, county administrative officer. “Our roads already aren’t in the best condition. We always worry about losing Secure Rural Schools, but still, I was surprised it didn’t pass.”\u003c/p>\n\u003cp>The last Secure Rural Schools payments to counties will be in April.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/education/k-12-education/2025/03/rural-counties/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The strike by South Bay transit workers will continue for a 16th consecutive day on Tuesday, after Amalgamated Transit Union Local 265 members voted down the latest contract offer from the \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-valley-transportation-authority\">Santa Clara Valley Transportation Authority\u003c/a>.\u003c/p>\n\u003cp>The contract proposal, which included an 11 percent wage increase over three years, was rejected by more than 80%, according to union officials who said 1,117 votes were cast with 919 members turning it down.\u003c/p>\n\u003cp>“Our members want to get back to work. The service our members provide this community is invaluable, and our customers have suffered greatly these past two weeks,” Raj Singh, president of the union, said Monday afternoon outside the Santa Clara County Fairgrounds building where ATU members cast their votes. “Our members will only return to work with a fair contract, one that guarantees their rights, their dignity and their safety.\u003c/p>\n\u003cp>“This has been a difficult time and a difficult vote.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The historic strike by more than 1,500 bus drivers, light rail train operators, maintenance workers and dispatchers represented by ATU has halted transit for tens of thousands of daily riders in Santa Clara County, forcing many to \u003ca href=\"https://www.kqed.org/news/12030951/vta-strike-underscores-silicon-valleys-widening-income-inequality\">find alternate transportation\u003c/a>, sometimes at an increased cost.\u003c/p>\n\u003cp>The rejection comes one day after VTA’s Board of Directors held a special meeting to \u003ca href=\"https://www.kqed.org/news/12032652/vta-slightly-boosts-raise-offer-union-says-it-falls-far-short\">up their wage offer\u003c/a> to the union members while also including some concessions, such as potential restrictions on overtime pay.\u003c/p>\n\u003cp>“This is a more than fair proposal for employees and we at this point are very concerned about the tens of thousands of riders who are not getting to their minimum wage jobs and we need people to come back to work,” Stacey Hendler Ross, a VTA spokesperson, said Monday after the results of the vote were announced.\u003c/p>\n\u003cp>Singh said the offer was likely rejected, in part, because of what he called the agency’s “aggressive bargaining,” including that the VTA declined to guarantee workers wouldn’t be disciplined for striking after returning to work, refused to drop its lawsuit to \u003ca href=\"https://www.kqed.org/news/12031632/vtas-legal-challenge-ongoing-transit-strike-hits-snag\">stop the strike\u003c/a>, as well as overtime restrictions.\u003c/p>\n\u003cp>“Had they not done that, we might have had a different outcome,” Singh said.\u003c/p>\n\u003cfigure id=\"attachment_12030671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12030671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Baypointe light rail platform in San José has been vacant since March 10, 2025, the first day of a strike by the union representing VTA’s bus drivers and light rail train operators. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The two sides continued to blame one another for the lack of a resolution and said new offers could be made to help resume negotiations. When asked about his message to riders who have been struggling without transit for more than two weeks, Singh pointed the finger at VTA.\u003c/p>\n\u003cp>“The agency has continued to play games and not put forth a serious effort in resolving things,” he said. “They are the ones that continue to stall these conversations instead of trying to come to an agreement and get service restored as soon as possible.”\u003c/p>\n\u003cp>Hendler Ross said the agency is “not interested in negotiating the contract in the media,” and added that “negotiations remain open for ATU to come to the table.”[aside postID=news_12031632 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-4.jpg']\u003c/p>\n\u003cp>Before the vote, the agency said in a statement that its most recent offer provides “stability and opportunity” to its workers in an uncertain time across many industries.\u003c/p>\n\u003cp>“VTA’s latest proposal reflects our commitment to our workforce, and we urge our employees to embrace this chance to secure their future and return to work,” the statement said.\u003c/p>\n\u003cp>The agency said about 100,000 riders use bus and light rail services every weekday, a large proportion of whom earn lower incomes and are students.\u003c/p>\n\u003cp>VTA sued the union on the first day of the strike, alleging that the work stoppage violated a no-strike clause in the bargaining agreement between the agency and ATU.\u003c/p>\n\u003cp>A county judge rejected VTA’s request for a temporary restraining order to halt the strike on March 17, but asked ATU to come back to court on Wednesday to argue why the strike is not a violation of the agreement.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The strike by South Bay transit workers will continue for a 16th consecutive day on Tuesday, after Amalgamated Transit Union Local 265 members voted down the latest contract offer from the \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-valley-transportation-authority\">Santa Clara Valley Transportation Authority\u003c/a>.\u003c/p>\n\u003cp>The contract proposal, which included an 11 percent wage increase over three years, was rejected by more than 80%, according to union officials who said 1,117 votes were cast with 919 members turning it down.\u003c/p>\n\u003cp>“Our members want to get back to work. The service our members provide this community is invaluable, and our customers have suffered greatly these past two weeks,” Raj Singh, president of the union, said Monday afternoon outside the Santa Clara County Fairgrounds building where ATU members cast their votes. “Our members will only return to work with a fair contract, one that guarantees their rights, their dignity and their safety.\u003c/p>\n\u003cp>“This has been a difficult time and a difficult vote.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The historic strike by more than 1,500 bus drivers, light rail train operators, maintenance workers and dispatchers represented by ATU has halted transit for tens of thousands of daily riders in Santa Clara County, forcing many to \u003ca href=\"https://www.kqed.org/news/12030951/vta-strike-underscores-silicon-valleys-widening-income-inequality\">find alternate transportation\u003c/a>, sometimes at an increased cost.\u003c/p>\n\u003cp>The rejection comes one day after VTA’s Board of Directors held a special meeting to \u003ca href=\"https://www.kqed.org/news/12032652/vta-slightly-boosts-raise-offer-union-says-it-falls-far-short\">up their wage offer\u003c/a> to the union members while also including some concessions, such as potential restrictions on overtime pay.\u003c/p>\n\u003cp>“This is a more than fair proposal for employees and we at this point are very concerned about the tens of thousands of riders who are not getting to their minimum wage jobs and we need people to come back to work,” Stacey Hendler Ross, a VTA spokesperson, said Monday after the results of the vote were announced.\u003c/p>\n\u003cp>Singh said the offer was likely rejected, in part, because of what he called the agency’s “aggressive bargaining,” including that the VTA declined to guarantee workers wouldn’t be disciplined for striking after returning to work, refused to drop its lawsuit to \u003ca href=\"https://www.kqed.org/news/12031632/vtas-legal-challenge-ongoing-transit-strike-hits-snag\">stop the strike\u003c/a>, as well as overtime restrictions.\u003c/p>\n\u003cp>“Had they not done that, we might have had a different outcome,” Singh said.\u003c/p>\n\u003cfigure id=\"attachment_12030671\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12030671\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-3-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Baypointe light rail platform in San José has been vacant since March 10, 2025, the first day of a strike by the union representing VTA’s bus drivers and light rail train operators. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The two sides continued to blame one another for the lack of a resolution and said new offers could be made to help resume negotiations. When asked about his message to riders who have been struggling without transit for more than two weeks, Singh pointed the finger at VTA.\u003c/p>\n\u003cp>“The agency has continued to play games and not put forth a serious effort in resolving things,” he said. “They are the ones that continue to stall these conversations instead of trying to come to an agreement and get service restored as soon as possible.”\u003c/p>\n\u003cp>Hendler Ross said the agency is “not interested in negotiating the contract in the media,” and added that “negotiations remain open for ATU to come to the table.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Before the vote, the agency said in a statement that its most recent offer provides “stability and opportunity” to its workers in an uncertain time across many industries.\u003c/p>\n\u003cp>“VTA’s latest proposal reflects our commitment to our workforce, and we urge our employees to embrace this chance to secure their future and return to work,” the statement said.\u003c/p>\n\u003cp>The agency said about 100,000 riders use bus and light rail services every weekday, a large proportion of whom earn lower incomes and are students.\u003c/p>\n\u003cp>VTA sued the union on the first day of the strike, alleging that the work stoppage violated a no-strike clause in the bargaining agreement between the agency and ATU.\u003c/p>\n\u003cp>A county judge rejected VTA’s request for a temporary restraining order to halt the strike on March 17, but asked ATU to come back to court on Wednesday to argue why the strike is not a violation of the agreement.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Bay Area lawmakers are unveiling the first draft of a November 2026 regional sales tax measure designed to help the largest Bay Area transit agencies deal with a long-term financial crisis that could lead to deep, long-lasting service cuts.\u003c/p>\n\u003cp>The measure is outlined in a bill, SB 63, by state Sens. Scott Wiener (D-San Francisco) and Jesse Arreguín (D-Berkeley), who released the first details of the proposal Monday.\u003c/p>\n\u003cp>Their bill would authorize a sales tax measure in San Francisco, Alameda and Contra Costa counties. The legislation includes a provision that allows San Mateo and Santa Clara county officials to decide whether they want to participate by July 31.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The sales tax, to be set at a half-cent in Alameda and Contra Costa counties and up to 1 cent in San Francisco, would help pay for day-to-day operations at BART, Muni, AC Transit and other agencies as well as for regional initiatives to make transit easier to use.\u003c/p>\n\u003cp>“We must do everything we can to strengthen our public transportation systems to prevent major service cuts, which would be devastating not only for transit riders, but for everyone in the Bay Area,” Wiener said in a statement.\u003c/p>\n\u003cp>Rebecca Long, director of legislation and public affairs for the Metropolitan Transportation Commission, said the bill is promising.\u003c/p>\n\u003cp>“This appears to move in the right direction to avert major transit service cuts, on BART in particular, and funding critical customer improvements that we know Bay Area residents want to see to make transit a more attractive option,” Long said in an interview.[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed-1020x680.jpg']The measure announced Monday is a dramatically scaled-back version of an ambitious plan floated last year that would have covered all nine Bay Area counties and aimed to raise $1.5 billion for a wide variety of transit, street and highway improvements.\u003c/p>\n\u003cp>But that effort, embodied in Sen. Wiener’s SB 1031, \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">collapsed\u003c/a> amid a series of bitter disagreements, including what kind of tax should be imposed and how revenue would be distributed.\u003c/p>\n\u003cp>If last year is any indication, SB 63, too, will be the subject of intensive negotiations before the details of the measure are finalized and can be placed on the November 2026 ballot. Even if it wins voter approval, the proposed tax measure will not be enough by itself to erase the deficits the Bay Area’s biggest transit agencies are facing.\u003c/p>\n\u003cp>It’s unclear how much money the proposed three-county sales tax would raise, but the Metropolitan Transportation Commission has estimated that a four-county tax including San Mateo County would raise $560 million a year.\u003c/p>\n\u003cp>BART is projecting deficits of more than $350 million a year starting in July 2026. Muni forecasts a yearly shortfall of more than $300 million. Deficits at AC Transit and Caltrain are smaller but erasing them would still require significant service cuts.\u003c/p>\n\u003cp>To maintain transit operations at a level close to current levels, officials in San Francisco and at BART have discussed supplemental revenue measures that would also likely appear on ballots in 2026.\u003c/p>\n\u003cp>Bay Area transit agencies have received billions of dollars in federal and state emergency funding to make up for fare revenue lost during the COVID-19 pandemic. But with that funding running out, transit operators, elected officials and transportation advocates across the region have been looking to a regional tax to avoid deep cuts in bus, train and ferry services.\u003c/p>\n\u003cp>A regional measure has also been seen as a vehicle to pay for making transit more frequent, reliable and affordable across the region. It would do that not only by helping agencies purchase more vehicles, but by integrating fares and schedules among agencies.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>The Santa Clara Valley Transportation Authority is offering striking transit workers 11% raises over three years, a half a percentage point increase from the agency’s prior bid.\u003c/p>\n\u003cp>At a press conference Sunday following a special-closed session meeting, VTA Board Chair and Campbell Mayor Sergio Lopez said the offer would not include overtime pay for sick and injury time.\u003c/p>\n\u003cp>“It is, as I shared, a significant stretch of our resources,” said Lopez. “But we are committed to our riders and to the public, to getting to resolution, to ending the strike, and getting riders back on the road.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Raj Singh, president of Amalgamated Transit Union Local 265, was pessimistic about the offer’s chance with workers, describing it as a meager wage increase accompanied by several steps backward in others areas — including overtime, as well as what he called a verbal promise from VTA leadership to include a memo containing assurances that the agency will not discipline or sue striking workers.\u003c/p>\n\u003cp>A VTA spokesperson confirmed to KQED that the memo was not included in the Sunday offer.\u003c/p>\n\u003cp>“The agency has been saying that the ATU leadership is the one that’s holding … negotiations hostage,” Singh said. “So we were going to remove ourselves from the conversation and let the members decide.”[aside postID=news_12031623 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/20250311_VTAStrikeDay2_GC-7_qed-1020x680.jpg']The more than 1,500 transit workers were originally slated to vote on the VTA’s previous offer — 10.5% raises over three years — on Sunday, but Singh said the agency asked them to hold off after it decided to hold the special meeting.\u003c/p>\n\u003cp>He criticized the fairness of wages at VTA, saying supervisors and upper management are “essentially making double what our employees are making.”\u003c/p>\n\u003cp>But VTA officials said their latest offer could cause financial pain for the agency.\u003c/p>\n\u003cp>“Whichever number, whether a previous offer or now at 11 [percent], there’s going to have to be difficult conversations about our fiscal responsibility to maintain service and protect that for our riders while also making sure that we’re offering a fair package,” Lopez said.\u003c/p>\n\u003cp>Singh said the union last offered to accept 15% wage increases over three years, but said “the agency would not budge.”\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n",
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"rss": "https://podcasts.files.bbci.co.uk/p02nq0gn.rss"
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
"link": "/californiareport",
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}
},
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"id": "californiareportmagazine",
"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
"city-arts": {
"id": "city-arts",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
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"order": 1
},
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"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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},
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"here-and-now": {
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
}
},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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"info": "One of public radio's most dynamic voices, Sam Sanders helped launch The NPR Politics Podcast and hosted NPR's hit show It's Been A Minute. Now, the award-winning host returns with something brand new, The Sam Sanders Show. Every week, Sam Sanders and friends dig into the culture that shapes our lives: what's driving the biggest trends, how artists really think, and even the memes you can't stop scrolling past. Sam is beloved for his way of unpacking the world and bringing you up close to fresh currents and engaging conversations. The Sam Sanders Show is smart, funny and always a good time.",
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