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"content": "\u003cp>More than 1,500 \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-valley-transportation-authority\">Santa Clara Valley Transportation Authority\u003c/a> employees walked off the job on Monday, bringing transit in the South Bay to a halt.\u003c/p>\n\u003cp>Bus drivers, light rail train operators, maintenance workers, dispatchers and other members of the Amalgamated Transit Union Local 265 began picketing in the dark, early morning hours outside of five VTA yards and offices. The strike comes after a monthslong contract dispute with the agency.\u003c/p>\n\u003cp>Though there have been close calls before, Monday’s strike marks the first work stoppage in VTA’s 30-year history.\u003c/p>\n\u003cp>While spirits among striking workers were high most of the day, a collision between a pickup truck and union members near a bus yard around 9 a.m. put some on edge.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Union officials say the strike is meant to show the agency that workers are serious about their demands for a better contract, after negotiating for more than six months over wages, benefits and other issues, such as how employee grievances are handled in arbitration.\u003c/p>\n\u003cp>“A lot of people are very appreciative that we’re putting up a fight against the agency that’s mistreated us for decades now,” Raj Singh, the union’s president, said Monday afternoon.\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 is vacant on Monday, 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 strike’s first day meant roughly 100,000 transit riders who depended on trains and buses to get around the county had to find alternative transportation. The union authorized a strike in early February and \u003ca href=\"https://www.kqed.org/news/12030160/south-bay-transit-workers-call-strike-set-to-halt-vta-bus-and-rail-service\">late last week warned\u003c/a> it would begin the work stoppage if a deal wasn’t reached.\u003c/p>\n\u003cp>“It’s affecting a lot of people, it’s affecting the community,” Melissa Rodriguez, a striking bus driver, said Monday while picketing outside the VTA’s Cerone Yard bus depot in North San José.\u003c/p>\n\u003cp>She said the strike is a big step, one she didn’t anticipate would come to pass, but it’s needed to gain what workers deserve in a high-cost area such as Silicon Valley.\u003c/p>\n\u003cp>[aside postID=news_12030160 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-33-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“I feel really bad. But if we don’t do anything about this now, we’re just gonna continue to fight like this back and forth,” she said.\u003c/p>\n\u003cp>Though some deal points have been settled in negotiations that began in August, the two sides are \u003ca href=\"https://www.kqed.org/news/12029584/south-bay-transit-strike-threat-looms-over-vta-talks-after-contract-expires\">still far apart\u003c/a> on the critical issue of wages, even as the union’s previous contract expired last week.\u003c/p>\n\u003cp>VTA negotiators offered their last offer to the union on Feb. 28, which included a 9% raise spread over three years, with 4% offered in the first year, then 3% and 2%, respectively, in the latter years.\u003c/p>\n\u003cp>On the same day, the union requested an 18% raise over the same three-year period, with 6% raises each year.\u003c/p>\n\u003cp>“VTA has made multiple modifications in the proposal it’s made in the last couple of weeks, while ATU appears to refuse to make any changes whatsoever to its demand,” Stacey Hendler Ross, a VTA spokesperson, said Monday. “There’s no way that VTA can meet the specific wage increase demands that the union is asking for without having to cut service or cut jobs, and that’s just not a tenable option.”\u003c/p>\n\u003cp>Singh said the agency must improve its offer by increasing wages and granting the union more favorable arbitration terms in worker disputes with VTA.\u003c/p>\n\u003cfigure id=\"attachment_12030673\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12030673\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Striking VTA workers picket acknowledge a passing honking car outside the agency’s headquarters on North First Street in San José on March 10, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re waiting on the agency to call us to start these discussions again. We want to get this done sooner rather than later,” Singh said.\u003c/p>\n\u003cp>The tensions increased when a low-speed collision occurred outside the Cerone Yard. Singh said a pickup truck leaving the yard was driven by a VTA supervisor who became impatient with picketers in the crosswalk. The driver accelerated as he turned onto the street, and union members who were in the road made contact with the car.\u003c/p>\n\u003cp>A partial video of the incident, shared with KQED by union members, shows two people in bright vests falling after colliding with the truck in traffic lanes, with several others close by.\u003c/p>\n\u003cp>Hendler Ross said she couldn’t confirm whether the driver was a VTA employee, and said the San José Police Department is investigating the collision.\u003c/p>\n\u003cp>Singh said two people were taken to the hospital — one for injuries to their foot and the other due to swelling on their neck.[aside postID=news_12029843 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240620-AffordableHousingPresser-10-BL_qed-1-1020x680.jpg']“People are already infuriated by the fact that the agency’s been mistreating them,” Singh said. “That’s only going to escalate things and make things worse.”\u003c/p>\n\u003cp>Hendler Ross said the agency is concerned about picketers blocking the entrances of VTA work locations to other employees and being in traffic lanes.\u003c/p>\n\u003cp>“We respect the union’s right to strike and to protest and to picket, but we would hope that they would do it in a safe manner and not be unlawfully blocking people from coming to work, unlawfully blocking traffic,” she said.\u003c/p>\n\u003cp>Outside VTA headquarters on North First Street, picketers chanted slogans just across the street from the empty River Oaks light rail stop while passing cars blared their horns.\u003c/p>\n\u003cp>Corena Medina, a striking VTA customer service agent, said striking workers have empathy for the riders they serve daily.\u003c/p>\n\u003cp>“Before we can be of service to anyone else, we must be able to take care of ourselves and be well,” she said.\u003c/p>\n\u003cp>Negotiators for the agency and the union met Sunday to try and avert the strike, but the meeting was brief and nothing meaningful was settled, according to the agency and the union.\u003c/p>\n\u003cp>Medina said workers want a solution but are resolved to strike as long as they need to.\u003c/p>\n\u003cp>“The biggest hope we have right now is that we can come back to the table with VTA,” she said. “We can try to figure out how we can come to some type of an agreement so that we can get back out there and keep this county rolling.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I feel really bad. But if we don’t do anything about this now, we’re just gonna continue to fight like this back and forth,” she said.\u003c/p>\n\u003cp>Though some deal points have been settled in negotiations that began in August, the two sides are \u003ca href=\"https://www.kqed.org/news/12029584/south-bay-transit-strike-threat-looms-over-vta-talks-after-contract-expires\">still far apart\u003c/a> on the critical issue of wages, even as the union’s previous contract expired last week.\u003c/p>\n\u003cp>VTA negotiators offered their last offer to the union on Feb. 28, which included a 9% raise spread over three years, with 4% offered in the first year, then 3% and 2%, respectively, in the latter years.\u003c/p>\n\u003cp>On the same day, the union requested an 18% raise over the same three-year period, with 6% raises each year.\u003c/p>\n\u003cp>“VTA has made multiple modifications in the proposal it’s made in the last couple of weeks, while ATU appears to refuse to make any changes whatsoever to its demand,” Stacey Hendler Ross, a VTA spokesperson, said Monday. “There’s no way that VTA can meet the specific wage increase demands that the union is asking for without having to cut service or cut jobs, and that’s just not a tenable option.”\u003c/p>\n\u003cp>Singh said the agency must improve its offer by increasing wages and granting the union more favorable arbitration terms in worker disputes with VTA.\u003c/p>\n\u003cfigure id=\"attachment_12030673\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12030673\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/250220-VTASTRIKED1.-JG-8-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Striking VTA workers picket acknowledge a passing honking car outside the agency’s headquarters on North First Street in San José on March 10, 2025. \u003ccite>(Joseph Geha/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We’re waiting on the agency to call us to start these discussions again. We want to get this done sooner rather than later,” Singh said.\u003c/p>\n\u003cp>The tensions increased when a low-speed collision occurred outside the Cerone Yard. Singh said a pickup truck leaving the yard was driven by a VTA supervisor who became impatient with picketers in the crosswalk. The driver accelerated as he turned onto the street, and union members who were in the road made contact with the car.\u003c/p>\n\u003cp>A partial video of the incident, shared with KQED by union members, shows two people in bright vests falling after colliding with the truck in traffic lanes, with several others close by.\u003c/p>\n\u003cp>Hendler Ross said she couldn’t confirm whether the driver was a VTA employee, and said the San José Police Department is investigating the collision.\u003c/p>\n\u003cp>Singh said two people were taken to the hospital — one for injuries to their foot and the other due to swelling on their neck.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“People are already infuriated by the fact that the agency’s been mistreating them,” Singh said. “That’s only going to escalate things and make things worse.”\u003c/p>\n\u003cp>Hendler Ross said the agency is concerned about picketers blocking the entrances of VTA work locations to other employees and being in traffic lanes.\u003c/p>\n\u003cp>“We respect the union’s right to strike and to protest and to picket, but we would hope that they would do it in a safe manner and not be unlawfully blocking people from coming to work, unlawfully blocking traffic,” she said.\u003c/p>\n\u003cp>Outside VTA headquarters on North First Street, picketers chanted slogans just across the street from the empty River Oaks light rail stop while passing cars blared their horns.\u003c/p>\n\u003cp>Corena Medina, a striking VTA customer service agent, said striking workers have empathy for the riders they serve daily.\u003c/p>\n\u003cp>“Before we can be of service to anyone else, we must be able to take care of ourselves and be well,” she said.\u003c/p>\n\u003cp>Negotiators for the agency and the union met Sunday to try and avert the strike, but the meeting was brief and nothing meaningful was settled, according to the agency and the union.\u003c/p>\n\u003cp>Medina said workers want a solution but are resolved to strike as long as they need to.\u003c/p>\n\u003cp>“The biggest hope we have right now is that we can come back to the table with VTA,” she said. “We can try to figure out how we can come to some type of an agreement so that we can get back out there and keep this county rolling.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cem>Updated at 3:22 p.m.\u003c/em>\u003c/p>\n\u003cp>More than 1,500 South Bay transit workers plan to strike beginning Monday, disrupting \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-valley-transportation-authority\">Santa Clara Valley Transportation Authority\u003c/a> bus and rail service, if a new contract deal cannot be reached, officials said.\u003c/p>\n\u003cp>Raj Singh, the president of Amalgamated Transit Union Local 265, informed the VTA Board of Directors of the decision at its meeting on Thursday evening, more than six months after the two sides began negotiations over a new pay and benefits contract.\u003c/p>\n\u003cp>“No ATU member will be rolling buses, or the light rail, or any other service provided by ATU members,” Singh said. “We hope, either today or in the near future, you guys give us something that is fair and equitable.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The union’s bus drivers, train operators, maintenance workers and dispatchers make up about 70% of VTA’s total workforce, and a strike could effectively grind the entire agency’s services to a halt.\u003c/p>\n\u003cp>The strike is scheduled to begin at 12:01 a.m. Monday. VTA officials said Friday that bus and light rail service will not run starting Monday morning if the strike occurs, and some routes may be interrupted if they are normally scheduled to run past midnight on Sunday.\u003c/p>\n\u003cfigure id=\"attachment_12030165\" class=\"wp-caption alignnone\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12030165\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Santa Clara Valley Transportation Authority card machine at the Ohlone/Chynoweth Light Rail Station in San José on June 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Greg Richardson, VTA’s deputy general manager, said during a Friday press conference that the agency is disappointed with ATU for its decision to announce an intent to strike.\u003c/p>\n\u003cp>“We regret the impact this will have on the tens of thousands of our passengers and customers who rely on our service every day to get to school, to get to work and medical appointments,” Richardson said.\u003c/p>\n\u003cp>The agency is warning riders to begin making alternative transportation plans like carpooling, ridesharing, taking regional rail, walking and biking. VTA paratransit services are staffed by workers of another union and would not be affected, the agency said.\u003c/p>\n\u003cp>The ATU and VTA began contract talks in August, and while several deal points have been hammered out since then, the two parties \u003ca href=\"https://www.kqed.org/news/12029584/south-bay-transit-strike-threat-looms-over-vta-talks-after-contract-expires\">remain far apart\u003c/a> on the critical issue of wages. There are also disputes about how the agency should handle employee grievances in arbitration.\u003c/p>\n\u003cp>[aside postID=news_12006407 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240925-VTARRAIGN-JG-2-1020x680.jpg']\u003c/p>\n\u003cp>VTA negotiators offered their “last, best and final” offer to the union on Feb. 28, which included a 9% raise spread over three years, with 4% offered in the first year, then 3% and 2%, respectively, in the latter years. When compounded over time, agency officials said the total increase is 9.3%.\u003c/p>\n\u003cp>The union, on the same day, made its most recent ask of the agency, which is for an 18% raise over the same three-year period, with 6% raises each year, according to Singh. When compounded over time, agency officials said the union’s ask would amount to 19.1%.\u003c/p>\n\u003cp>Richardson said the offer VTA has made to the union will maintain their status as the second-highest paid transit employees in the Bay Area, and could be put into place without any cuts to service or layoffs.\u003c/p>\n\u003cp>The ATU’s demands are simply too high of a cost for the agency to meet, he said.\u003c/p>\n\u003cp>“The reality — with a wage increase at that level or anything close to it — would be service cuts throughout our system and the likely elimination of positions across VTA,” he said. “This is not a direction that we are willing to go. We will not cut service to accommodate unreasonable demands.”\u003c/p>\n\u003cp>At the board meeting Thursday night, Singh said the union has “not had any meaningful conversation with the agency in regards to reaching terms on a new deal” since Feb. 28.\u003c/p>\n\u003cp>Earlier this week, Singh characterized communication from the agency as “very poor” and accused VTA of not acting in good faith, which an agency spokesperson contested. Singh did not respond to requests for comment Friday.\u003c/p>\n\u003cfigure id=\"attachment_12005816\" class=\"wp-caption alignnone\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Santa Clara Valley Transportation Authority bus drives on Meridian Avenue in San José on June 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s unclear how many of the estimated 100,000 daily riders that use VTA’s bus and light rail services are already aware of the potential strike. Richardson said the agency has been notifying riders with signage at stations and sending notices to schools and cities in Santa Clara County to try and reach as many people as possible.\u003c/p>\n\u003cp>“These are folks who are trying to get to their job. And if they’re not aware of it and they’re having to clock in, clock out, this is going to be something that could impact them dramatically. And it’s not something that we want to see,” Richardson said.\u003c/p>\n\u003cp>Adele Cuevas of Santa Clara stepped off a light rail stop near Levi’s Stadium Friday afternoon on her way home from work. She’s an in-home caretaker and relies on the VTA’s light rail and buses to get to her clients all over the South Bay. She was notified about the possible strike on the VTA.\u003c/p>\n\u003cp>“I’m probably gonna lose a lot of clients because I can only do ones that are closer to me,” Cuevas said about the possible strike. “I don’t think it should happen, because it does help those of us out that have to use the transportation. It does suck, but it is what it is.”\u003c/p>\n\u003cp>As of Friday afternoon, Richardson said no talks were scheduled over the weekend between the union and the agency but didn’t rule out that the strike could still be averted with a last-minute deal.\u003c/p>\n\u003cp>“We have always maintained that we are open to having those conversations with [ATU] to find a solution,” Richardson said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 3:22 p.m.\u003c/em>\u003c/p>\n\u003cp>More than 1,500 South Bay transit workers plan to strike beginning Monday, disrupting \u003ca href=\"https://www.kqed.org/news/tag/santa-clara-valley-transportation-authority\">Santa Clara Valley Transportation Authority\u003c/a> bus and rail service, if a new contract deal cannot be reached, officials said.\u003c/p>\n\u003cp>Raj Singh, the president of Amalgamated Transit Union Local 265, informed the VTA Board of Directors of the decision at its meeting on Thursday evening, more than six months after the two sides began negotiations over a new pay and benefits contract.\u003c/p>\n\u003cp>“No ATU member will be rolling buses, or the light rail, or any other service provided by ATU members,” Singh said. “We hope, either today or in the near future, you guys give us something that is fair and equitable.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The union’s bus drivers, train operators, maintenance workers and dispatchers make up about 70% of VTA’s total workforce, and a strike could effectively grind the entire agency’s services to a halt.\u003c/p>\n\u003cp>The strike is scheduled to begin at 12:01 a.m. Monday. VTA officials said Friday that bus and light rail service will not run starting Monday morning if the strike occurs, and some routes may be interrupted if they are normally scheduled to run past midnight on Sunday.\u003c/p>\n\u003cfigure id=\"attachment_12030165\" class=\"wp-caption alignnone\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12030165\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/240617-VTAfile-30-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Santa Clara Valley Transportation Authority card machine at the Ohlone/Chynoweth Light Rail Station in San José on June 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Greg Richardson, VTA’s deputy general manager, said during a Friday press conference that the agency is disappointed with ATU for its decision to announce an intent to strike.\u003c/p>\n\u003cp>“We regret the impact this will have on the tens of thousands of our passengers and customers who rely on our service every day to get to school, to get to work and medical appointments,” Richardson said.\u003c/p>\n\u003cp>The agency is warning riders to begin making alternative transportation plans like carpooling, ridesharing, taking regional rail, walking and biking. VTA paratransit services are staffed by workers of another union and would not be affected, the agency said.\u003c/p>\n\u003cp>The ATU and VTA began contract talks in August, and while several deal points have been hammered out since then, the two parties \u003ca href=\"https://www.kqed.org/news/12029584/south-bay-transit-strike-threat-looms-over-vta-talks-after-contract-expires\">remain far apart\u003c/a> on the critical issue of wages. There are also disputes about how the agency should handle employee grievances in arbitration.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>VTA negotiators offered their “last, best and final” offer to the union on Feb. 28, which included a 9% raise spread over three years, with 4% offered in the first year, then 3% and 2%, respectively, in the latter years. When compounded over time, agency officials said the total increase is 9.3%.\u003c/p>\n\u003cp>The union, on the same day, made its most recent ask of the agency, which is for an 18% raise over the same three-year period, with 6% raises each year, according to Singh. When compounded over time, agency officials said the union’s ask would amount to 19.1%.\u003c/p>\n\u003cp>Richardson said the offer VTA has made to the union will maintain their status as the second-highest paid transit employees in the Bay Area, and could be put into place without any cuts to service or layoffs.\u003c/p>\n\u003cp>The ATU’s demands are simply too high of a cost for the agency to meet, he said.\u003c/p>\n\u003cp>“The reality — with a wage increase at that level or anything close to it — would be service cuts throughout our system and the likely elimination of positions across VTA,” he said. “This is not a direction that we are willing to go. We will not cut service to accommodate unreasonable demands.”\u003c/p>\n\u003cp>At the board meeting Thursday night, Singh said the union has “not had any meaningful conversation with the agency in regards to reaching terms on a new deal” since Feb. 28.\u003c/p>\n\u003cp>Earlier this week, Singh characterized communication from the agency as “very poor” and accused VTA of not acting in good faith, which an agency spokesperson contested. Singh did not respond to requests for comment Friday.\u003c/p>\n\u003cfigure id=\"attachment_12005816\" class=\"wp-caption alignnone\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005816\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240617-VTAfile-01-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Santa Clara Valley Transportation Authority bus drives on Meridian Avenue in San José on June 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>It’s unclear how many of the estimated 100,000 daily riders that use VTA’s bus and light rail services are already aware of the potential strike. Richardson said the agency has been notifying riders with signage at stations and sending notices to schools and cities in Santa Clara County to try and reach as many people as possible.\u003c/p>\n\u003cp>“These are folks who are trying to get to their job. And if they’re not aware of it and they’re having to clock in, clock out, this is going to be something that could impact them dramatically. And it’s not something that we want to see,” Richardson said.\u003c/p>\n\u003cp>Adele Cuevas of Santa Clara stepped off a light rail stop near Levi’s Stadium Friday afternoon on her way home from work. She’s an in-home caretaker and relies on the VTA’s light rail and buses to get to her clients all over the South Bay. She was notified about the possible strike on the VTA.\u003c/p>\n\u003cp>“I’m probably gonna lose a lot of clients because I can only do ones that are closer to me,” Cuevas said about the possible strike. “I don’t think it should happen, because it does help those of us out that have to use the transportation. It does suck, but it is what it is.”\u003c/p>\n\u003cp>As of Friday afternoon, Richardson said no talks were scheduled over the weekend between the union and the agency but didn’t rule out that the strike could still be averted with a last-minute deal.\u003c/p>\n\u003cp>“We have always maintained that we are open to having those conversations with [ATU] to find a solution,” Richardson said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 5:10 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>A big-rig crash on Highway 101 caused major disruptions to train and road travel between \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> and South San Francisco for hours on Thursday.\u003c/p>\n\u003cp>Around 5 a.m., a southbound truck jackknifed through three lanes of the roadway just south of Brisbane, crashing into the fence railing along the right side of the elevated roadway. The crash spilled 160 gallons of fuel onto the road and sent metal and concrete debris into nearby high-voltage power lines, knocking out power to Caltrain.\u003c/p>\n\u003cp>Caltrain service was halted between San Francisco and South San Francisco, and the three right and center lanes of the freeway south of Sierra Point Parkway were closed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Train service remained down until about 10:30 a.m. after Caltrain restored power, a spokesperson for the transit agency said.\u003c/p>\n\u003cp>One of the center lanes of the freeway was reopened just after 8 a.m., but all of the lanes were not open \u003ca href=\"https://x.com/CHPSanFrancisco/status/1895264502817661442\">until around 4 p.m.\u003c/a>, hours later than initially planned. Caltrain workers had to assess the damage to the bridge structure and determine necessary repairs, California Highway Patrol spokesperson Mark Andrews said. Commuters were urged to use other routes, like Interstate 280, throughout the morning.\u003c/p>\n\u003cp>https://twitter.com/CHPSanFrancisco/status/1895147819461419208\u003c/p>\n\u003cp>San Francisco CHP officers and other emergency personnel who responded to the scene found structural damage to the freeway bridge above Sierra Point Parkway that had cut power to Caltrain.\u003c/p>\n\u003cp>Response crews were able to contain the diesel spill to the roadway.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:10 p.m. Thursday\u003c/em>\u003c/p>\n\u003cp>A big-rig crash on Highway 101 caused major disruptions to train and road travel between \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> and South San Francisco for hours on Thursday.\u003c/p>\n\u003cp>Around 5 a.m., a southbound truck jackknifed through three lanes of the roadway just south of Brisbane, crashing into the fence railing along the right side of the elevated roadway. The crash spilled 160 gallons of fuel onto the road and sent metal and concrete debris into nearby high-voltage power lines, knocking out power to Caltrain.\u003c/p>\n\u003cp>Caltrain service was halted between San Francisco and South San Francisco, and the three right and center lanes of the freeway south of Sierra Point Parkway were closed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Train service remained down until about 10:30 a.m. after Caltrain restored power, a spokesperson for the transit agency said.\u003c/p>\n\u003cp>One of the center lanes of the freeway was reopened just after 8 a.m., but all of the lanes were not open \u003ca href=\"https://x.com/CHPSanFrancisco/status/1895264502817661442\">until around 4 p.m.\u003c/a>, hours later than initially planned. Caltrain workers had to assess the damage to the bridge structure and determine necessary repairs, California Highway Patrol spokesperson Mark Andrews said. Commuters were urged to use other routes, like Interstate 280, throughout the morning.\u003c/p>\u003c/p>\u003c/div>",
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"slug": "sf-struggling-reduce-traffic-deaths-slow-streets-could-be-answer",
"title": "SF Is Struggling to Reduce Traffic Deaths. Slow Streets Could Be an Answer",
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"content": "\u003cp>A new analysis of San Francisco’s Slow Streets shows the program meant to \u003ca href=\"https://www.kqed.org/news/11813410/car-free-slow-streets-coming-to-san-francisco-this-week\">reduce and slow down vehicle traffic\u003c/a> on certain residential roadways continues to deliver on one of its major promises — making streets safer for all users.\u003c/p>\n\u003cp>In \u003ca href=\"https://transpomaps.org/projects/san-francisco/slow-streets\">a study\u003c/a> relying on data from the city’s Department of Public Health, traffic safety advocate and data analyst Stephen Braitsch found that injury collisions on the network’s 32 miles of roadway have fallen 61% since it was made permanent in December 2022 compared to the previous 26 months. Citywide, the number of injury crashes rose 6% during the same period.\u003c/p>\n\u003cp>The analysis suggests that Slow Streets could represent what advocates say should be a key tool for the city as it \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">struggles to make progress on its Vision Zero goal\u003c/a> to reduce deaths and injuries in traffic collisions.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Braitsch said the numbers show the program, which uses a modest and relatively inexpensive set of interventions such as signs, roadway paint and plastic “soft-hit” posts on 18 different streets, “has been wildly successful at reducing vehicle crashes.”\u003c/p>\n\u003cp>Braitsch’s study on the site \u003ca href=\"https://transpomaps.org/\">Transpo Maps\u003c/a>, which builds on \u003ca href=\"https://www.sfchronicle.com/sf/article/Data-shows-traffic-crashes-have-dropped-on-most-17635433.php\">a 2022 analysis \u003c/a>he undertook just before the city’s Municipal Transportation Agency voted to make Slow Streets permanent, also looks into how reduced access to the network’s roadways has affected the Fire Department’s emergency response times.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The verdict: The overall average response time for the Slow Streets network increased by 28 seconds — from 3 minutes, 46 seconds to 4 minutes, 16 seconds — since December 2022. That’s a 12% increase compared to a 5% rise in average response time citywide in the same time frame.\u003c/p>\n\u003cp>“When you look at emergency response times, it’s also really important to consider the fact that the Fire Department responding station can be up to half a mile or three-quarters of a mile away from an emergency scene on a slow street,” Braitsch said.\u003c/p>\n\u003cp>“So there’s many, many, many other streets that the Fire Department has to navigate before it actually gets to the actual slow street,” he said. “Nonetheless, we wanted to put that data out there so at least there’s a foundation from which a conversation can happen around this information.”\u003c/p>\n\u003cp>The Fire Department did not respond immediately to a request for comment on the study.\u003c/p>\n\u003cp>[aside postID=news_12027759 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/241217-DaylightingLaws-06-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>San Francisco started its \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets experiment\u003c/a> five years ago as a way of creating easily accessible outdoor recreation opportunities after stay-at-home orders were imposed at the outset of the COVID-19 pandemic.\u003c/p>\n\u003cp>The program started with 14 streets in the spring of 2020. The SFMTA expanded it to the current footprint of 18 streets and made the program permanent at the end of 2022. The agency aims to limit traffic to 1,000 vehicles a day or fewer and reduce speeds to 15 mph or lower on each street in the program.\u003c/p>\n\u003cp>Braitsch said the Slow Streets program stands out as an example of what the city can accomplish as it considers how to move ahead with its Vision Zero safety program.\u003c/p>\n\u003cp>San Francisco adopted Vision Zero in 2014 with the goal of eliminating traffic fatalities within a decade. While deaths declined at first, they have surged again in recent years. Forty-two people were killed in collisions last year, the highest total in nearly two decades.\u003c/p>\n\u003cp>“The success of Slow Streets is like a mini-Vision Zero achievement because it really checks so many of the boxes that Vision Zero as a concept is trying to achieve,” Braitsch said. “The more we can expand the program throughout the city, the sooner we’re going to get closer to achieving our Vision Zero goals.”\u003c/p>\n\u003cfigure id=\"attachment_12028845\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12028845\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Cyclists of all ages ride through San Francisco with the San Francisco Bicycle Coalition on Jan. 1, 2014. \u003ccite>(Courtesy San Francisco Bicycle Coalition)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also points to Slow Streets as a cost-effective safety solution that the city has shown it can deliver quickly and efficiently.\u003c/p>\n\u003cp>The current SFMTA capital projects budget — funding dedicated to everything from updating Muni’s fleet to upgrading traffic signals to street safety projects — includes about $8 million for Slow Streets investments through 2029. That’s about one-third of 1% of the total $2.5 billion capital budget.\u003c/p>\n\u003cp>“What I think really comes across is that the program has been extraordinarily successful at an extremely small investment, the cost of the materials and the time to implement them,” Braitsch said. “It’s such an insignificant cost in terms of materials and labor, but yet it has had such a significant impact on public safety.”\u003c/p>\n\u003cp>[aside postID=news_12028135 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/2024_01-Fresno-1020x680.jpg']\u003c/p>\n\u003cp>Other street safety advocates agree that the SFMTA should prioritize expanding Slow Streets and investing in other “traffic-calming” projects.\u003c/p>\n\u003cp>Robin Pam, a cofounder of Kid Safe SF, said, “What all of this data shows is that when we decide a street should be safer and intervene to do that, it works. We need a more comprehensive and systematic approach to improving safety on all of our streets, the same way we have on Slow Streets.”\u003c/p>\n\u003cp>Christopher White, executive director of the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>, said in a statement that Slow Streets is a key component to building a citywide network accessible to people of all ages and abilities.\u003c/p>\n\u003cp>“The city should be looking for every opportunity to expand the Slow Streets program to support local transportation within neighborhoods as well as crosstown connectivity,” he said.\u003c/p>\n\u003cp>Walk San Francisco has called on the city to adopt a long list of steps to \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">slow down motor vehicle traffic\u003c/a> on city streets, perhaps the most important factor in reducing serious injuries and deaths in traffic collisions.\u003c/p>\n\u003cp>Those measures include installing equipment like posts or pavement bumpers at high-injury intersections to force drivers to slow down during turns, timing traffic lights to keep traffic flow at or below speed limits and reducing the number of lanes on streets known to be particularly dangerous — such as the network of wide, one-way streets in the city’s South of Market neighborhood.\u003c/p>\n\u003cp>Jodie Medeiros, WalkSF’s executive director, said the new Transpo Map analysis “backs up what we know to be true: When drivers go safe speeds, there are dramatically fewer crashes. If drivers would slow down on all San Francisco streets, we’d immediately see dramatically fewer crashes — just like what’s happened on Slow Streets.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A new analysis of San Francisco’s Slow Streets shows the program meant to \u003ca href=\"https://www.kqed.org/news/11813410/car-free-slow-streets-coming-to-san-francisco-this-week\">reduce and slow down vehicle traffic\u003c/a> on certain residential roadways continues to deliver on one of its major promises — making streets safer for all users.\u003c/p>\n\u003cp>In \u003ca href=\"https://transpomaps.org/projects/san-francisco/slow-streets\">a study\u003c/a> relying on data from the city’s Department of Public Health, traffic safety advocate and data analyst Stephen Braitsch found that injury collisions on the network’s 32 miles of roadway have fallen 61% since it was made permanent in December 2022 compared to the previous 26 months. Citywide, the number of injury crashes rose 6% during the same period.\u003c/p>\n\u003cp>The analysis suggests that Slow Streets could represent what advocates say should be a key tool for the city as it \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">struggles to make progress on its Vision Zero goal\u003c/a> to reduce deaths and injuries in traffic collisions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Braitsch said the numbers show the program, which uses a modest and relatively inexpensive set of interventions such as signs, roadway paint and plastic “soft-hit” posts on 18 different streets, “has been wildly successful at reducing vehicle crashes.”\u003c/p>\n\u003cp>Braitsch’s study on the site \u003ca href=\"https://transpomaps.org/\">Transpo Maps\u003c/a>, which builds on \u003ca href=\"https://www.sfchronicle.com/sf/article/Data-shows-traffic-crashes-have-dropped-on-most-17635433.php\">a 2022 analysis \u003c/a>he undertook just before the city’s Municipal Transportation Agency voted to make Slow Streets permanent, also looks into how reduced access to the network’s roadways has affected the Fire Department’s emergency response times.\u003c/p>\n\u003cfigure id=\"attachment_12022926\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12022926\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/250107-PedestrianDeathStepback-22_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A memorial sign hangs at the site of San Francisco’s first pedestrian fatality of 2025 at the intersection of Colby Street and Silver Avenue in the Portola neighborhood of San Francisco on Jan. 7, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The verdict: The overall average response time for the Slow Streets network increased by 28 seconds — from 3 minutes, 46 seconds to 4 minutes, 16 seconds — since December 2022. That’s a 12% increase compared to a 5% rise in average response time citywide in the same time frame.\u003c/p>\n\u003cp>“When you look at emergency response times, it’s also really important to consider the fact that the Fire Department responding station can be up to half a mile or three-quarters of a mile away from an emergency scene on a slow street,” Braitsch said.\u003c/p>\n\u003cp>“So there’s many, many, many other streets that the Fire Department has to navigate before it actually gets to the actual slow street,” he said. “Nonetheless, we wanted to put that data out there so at least there’s a foundation from which a conversation can happen around this information.”\u003c/p>\n\u003cp>The Fire Department did not respond immediately to a request for comment on the study.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco started its \u003ca href=\"https://www.sfmta.com/projects/slow-streets-program\">Slow Streets experiment\u003c/a> five years ago as a way of creating easily accessible outdoor recreation opportunities after stay-at-home orders were imposed at the outset of the COVID-19 pandemic.\u003c/p>\n\u003cp>The program started with 14 streets in the spring of 2020. The SFMTA expanded it to the current footprint of 18 streets and made the program permanent at the end of 2022. The agency aims to limit traffic to 1,000 vehicles a day or fewer and reduce speeds to 15 mph or lower on each street in the program.\u003c/p>\n\u003cp>Braitsch said the Slow Streets program stands out as an example of what the city can accomplish as it considers how to move ahead with its Vision Zero safety program.\u003c/p>\n\u003cp>San Francisco adopted Vision Zero in 2014 with the goal of eliminating traffic fatalities within a decade. While deaths declined at first, they have surged again in recent years. Forty-two people were killed in collisions last year, the highest total in nearly two decades.\u003c/p>\n\u003cp>“The success of Slow Streets is like a mini-Vision Zero achievement because it really checks so many of the boxes that Vision Zero as a concept is trying to achieve,” Braitsch said. “The more we can expand the program throughout the city, the sooner we’re going to get closer to achieving our Vision Zero goals.”\u003c/p>\n\u003cfigure id=\"attachment_12028845\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12028845\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/41586088481_efaa2a3126_o_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Cyclists of all ages ride through San Francisco with the San Francisco Bicycle Coalition on Jan. 1, 2014. \u003ccite>(Courtesy San Francisco Bicycle Coalition)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He also points to Slow Streets as a cost-effective safety solution that the city has shown it can deliver quickly and efficiently.\u003c/p>\n\u003cp>The current SFMTA capital projects budget — funding dedicated to everything from updating Muni’s fleet to upgrading traffic signals to street safety projects — includes about $8 million for Slow Streets investments through 2029. That’s about one-third of 1% of the total $2.5 billion capital budget.\u003c/p>\n\u003cp>“What I think really comes across is that the program has been extraordinarily successful at an extremely small investment, the cost of the materials and the time to implement them,” Braitsch said. “It’s such an insignificant cost in terms of materials and labor, but yet it has had such a significant impact on public safety.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Other street safety advocates agree that the SFMTA should prioritize expanding Slow Streets and investing in other “traffic-calming” projects.\u003c/p>\n\u003cp>Robin Pam, a cofounder of Kid Safe SF, said, “What all of this data shows is that when we decide a street should be safer and intervene to do that, it works. We need a more comprehensive and systematic approach to improving safety on all of our streets, the same way we have on Slow Streets.”\u003c/p>\n\u003cp>Christopher White, executive director of the \u003ca href=\"https://sfbike.org/\">San Francisco Bicycle Coalition\u003c/a>, said in a statement that Slow Streets is a key component to building a citywide network accessible to people of all ages and abilities.\u003c/p>\n\u003cp>“The city should be looking for every opportunity to expand the Slow Streets program to support local transportation within neighborhoods as well as crosstown connectivity,” he said.\u003c/p>\n\u003cp>Walk San Francisco has called on the city to adopt a long list of steps to \u003ca href=\"https://www.kqed.org/news/12020110/sf-speed-cameras-coming-march-will-they-help-cut-traffic-deaths\">slow down motor vehicle traffic\u003c/a> on city streets, perhaps the most important factor in reducing serious injuries and deaths in traffic collisions.\u003c/p>\n\u003cp>Those measures include installing equipment like posts or pavement bumpers at high-injury intersections to force drivers to slow down during turns, timing traffic lights to keep traffic flow at or below speed limits and reducing the number of lanes on streets known to be particularly dangerous — such as the network of wide, one-way streets in the city’s South of Market neighborhood.\u003c/p>\n\u003cp>Jodie Medeiros, WalkSF’s executive director, said the new Transpo Map analysis “backs up what we know to be true: When drivers go safe speeds, there are dramatically fewer crashes. If drivers would slow down on all San Francisco streets, we’d immediately see dramatically fewer crashes — just like what’s happened on Slow Streets.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "the-numbers-behind-san-franciscos-illegally-painted-curb-problem",
"title": "Here's the Data Behind San Francisco's Illegally Painted Curb Problem",
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"content": "\u003cp>A mysterious person who illegally paints curbs red and peppers parked cars with towing-threat notes handwritten on official San Francisco Municipal Transportation Agency envelopes.\u003c/p>\n\u003cp>Curbs that mysteriously turn red — or sometimes even pink or purple — overnight.\u003c/p>\n\u003cp>These are just some of the nearly 140 illegal curb-painting complaints that San Francisco residents have called in or submitted to the city’s 311 \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">online portal\u003c/a> from mid-June 2024 through January 2025, according to a KQED data analysis. The complaints underscore the frustration and confusion many residents experience when their neighbors take the task of curb painting into their own hands.\u003c/p>\n\u003cp>The complaints include terms like “fake,” “illegal, “and “unauthorized.” KQED’s analysis also identified multiple instances of repeated complaints from the same address but only counted each address once for the final tally.\u003c/p>\n\u003cp>Of nearly three dozen neighborhoods included in the data from 311 — the nonemergency phone number for city services — the Mission District had the highest number of complaints about illegally painted curbs, with a total of 17 over the seven-and-a-half month period.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Complaints by SF neighborhood\" aria-label=\"Multiple Columns\" id=\"datawrapper-chart-RcKiW\" src=\"https://datawrapper.dwcdn.net/RcKiW/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"956\" height=\"523\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“This morning, I found vehicles blocking my driveway again,” reads one entry. “The curb had been painted grey by someone, and now vehicles are taking the liberty of blocking my driveway. It’s getting very tiring to have to call parking enforcement on a daily basis.”\u003c/p>\n\u003cp>The issue of illegally painted curbs garnered \u003ca href=\"https://www.kqed.org/news/12025187/fake-red-zones-cause-confusion-for-san-francisco-drivers\">citywide attention\u003c/a> in January, when SFMTA — the agency responsible for responding to those complaints — confirmed that some curbs in the vicinity of 18th and 19th avenues and Balboa Street in the Outer Richmond District had been illegally painted overnight, in what a number of local residents presumed to be an attempt by a rogue painter to help enforce the state’s new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting law\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"7 months of curb complaints in San Francisco (6/24 to 1/25)\" aria-label=\"Map\" id=\"datawrapper-chart-FeLP4\" src=\"https://datawrapper.dwcdn.net/FeLP4/3/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"681\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240AB413\">AB 413\u003c/a>, commonly known as the “daylighting law,” went into effect in January. It allows municipalities to fine drivers for parking their cars within 20 feet of a crosswalk or 15 feet from a crosswalk \u003ca href=\"https://sfbetterstreets.org/find-project-types/pedestrian-safety-and-traffic-calming/traffic-calming-overview/curb-extensions/index.html\">bulbout\u003c/a>. Restricting parking near intersections has been shown to reduce pedestrian crashes by 30%, \u003ca href=\"https://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa18041/\">according to the Federal Highway Administration\u003c/a>.\u003c/p>\n\u003cp>SFMTA had planned to begin handing out citations to drivers who park in those daylighted zones — whether they were painted red or not — beginning in March, but recently walked back that plan after “community members and district supervisors shared their concerns about fairness in enforcement,” the agency said in a \u003ca href=\"https://www.sfmta.com/blog/making-enforcement-fair-our-new-plan-state-daylighting-law\">statement on its website\u003c/a>.\u003c/p>\n\u003cp>SFMTA has already issued more than 3,000 warnings to drivers parked in daylighted spots since Jan. 1 and said it will now only ticket cars that are parked in those spots if they are also marked with red curbs.\u003c/p>\n\u003cp>[aside label=\"Related coverage\" postID=\"news_12019725,news_12025187\"]\u003c/p>\n\u003cp>For Marcy Chapman, a resident of the city’s Richmond District, those fake curbs added a layer of confusion in a city where parking can already be stressful and in short supply — and will soon grow even scarcer when the city begins painting over more curbs in daylighted zones.\u003c/p>\n\u003cp>“We don’t have a garage, so it’s a sensitive topic for us losing parking,” said Chapman, “ I just want to know if I can park and not get a ticket, you know?”\u003c/p>\n\u003cp>People painting over official SFMTA red zones with gray paint in order to effectively nullify an official “no parking” zone is also an issue, several people told KQED.\u003c/p>\n\u003cp>Tony Albert filed a complaint to 311 in early 2024 after official SFMTA-painted red zones at the intersection of Octavia and Sutter streets, near San Francisco’s Japantown, were unofficially painted over in gray.\u003c/p>\n\u003cp>Albert said, “The [red] paint was practically still wet” when someone painted over it.\u003c/p>\n\u003cp>He said 311 marked his complaint as “resolved,” even though the red zones remain grayed out.\u003c/p>\n\u003cp>“I have a toddler, and that’s the one crosswalk that I’m most concerned about,” said Albert, arguing that the red zones, if properly enforced, would make the intersection safer because parked cars wouldn’t block the line of sight for pedestrians.\u003c/p>\n\u003cp>2024 was one of San Francisco’s deadliest years on record for traffic fatalities, with 41 deaths, including 24 pedestrians, \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">according to city data\u003c/a>, spurring calls from pedestrian advocates for the city to implement \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">further safety measures\u003c/a>.\u003c/p>\n\u003cp>Shanan Delp, a resident of Polk Gulch, said he is also disappointed by what he considers SFMTA’s lackluster response to fake-curb complaints.\u003c/p>\n\u003cp>In 2020, Delp said he submitted a request for SFMTA to paint red curbs on Polk Street at the northeast corners of Filbert and Greenwich streets to improve pedestrian visibility at what he considered a dangerous intersection.\u003c/p>\n\u003cfigure id=\"attachment_12028900\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12028900 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\" alt=\"A curb, with part of it painted red, and a smiley face painted on the sidewalk.\" width=\"2560\" height=\"1928\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-800x603.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-160x121.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1536x1157.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-2048x1543.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1920x1446.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A homemade-looking paint job on Hampshire Street in San Francisco’s Mission District. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I personally felt very unsafe crossing the street with my children,” Delp said.\u003c/p>\n\u003cp>The request was approved, and the city eventually painted the curbs red, but “ within weeks, they were painted over,” he said, adding that it took the city many months to finally repaint them.\u003c/p>\n\u003cp>“I think there are really good intentions in the SFMTA, but they’re very slow, and they don’t appear to be staffed well for solving pretty basic problems like this,” he said.\u003c/p>\n\u003cp>Ethan Elkind, director of the climate program at UC Berkeley Law’s Center for Law, Energy and the Environment, said there is a multitude of negative impacts caused by unofficial curb painting, including public safety risks and costs to local government.\u003c/p>\n\u003cp>“It’s a type of vandalism that takes money to monitor and enforce. You’re asking city employees to have to double-check what was painted, what was there before, and there’s a lot of cost to that,” he said.\u003c/p>\n\u003cp>One possible solution to the ongoing curb color wars could be for the city to install more permanent infrastructure in those spaces, like benches, large rocks and plastic posts, said Luke Bornheimer, executive director of Streets Forward, a San Francisco advocacy group.\u003c/p>\n\u003cp>That would make those parking restrictions more intuitive and ensure people don’t park cars in daylighting spaces while also “reducing wasted money and resources trying to undo a vigilante’s work,” he said.\u003c/p>\n\u003cp>Meanwhile, officials at 311 advise people to “report colored curbs that do not have an SFMTA logo,” although in some cases, residents have stenciled their own custom-made SFMTA logo on the illegally painted curbs.\u003c/p>\n\u003cp>For a fee, residents \u003ca href=\"https://www.sfmta.com/driveway-red-zones#:~:text=Driveway%20Red%20Zones%20provide%20additional,both%20sides%20of%20a%20driveway.\">can also apply\u003c/a> to have the city paint a roughly 2-foot red zone on either side of their driveways if they meet certain criteria and need additional street clearance.\u003c/p>\n\u003cp>When it comes to residents painting their own curbs, SFMTA is clear: It’s completely illegal, and can land a rogue painter a fine of up to $500.\u003c/p>\n\u003cp>Ernst Schoen-Rene said he called 311 about four years ago to report a suspicious 20-foot-long strip of red on a curb in front of an apartment building near his house in the SoMa neighborhood.\u003c/p>\n\u003cp>“It was funny because SFMTA had just done a red curb around the corner, and this SFMTA stencil didn’t even look close to right,” he said. “ It isn’t particularly fair if there’s free parking and someone is illegally claiming it.”\u003c/p>\n\u003cp>About a week after Schoen-Rene filed his complaint, the curb was repainted gray, he said, although it was unclear who did it.\u003c/p>\n\u003cp>The 311 complaints also include instances in which residents claim to have received tickets from SFMTA for parking in what they later learned were fake red zones.\u003c/p>\n\u003cp>The number of complaints over the seven-month period of data is typical for the city, according to a 311 spokesperson. The data doesn’t, however, always indicate whether the city ultimately determined whether the reported curbs were, in fact, illegal.\u003c/p>\n\u003cp>SFMTA did not respond to multiple requests for comment.\u003c/p>\n\u003cfigure id=\"attachment_12019137\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12019137 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a no parking area near a crosswalk on Dolores and 16th Streets in San Francisco on Dec. 17, 2024.\u003c/figcaption>\u003c/figure>\n\u003cp>In response to an earlier inquiry about fake curbs, SFMTA spokesperson Michael Roccaforte said in an email that the agency “would really prefer to not breathe more life into that story because our resources are stretched thin and unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff. We do not want for this behavior to be perpetuated.”\u003c/p>\n\u003cp>Among the 139 separate complaints KQED tallied over the most 7-month period, 44 were marked “invalid” or contained “insufficient information” due to a lack of contact details or photos of the allegedly illegal curb. But 95 of them were marked as “resolved” or “transferred,” indicating they were either forwarded to SFMTA’s color curb team or that more information had been requested.\u003c/p>\n\u003cp>In some of the resolved cases, 311’s data log indicated that a curb reported as fake was actually legitimate.\u003c/p>\n\u003cp>“Let caller know that there is a valid driveway red curb at that address but to send photos if he has any concerns,” one entry reads.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>There will be plenty of legitimate wet red paint on city curbs over the next 18 months, as SFMTA rushes to mark daylighted zones, in accordance with the new state daylighting law — likely aware that some of their work might be quickly defaced.\u003c/p>\n\n",
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"excerpt": "Since July 2024, more than 140 residents have submitted complaints to the city about illegally painted red curbs in their neighborhoods, an ongoing concern as San Francisco prepares to enforce its new daylighting law.",
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"title": "Here's the Data Behind San Francisco's Illegally Painted Curb Problem | KQED",
"description": "Since July 2024, more than 140 residents have submitted complaints to the city about illegally painted red curbs in their neighborhoods, an ongoing concern as San Francisco prepares to enforce its new daylighting law.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A mysterious person who illegally paints curbs red and peppers parked cars with towing-threat notes handwritten on official San Francisco Municipal Transportation Agency envelopes.\u003c/p>\n\u003cp>Curbs that mysteriously turn red — or sometimes even pink or purple — overnight.\u003c/p>\n\u003cp>These are just some of the nearly 140 illegal curb-painting complaints that San Francisco residents have called in or submitted to the city’s 311 \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">online portal\u003c/a> from mid-June 2024 through January 2025, according to a KQED data analysis. The complaints underscore the frustration and confusion many residents experience when their neighbors take the task of curb painting into their own hands.\u003c/p>\n\u003cp>The complaints include terms like “fake,” “illegal, “and “unauthorized.” KQED’s analysis also identified multiple instances of repeated complaints from the same address but only counted each address once for the final tally.\u003c/p>\n\u003cp>Of nearly three dozen neighborhoods included in the data from 311 — the nonemergency phone number for city services — the Mission District had the highest number of complaints about illegally painted curbs, with a total of 17 over the seven-and-a-half month period.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Complaints by SF neighborhood\" aria-label=\"Multiple Columns\" id=\"datawrapper-chart-RcKiW\" src=\"https://datawrapper.dwcdn.net/RcKiW/4/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"956\" height=\"523\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>“This morning, I found vehicles blocking my driveway again,” reads one entry. “The curb had been painted grey by someone, and now vehicles are taking the liberty of blocking my driveway. It’s getting very tiring to have to call parking enforcement on a daily basis.”\u003c/p>\n\u003cp>The issue of illegally painted curbs garnered \u003ca href=\"https://www.kqed.org/news/12025187/fake-red-zones-cause-confusion-for-san-francisco-drivers\">citywide attention\u003c/a> in January, when SFMTA — the agency responsible for responding to those complaints — confirmed that some curbs in the vicinity of 18th and 19th avenues and Balboa Street in the Outer Richmond District had been illegally painted overnight, in what a number of local residents presumed to be an attempt by a rogue painter to help enforce the state’s new \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">daylighting law\u003c/a>.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"7 months of curb complaints in San Francisco (6/24 to 1/25)\" aria-label=\"Map\" id=\"datawrapper-chart-FeLP4\" src=\"https://datawrapper.dwcdn.net/FeLP4/3/\" scrolling=\"no\" frameborder=\"0\" style=\"border: none;\" width=\"1000\" height=\"681\" data-external=\"1\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202320240AB413\">AB 413\u003c/a>, commonly known as the “daylighting law,” went into effect in January. It allows municipalities to fine drivers for parking their cars within 20 feet of a crosswalk or 15 feet from a crosswalk \u003ca href=\"https://sfbetterstreets.org/find-project-types/pedestrian-safety-and-traffic-calming/traffic-calming-overview/curb-extensions/index.html\">bulbout\u003c/a>. Restricting parking near intersections has been shown to reduce pedestrian crashes by 30%, \u003ca href=\"https://safety.fhwa.dot.gov/ped_bike/tools_solve/fhwasa18041/\">according to the Federal Highway Administration\u003c/a>.\u003c/p>\n\u003cp>SFMTA had planned to begin handing out citations to drivers who park in those daylighted zones — whether they were painted red or not — beginning in March, but recently walked back that plan after “community members and district supervisors shared their concerns about fairness in enforcement,” the agency said in a \u003ca href=\"https://www.sfmta.com/blog/making-enforcement-fair-our-new-plan-state-daylighting-law\">statement on its website\u003c/a>.\u003c/p>\n\u003cp>SFMTA has already issued more than 3,000 warnings to drivers parked in daylighted spots since Jan. 1 and said it will now only ticket cars that are parked in those spots if they are also marked with red curbs.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>For Marcy Chapman, a resident of the city’s Richmond District, those fake curbs added a layer of confusion in a city where parking can already be stressful and in short supply — and will soon grow even scarcer when the city begins painting over more curbs in daylighted zones.\u003c/p>\n\u003cp>“We don’t have a garage, so it’s a sensitive topic for us losing parking,” said Chapman, “ I just want to know if I can park and not get a ticket, you know?”\u003c/p>\n\u003cp>People painting over official SFMTA red zones with gray paint in order to effectively nullify an official “no parking” zone is also an issue, several people told KQED.\u003c/p>\n\u003cp>Tony Albert filed a complaint to 311 in early 2024 after official SFMTA-painted red zones at the intersection of Octavia and Sutter streets, near San Francisco’s Japantown, were unofficially painted over in gray.\u003c/p>\n\u003cp>Albert said, “The [red] paint was practically still wet” when someone painted over it.\u003c/p>\n\u003cp>He said 311 marked his complaint as “resolved,” even though the red zones remain grayed out.\u003c/p>\n\u003cp>“I have a toddler, and that’s the one crosswalk that I’m most concerned about,” said Albert, arguing that the red zones, if properly enforced, would make the intersection safer because parked cars wouldn’t block the line of sight for pedestrians.\u003c/p>\n\u003cp>2024 was one of San Francisco’s deadliest years on record for traffic fatalities, with 41 deaths, including 24 pedestrians, \u003ca href=\"https://data.sfgov.org/Public-Safety/Traffic-Crashes-Resulting-in-Injury/ubvf-ztfx/about_data\">according to city data\u003c/a>, spurring calls from pedestrian advocates for the city to implement \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">further safety measures\u003c/a>.\u003c/p>\n\u003cp>Shanan Delp, a resident of Polk Gulch, said he is also disappointed by what he considers SFMTA’s lackluster response to fake-curb complaints.\u003c/p>\n\u003cp>In 2020, Delp said he submitted a request for SFMTA to paint red curbs on Polk Street at the northeast corners of Filbert and Greenwich streets to improve pedestrian visibility at what he considered a dangerous intersection.\u003c/p>\n\u003cfigure id=\"attachment_12028900\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12028900 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg\" alt=\"A curb, with part of it painted red, and a smiley face painted on the sidewalk.\" width=\"2560\" height=\"1928\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-800x603.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1020x768.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-160x121.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1536x1157.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-2048x1543.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_6020-1-1920x1446.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A homemade-looking paint job on Hampshire Street in San Francisco’s Mission District. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I personally felt very unsafe crossing the street with my children,” Delp said.\u003c/p>\n\u003cp>The request was approved, and the city eventually painted the curbs red, but “ within weeks, they were painted over,” he said, adding that it took the city many months to finally repaint them.\u003c/p>\n\u003cp>“I think there are really good intentions in the SFMTA, but they’re very slow, and they don’t appear to be staffed well for solving pretty basic problems like this,” he said.\u003c/p>\n\u003cp>Ethan Elkind, director of the climate program at UC Berkeley Law’s Center for Law, Energy and the Environment, said there is a multitude of negative impacts caused by unofficial curb painting, including public safety risks and costs to local government.\u003c/p>\n\u003cp>“It’s a type of vandalism that takes money to monitor and enforce. You’re asking city employees to have to double-check what was painted, what was there before, and there’s a lot of cost to that,” he said.\u003c/p>\n\u003cp>One possible solution to the ongoing curb color wars could be for the city to install more permanent infrastructure in those spaces, like benches, large rocks and plastic posts, said Luke Bornheimer, executive director of Streets Forward, a San Francisco advocacy group.\u003c/p>\n\u003cp>That would make those parking restrictions more intuitive and ensure people don’t park cars in daylighting spaces while also “reducing wasted money and resources trying to undo a vigilante’s work,” he said.\u003c/p>\n\u003cp>Meanwhile, officials at 311 advise people to “report colored curbs that do not have an SFMTA logo,” although in some cases, residents have stenciled their own custom-made SFMTA logo on the illegally painted curbs.\u003c/p>\n\u003cp>For a fee, residents \u003ca href=\"https://www.sfmta.com/driveway-red-zones#:~:text=Driveway%20Red%20Zones%20provide%20additional,both%20sides%20of%20a%20driveway.\">can also apply\u003c/a> to have the city paint a roughly 2-foot red zone on either side of their driveways if they meet certain criteria and need additional street clearance.\u003c/p>\n\u003cp>When it comes to residents painting their own curbs, SFMTA is clear: It’s completely illegal, and can land a rogue painter a fine of up to $500.\u003c/p>\n\u003cp>Ernst Schoen-Rene said he called 311 about four years ago to report a suspicious 20-foot-long strip of red on a curb in front of an apartment building near his house in the SoMa neighborhood.\u003c/p>\n\u003cp>“It was funny because SFMTA had just done a red curb around the corner, and this SFMTA stencil didn’t even look close to right,” he said. “ It isn’t particularly fair if there’s free parking and someone is illegally claiming it.”\u003c/p>\n\u003cp>About a week after Schoen-Rene filed his complaint, the curb was repainted gray, he said, although it was unclear who did it.\u003c/p>\n\u003cp>The 311 complaints also include instances in which residents claim to have received tickets from SFMTA for parking in what they later learned were fake red zones.\u003c/p>\n\u003cp>The number of complaints over the seven-month period of data is typical for the city, according to a 311 spokesperson. The data doesn’t, however, always indicate whether the city ultimately determined whether the reported curbs were, in fact, illegal.\u003c/p>\n\u003cp>SFMTA did not respond to multiple requests for comment.\u003c/p>\n\u003cfigure id=\"attachment_12019137\" class=\"wp-caption alignnone\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12019137 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/241217-DaylightingLaws-10-BL-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a no parking area near a crosswalk on Dolores and 16th Streets in San Francisco on Dec. 17, 2024.\u003c/figcaption>\u003c/figure>\n\u003cp>In response to an earlier inquiry about fake curbs, SFMTA spokesperson Michael Roccaforte said in an email that the agency “would really prefer to not breathe more life into that story because our resources are stretched thin and unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff. We do not want for this behavior to be perpetuated.”\u003c/p>\n\u003cp>Among the 139 separate complaints KQED tallied over the most 7-month period, 44 were marked “invalid” or contained “insufficient information” due to a lack of contact details or photos of the allegedly illegal curb. But 95 of them were marked as “resolved” or “transferred,” indicating they were either forwarded to SFMTA’s color curb team or that more information had been requested.\u003c/p>\n\u003cp>In some of the resolved cases, 311’s data log indicated that a curb reported as fake was actually legitimate.\u003c/p>\n\u003cp>“Let caller know that there is a valid driveway red curb at that address but to send photos if he has any concerns,” one entry reads.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>There will be plenty of legitimate wet red paint on city curbs over the next 18 months, as SFMTA rushes to mark daylighted zones, in accordance with the new state daylighting law — likely aware that some of their work might be quickly defaced.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "san-jose-adopts-controversial-plan-to-bus-homeless-people-out-of-the-city",
"title": "San José Adopts Controversial Plan to Bus Homeless People Out of the City",
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"headTitle": "San José Adopts Controversial Plan to Bus Homeless People Out of the City | KQED",
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"content": "\u003cp>As San José Mayor Matt Mahan continues to champion a drastic shift toward \u003ca href=\"https://www.kqed.org/news/12026437/san-jose-mayor-proposes-permanent-shift-homeless-funding-from-housing-shelter\">shorter-term solutions\u003c/a> to \u003ca href=\"https://www.kqed.org/news/12026630/san-jose-has-an-idea-to-bring-street-homelessness-to-functional-zero-can-it-work\">ending street homelessness\u003c/a>, the city is rolling out another avenue to that end: busing people who are unhoused to family members or friends who will take them in.\u003c/p>\n\u003cp>Mahan and city housing officials say the pilot program, called Homeward Bound, will serve as another tool in the city’s kit to help bring thousands of people who currently have nowhere else to go into a managed living situation. It is set to start as soon as this week and will provide up to $1,000 for bus and train tickets as far away as the East Coast.\u003c/p>\n\u003cp>“Many of the people living and dying on our streets have a loved one who cares for them,” Mahan said during a Tuesday press conference outside City Hall. “Many have connections and ties to places they can’t reach. And each one has a different story, a different reason for being on the streets.”\u003c/p>\n\u003cp>However, a local advocate for unhoused people and a Bay Area homelessness researcher are skeptical the program will be effective and are concerned about the lack of follow-up and limited data from similar programs run in other cities. In San Francisco, which has \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-homeless-people-bus-program-19257394.php\">had similar programs\u003c/a> running for two decades, the success of those efforts has been hard to track, and of what data there is, the \u003ca href=\"https://sfstandard.com/2024/08/22/homeless-humboldt-bus-san-francisco-other-states/\">results are mixed\u003c/a>.\u003c/p>\n\u003cp>Mahan acknowledged the program, which will be funded with $200,000 of city money and run by its outreach workers or contractors, will not be a fit for everyone.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“But it’s the right program for anyone trying to get home, trying to restart their lives and reconnect with family or friends who are willing to help,” he said.\u003c/p>\n\u003cp>The program doesn’t have any firmly defined goals or benchmarks, but Mahan and city officials said San José will be collecting information about who uses it and plan to analyze that when deciding whether to expand the effort in the future.\u003c/p>\n\u003cp>For Gail Osmer, an advocate who regularly assists unhoused people with finding resources and services, the program feels like the wrong approach.\u003c/p>\n\u003cp>“Out of sight, out of mind,” Osmer said, adding that she feels Mahan is just using this program as a way to shift homelessness off of San José’s list of things to address.\u003c/p>\n\u003cp>“Do you think the unhoused are going to trust a stranger or somebody they don’t really know to give them information or even talk to them about going home?” Osmer said.\u003c/p>\n\u003cp>[aside postID=news_12026437]She also expressed concern that the city wouldn’t be able to ensure people remain housed and safe wherever they end up.\u003c/p>\n\u003cp>“What if somebody is clean and sober, and they send them home, and they’re in a home where there’s alcoholism?” Osmer said. “I think this is just a way to get rid of the unhoused.”\u003c/p>\n\u003cp>In San Francisco, a \u003ca href=\"https://hsh.sfgov.org/services/the-homelessness-response-system/problem-solving/relocation-assistance-programs/\">data dashboard\u003c/a> from the city’s Department of Homelessness and Supportive Housing shows that 1,159 people used one of the city’s three relocation assistance programs from Fiscal Year 2022 to present. However, the dashboard does not include any data about where people end up.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-homeless-people-bus-program-19257394.php\">San Francisco Chronicle reported last year\u003c/a> that about 60% of people remained with their friends or family after follow-ups. The rest could not be tracked.\u003c/p>\n\u003cp>The lack of clear data on the outcomes for people using the program concerns Dr. Jamie Chang, an associate professor at UC Berkeley’s School of Social Welfare, whose research focuses on homelessness and substance use treatment.\u003c/p>\n\u003cp>“I think that while these programs might temporarily be effective at removing people from an area, without a system in place to ensure their success elsewhere, I’m skeptical about its overall efficacy,” Chang told KQED. “We don’t really know what happens to people once they’re dropped off at their destination.”\u003c/p>\n\u003cp>She also said the programs should be monitored and tracked closely so they are not used to coerce people to leave.\u003c/p>\n\u003cp>[aside postID=news_12026630]Erik Soliván, San José’s director of housing, said the city has evaluated San Francisco’s program and plans to have case managers speak with the person who would be taking in their unhoused friend or family member upfront to verify that it will be safe and stable.\u003c/p>\n\u003cp>“The learning from the San Francisco model is that we have to do some due diligence and put an expectation on the individual that once you land, call us,” he said.\u003c/p>\n\u003cp>However, there won’t be too many restrictions in place, and there won’t be continued follow-up once a person has made it to their landing spot.\u003c/p>\n\u003cp>“We’re not going to require a family member because maybe it’s a friend. We’re not going to require that the landing place be a particular house because maybe it’s an ADU they’re living in. There’s lots of options,” Soliván said.\u003c/p>\n\u003cp>He added that outreach workers will be authorized to spend up to $500 during routine conversations with unhoused people to set them up with transportation or up to $1,000 after receiving a supervisor’s approval.\u003c/p>\n\u003cp>“They’re going to have iPads and phones to make that transaction available. So that way, if it’s just a ticket to go to Portland and hop on a bus, you can make that happen today and turn it around,” Soliván said.\u003c/p>\n\u003cp>Chang said the program could be effective for some people who have access to support in another place, but that is uncommon among people experiencing homelessness.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“It’s not the inability to get a ticket to go home that’s the issue,” she said. “For most people who are homeless, it’s actually having a safe place to go home to begin with, as well as having the adequate services to treat trauma, and mental health, and access to quality substance use treatment.”\u003c/p>\n\n",
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"excerpt": "San José Mayor Matt Mahan is championing the $200,000 pilot program, which will offer bus and train tickets to homeless people who want to reconnect with family or friends.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As San José Mayor Matt Mahan continues to champion a drastic shift toward \u003ca href=\"https://www.kqed.org/news/12026437/san-jose-mayor-proposes-permanent-shift-homeless-funding-from-housing-shelter\">shorter-term solutions\u003c/a> to \u003ca href=\"https://www.kqed.org/news/12026630/san-jose-has-an-idea-to-bring-street-homelessness-to-functional-zero-can-it-work\">ending street homelessness\u003c/a>, the city is rolling out another avenue to that end: busing people who are unhoused to family members or friends who will take them in.\u003c/p>\n\u003cp>Mahan and city housing officials say the pilot program, called Homeward Bound, will serve as another tool in the city’s kit to help bring thousands of people who currently have nowhere else to go into a managed living situation. It is set to start as soon as this week and will provide up to $1,000 for bus and train tickets as far away as the East Coast.\u003c/p>\n\u003cp>“Many of the people living and dying on our streets have a loved one who cares for them,” Mahan said during a Tuesday press conference outside City Hall. “Many have connections and ties to places they can’t reach. And each one has a different story, a different reason for being on the streets.”\u003c/p>\n\u003cp>However, a local advocate for unhoused people and a Bay Area homelessness researcher are skeptical the program will be effective and are concerned about the lack of follow-up and limited data from similar programs run in other cities. In San Francisco, which has \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-homeless-people-bus-program-19257394.php\">had similar programs\u003c/a> running for two decades, the success of those efforts has been hard to track, and of what data there is, the \u003ca href=\"https://sfstandard.com/2024/08/22/homeless-humboldt-bus-san-francisco-other-states/\">results are mixed\u003c/a>.\u003c/p>\n\u003cp>Mahan acknowledged the program, which will be funded with $200,000 of city money and run by its outreach workers or contractors, will not be a fit for everyone.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“But it’s the right program for anyone trying to get home, trying to restart their lives and reconnect with family or friends who are willing to help,” he said.\u003c/p>\n\u003cp>The program doesn’t have any firmly defined goals or benchmarks, but Mahan and city officials said San José will be collecting information about who uses it and plan to analyze that when deciding whether to expand the effort in the future.\u003c/p>\n\u003cp>For Gail Osmer, an advocate who regularly assists unhoused people with finding resources and services, the program feels like the wrong approach.\u003c/p>\n\u003cp>“Out of sight, out of mind,” Osmer said, adding that she feels Mahan is just using this program as a way to shift homelessness off of San José’s list of things to address.\u003c/p>\n\u003cp>“Do you think the unhoused are going to trust a stranger or somebody they don’t really know to give them information or even talk to them about going home?” Osmer said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>She also expressed concern that the city wouldn’t be able to ensure people remain housed and safe wherever they end up.\u003c/p>\n\u003cp>“What if somebody is clean and sober, and they send them home, and they’re in a home where there’s alcoholism?” Osmer said. “I think this is just a way to get rid of the unhoused.”\u003c/p>\n\u003cp>In San Francisco, a \u003ca href=\"https://hsh.sfgov.org/services/the-homelessness-response-system/problem-solving/relocation-assistance-programs/\">data dashboard\u003c/a> from the city’s Department of Homelessness and Supportive Housing shows that 1,159 people used one of the city’s three relocation assistance programs from Fiscal Year 2022 to present. However, the dashboard does not include any data about where people end up.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.sfchronicle.com/sf/article/sf-homeless-people-bus-program-19257394.php\">San Francisco Chronicle reported last year\u003c/a> that about 60% of people remained with their friends or family after follow-ups. The rest could not be tracked.\u003c/p>\n\u003cp>The lack of clear data on the outcomes for people using the program concerns Dr. Jamie Chang, an associate professor at UC Berkeley’s School of Social Welfare, whose research focuses on homelessness and substance use treatment.\u003c/p>\n\u003cp>“I think that while these programs might temporarily be effective at removing people from an area, without a system in place to ensure their success elsewhere, I’m skeptical about its overall efficacy,” Chang told KQED. “We don’t really know what happens to people once they’re dropped off at their destination.”\u003c/p>\n\u003cp>She also said the programs should be monitored and tracked closely so they are not used to coerce people to leave.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Erik Soliván, San José’s director of housing, said the city has evaluated San Francisco’s program and plans to have case managers speak with the person who would be taking in their unhoused friend or family member upfront to verify that it will be safe and stable.\u003c/p>\n\u003cp>“The learning from the San Francisco model is that we have to do some due diligence and put an expectation on the individual that once you land, call us,” he said.\u003c/p>\n\u003cp>However, there won’t be too many restrictions in place, and there won’t be continued follow-up once a person has made it to their landing spot.\u003c/p>\n\u003cp>“We’re not going to require a family member because maybe it’s a friend. We’re not going to require that the landing place be a particular house because maybe it’s an ADU they’re living in. There’s lots of options,” Soliván said.\u003c/p>\n\u003cp>He added that outreach workers will be authorized to spend up to $500 during routine conversations with unhoused people to set them up with transportation or up to $1,000 after receiving a supervisor’s approval.\u003c/p>\n\u003cp>“They’re going to have iPads and phones to make that transaction available. So that way, if it’s just a ticket to go to Portland and hop on a bus, you can make that happen today and turn it around,” Soliván said.\u003c/p>\n\u003cp>Chang said the program could be effective for some people who have access to support in another place, but that is uncommon among people experiencing homelessness.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“It’s not the inability to get a ticket to go home that’s the issue,” she said. “For most people who are homeless, it’s actually having a safe place to go home to begin with, as well as having the adequate services to treat trauma, and mental health, and access to quality substance use treatment.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "the-future-for-california-high-speed-rail-just-got-even-more-uncertain",
"title": "The Future for California High-Speed Rail Just Got Even More Uncertain",
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"content": "\u003cp>This week’s announcement that the Trump administration is \u003ca href=\"https://www.kqed.org/news/12027947/trump-administration-considers-cutting-federal-funding-for-california-high-speed-rail\">reviewing\u003c/a> more than $4 billion in federal funding committed to California’s high-speed rail system adds a new layer of uncertainty to a long-delayed project already surrounded by questions about its future.\u003c/p>\n\u003cp>U.S. Transportation Secretary Sean Duffy announced the review on Thursday in Los Angeles, saying the administration intends to determine whether California is living up to the letter of its federal funding agreements.\u003c/p>\n\u003cp>“We can’t just say we’re going to give money and then not hold states accountable to how they spend that money,” Duffy said. “We in the Trump administration are going to take a look at whether this project is worthy of continual investment.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In recent months, the inspector general for the California High-Speed Rail Authority has expressed doubts both about \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2024/10/Funding-Review-24-R-01-A11Y.pdf\">whether the agency can line up all the funding\u003c/a> needed to build the system’s initial 171-mile segment from Merced to Bakersfield and \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2025/02/Schedule-Engagement-Report-FINAL-A11Y.pdf\">whether it can meet its timetable\u003c/a> for launching service by 2033.\u003c/p>\n\u003cp>The current cost estimate for the Merced-Bakersfield link is between $32 billion and $35 billion. Even with $4.3 billion in grants promised by the Biden administration that are now under review, the state would need to find as much as $6.5 billion more to finish the Central Valley segment.\u003c/p>\n\u003cfigure id=\"attachment_11936304\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11936304\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\" alt=\"High Speed Rail\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-2048x1536.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1920x1440.jpeg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction workers above Highway 99 on Dec. 24, 2022. There’s no current schedule for completing the project, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That section is just the first piece of a statewide network stretching from San Francisco to Orange County that was envisioned in a 2008 ballot measure that provided $10 billion in bond funding. The measure outlined a system that would be completed by 2020 and carried an estimated price tag of as much as $40 billion. Though the full route has now received all its environmental approvals, there’s no current schedule for completing it, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion.\u003c/p>\n\u003cp>Republican lawmakers, who have been hostile to the project since its inception three decades ago, argue that the price of the first segment is too high for a service with an unproven market and have introduced new legislation to curtail further funding.\u003c/p>\n\u003cp>In Congress, Rep. Kevin Kiley (R–Rocklin) has put forward \u003ca href=\"https://d12t4t5x3vyizu.cloudfront.net/kiley.house.gov/uploads/2025/01/KILEY_001_xml.pdf\">a bill\u003c/a> that would ban future federal aid for the rail line.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB267\">AB 267\u003c/a>, by Assemblymember Alexandra Macedo (R–Tulare), would cancel the state’s $1 billion annual appropriation for high-speed rail for the next two years. That funding, which comes from California’s cap-and-trade program, would be shifted to new water projects and wildfire mitigation.\u003c/p>\n\u003cp>Democratic legislators, including state Sen. Scott Wiener (D–San Francisco), say the project’s expected environmental benefits and the need to modernize California’s passenger rail network make it imperative for the state to move ahead with the project.\u003c/p>\n\u003cp>Wiener has introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB445\">SB 445\u003c/a>, a bill that would speed up rail construction by requiring local governments and utilities to hasten permit approvals and power and water line relocations.\u003c/p>\n\u003cp>[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed.jpg']\u003c/p>\n\u003cp>Appearing at L.A.’s Union Station, Duffy’s remarks on Thursday highlighted both the partisan nature of the review and his own personal distaste for the state’s high-speed rail effort.\u003c/p>\n\u003cp>“President Trump has thought about this project. He’s talked about the project,” Duffy said. “And I think he was very kind when he said this project has been mismanaged. I would agree it has been more than likely mismanaged. And the president has called for an investigation.”\u003c/p>\n\u003cp>Several dozen protesters who had turned out for Duffy’s press conference jeered his remarks, prompting him to snap: “If you want to go protest somewhere; if you want to shout at someone; go to the governor’s mansion. Go talk to Democrats in the Legislature who have brought us this crappy project.”\u003c/p>\n\u003cp>In an interview with KQED on Thursday, Wiener blamed Republicans for the bullet train delays.\u003c/p>\n\u003cp>“The people who are most vocal in criticizing high-speed rail for delays and cost increases, the Republicans, are some of the very people who have caused those delays and cost increases,” he said.\u003c/p>\n\u003cfigure id=\"attachment_10912057\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10912057\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\" alt=\"Rendering of high-speed rail train.\" width=\"1920\" height=\"1100\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-400x229.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-800x458.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-1180x676.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-960x550.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rendering of a high-speed rail train published in 2016. But, 17 years after voters approved a $10 billion bond measure to help pay for the project and a decade since construction began in the Central Valley, California high-speed rail faces a pivotal year that could make or break the project. \u003ccite>(Courtesy of the California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said he was confident that spending by the California High-Speed Rail Authority will stand up to the new federal scrutiny.\u003c/p>\n\u003cp>“If this investigation is fair and objective, then it will show a project that is underway, that’s happening, and that has been slowed down by permit problems, and that needs to be sped up,” he said.\u003c/p>\n\u003cp>In a statement, the high-speed-rail agency said it has been subject to multiple federal and state audits and that “every dollar is accounted for.”\u003c/p>\n\u003cp>“We welcome this investigation and the opportunity to work with our federal partners,” the agency said.\u003c/p>\n\u003cp>Wiener and others mentioned the results of a recent Emerson College poll that asked 1,000 registered California voters whether the high-speed rail project “is a good use of state funds or a bad use of state funds.”\u003c/p>\n\u003cp>The poll reported that 54% had a favorable view. That’s in line with past survey findings and very close to the 52.6% “yes” vote attained by 2008’s Proposition 1A, which approved floating bonds to build the L.A.-San Francisco rail system.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "A Trump administration funding review comes amid questions about whether the project can meet the timetable for its initial Central Valley segment. ",
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"title": "The Future for California High-Speed Rail Just Got Even More Uncertain | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>This week’s announcement that the Trump administration is \u003ca href=\"https://www.kqed.org/news/12027947/trump-administration-considers-cutting-federal-funding-for-california-high-speed-rail\">reviewing\u003c/a> more than $4 billion in federal funding committed to California’s high-speed rail system adds a new layer of uncertainty to a long-delayed project already surrounded by questions about its future.\u003c/p>\n\u003cp>U.S. Transportation Secretary Sean Duffy announced the review on Thursday in Los Angeles, saying the administration intends to determine whether California is living up to the letter of its federal funding agreements.\u003c/p>\n\u003cp>“We can’t just say we’re going to give money and then not hold states accountable to how they spend that money,” Duffy said. “We in the Trump administration are going to take a look at whether this project is worthy of continual investment.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In recent months, the inspector general for the California High-Speed Rail Authority has expressed doubts both about \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2024/10/Funding-Review-24-R-01-A11Y.pdf\">whether the agency can line up all the funding\u003c/a> needed to build the system’s initial 171-mile segment from Merced to Bakersfield and \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2025/02/Schedule-Engagement-Report-FINAL-A11Y.pdf\">whether it can meet its timetable\u003c/a> for launching service by 2033.\u003c/p>\n\u003cp>The current cost estimate for the Merced-Bakersfield link is between $32 billion and $35 billion. Even with $4.3 billion in grants promised by the Biden administration that are now under review, the state would need to find as much as $6.5 billion more to finish the Central Valley segment.\u003c/p>\n\u003cfigure id=\"attachment_11936304\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11936304\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\" alt=\"High Speed Rail\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-2048x1536.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1920x1440.jpeg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction workers above Highway 99 on Dec. 24, 2022. There’s no current schedule for completing the project, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That section is just the first piece of a statewide network stretching from San Francisco to Orange County that was envisioned in a 2008 ballot measure that provided $10 billion in bond funding. The measure outlined a system that would be completed by 2020 and carried an estimated price tag of as much as $40 billion. Though the full route has now received all its environmental approvals, there’s no current schedule for completing it, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion.\u003c/p>\n\u003cp>Republican lawmakers, who have been hostile to the project since its inception three decades ago, argue that the price of the first segment is too high for a service with an unproven market and have introduced new legislation to curtail further funding.\u003c/p>\n\u003cp>In Congress, Rep. Kevin Kiley (R–Rocklin) has put forward \u003ca href=\"https://d12t4t5x3vyizu.cloudfront.net/kiley.house.gov/uploads/2025/01/KILEY_001_xml.pdf\">a bill\u003c/a> that would ban future federal aid for the rail line.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB267\">AB 267\u003c/a>, by Assemblymember Alexandra Macedo (R–Tulare), would cancel the state’s $1 billion annual appropriation for high-speed rail for the next two years. That funding, which comes from California’s cap-and-trade program, would be shifted to new water projects and wildfire mitigation.\u003c/p>\n\u003cp>Democratic legislators, including state Sen. Scott Wiener (D–San Francisco), say the project’s expected environmental benefits and the need to modernize California’s passenger rail network make it imperative for the state to move ahead with the project.\u003c/p>\n\u003cp>Wiener has introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB445\">SB 445\u003c/a>, a bill that would speed up rail construction by requiring local governments and utilities to hasten permit approvals and power and water line relocations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Appearing at L.A.’s Union Station, Duffy’s remarks on Thursday highlighted both the partisan nature of the review and his own personal distaste for the state’s high-speed rail effort.\u003c/p>\n\u003cp>“President Trump has thought about this project. He’s talked about the project,” Duffy said. “And I think he was very kind when he said this project has been mismanaged. I would agree it has been more than likely mismanaged. And the president has called for an investigation.”\u003c/p>\n\u003cp>Several dozen protesters who had turned out for Duffy’s press conference jeered his remarks, prompting him to snap: “If you want to go protest somewhere; if you want to shout at someone; go to the governor’s mansion. Go talk to Democrats in the Legislature who have brought us this crappy project.”\u003c/p>\n\u003cp>In an interview with KQED on Thursday, Wiener blamed Republicans for the bullet train delays.\u003c/p>\n\u003cp>“The people who are most vocal in criticizing high-speed rail for delays and cost increases, the Republicans, are some of the very people who have caused those delays and cost increases,” he said.\u003c/p>\n\u003cfigure id=\"attachment_10912057\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10912057\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\" alt=\"Rendering of high-speed rail train.\" width=\"1920\" height=\"1100\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-400x229.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-800x458.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-1180x676.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-960x550.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rendering of a high-speed rail train published in 2016. But, 17 years after voters approved a $10 billion bond measure to help pay for the project and a decade since construction began in the Central Valley, California high-speed rail faces a pivotal year that could make or break the project. \u003ccite>(Courtesy of the California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said he was confident that spending by the California High-Speed Rail Authority will stand up to the new federal scrutiny.\u003c/p>\n\u003cp>“If this investigation is fair and objective, then it will show a project that is underway, that’s happening, and that has been slowed down by permit problems, and that needs to be sped up,” he said.\u003c/p>\n\u003cp>In a statement, the high-speed-rail agency said it has been subject to multiple federal and state audits and that “every dollar is accounted for.”\u003c/p>\n\u003cp>“We welcome this investigation and the opportunity to work with our federal partners,” the agency said.\u003c/p>\n\u003cp>Wiener and others mentioned the results of a recent Emerson College poll that asked 1,000 registered California voters whether the high-speed rail project “is a good use of state funds or a bad use of state funds.”\u003c/p>\n\u003cp>The poll reported that 54% had a favorable view. That’s in line with past survey findings and very close to the 52.6% “yes” vote attained by 2008’s Proposition 1A, which approved floating bonds to build the L.A.-San Francisco rail system.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Trump administration is once again targeting California’s controversial high-speed rail project, with federal transportation officials on Thursday announcing an investigation and possible withdrawal of about $4 billion in federal funding.\u003c/p>\n\u003cp>Voters first approved $10 billion in bond money in 2008 for a project designed to shuttle riders between San Francisco and Los Angeles in less than three hours. It was slated to cost $33 billion and be finished by 2020. However, the project has been beset by funding challenges, cost overruns and delays.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Now, state officials are focused on a 171-mile stretch connecting the Central Valley cities of Bakersfield and Merced, which is set to be operating by 2033. The entire San Francisco to Los Angeles line will now cost an estimated $106 billion to finish.\u003c/p>\n\u003cp>“I am directing my staff to review and determine whether the (California High-Speed Rail Authority) has followed through on the commitments it made to receive billions of dollars in federal funding,” Transportation Secretary Sean Duffy said at a news conference in Los Angeles. “If not, I will have to consider whether that money could be given to deserving infrastructure projects elsewhere in the United States.”\u003c/p>\n\u003cp>[aside label=\"more on California HSR\" tag=\"high-speed-rail\"]\u003c/p>\n\u003cp>President Donald Trump \u003ca href=\"https://apnews.com/article/7a9b03eed47a44c986a1a2f06d0a6c4e\">canceled nearly $1 billion\u003c/a> in federal funding for the high-speed rail project in 2019, during his first term. The Biden administration later restored the funding and, in December 2023, allocated $3.3 billion more.\u003c/p>\n\u003cp>Losing federal support would be a major blow to the project. The rail authority’s most recent business plan counts on receiving up to $8 billion in federal money to help close a funding gap.\u003c/p>\n\u003cp>Ian Choudri, CEO of the California High-Speed Rail Authority, which oversees planning and funding for the project, said he welcomes the investigation.\u003c/p>\n\u003cp>“With multiple independent federal and state audits completed, every dollar is accounted for, and we stand by the progress and impact of this project,” Choudri said.\u003c/p>\n\u003cp>He said the project has created nearly 15,000 jobs and that more than 50 major structures have been completed so far.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Trump administration is once again targeting California’s controversial high-speed rail project, with federal transportation officials on Thursday announcing an investigation and possible withdrawal of about $4 billion in federal funding.\u003c/p>\n\u003cp>Voters first approved $10 billion in bond money in 2008 for a project designed to shuttle riders between San Francisco and Los Angeles in less than three hours. It was slated to cost $33 billion and be finished by 2020. However, the project has been beset by funding challenges, cost overruns and delays.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Now, state officials are focused on a 171-mile stretch connecting the Central Valley cities of Bakersfield and Merced, which is set to be operating by 2033. The entire San Francisco to Los Angeles line will now cost an estimated $106 billion to finish.\u003c/p>\n\u003cp>“I am directing my staff to review and determine whether the (California High-Speed Rail Authority) has followed through on the commitments it made to receive billions of dollars in federal funding,” Transportation Secretary Sean Duffy said at a news conference in Los Angeles. “If not, I will have to consider whether that money could be given to deserving infrastructure projects elsewhere in the United States.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>President Donald Trump \u003ca href=\"https://apnews.com/article/7a9b03eed47a44c986a1a2f06d0a6c4e\">canceled nearly $1 billion\u003c/a> in federal funding for the high-speed rail project in 2019, during his first term. The Biden administration later restored the funding and, in December 2023, allocated $3.3 billion more.\u003c/p>\n\u003cp>Losing federal support would be a major blow to the project. The rail authority’s most recent business plan counts on receiving up to $8 billion in federal money to help close a funding gap.\u003c/p>\n\u003cp>Ian Choudri, CEO of the California High-Speed Rail Authority, which oversees planning and funding for the project, said he welcomes the investigation.\u003c/p>\n\u003cp>“With multiple independent federal and state audits completed, every dollar is accounted for, and we stand by the progress and impact of this project,” Choudri said.\u003c/p>\n\u003cp>He said the project has created nearly 15,000 jobs and that more than 50 major structures have been completed so far.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco transportation officials in search of ways to cut their budget have abandoned one idea that appears to be universally unpopular: eliminating the city’s school crossing-guard program.\u003c/p>\n\u003cp>That proposal was floated Tuesday as part of a menu of options to help the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> deal with a $50 million budget shortfall in the next fiscal year. The agency’s financial staff has identified $35 million in cuts so far.\u003c/p>\n\u003cp>Doing away with the crossing-guard program would save about $3 million, but it was obvious at the SFMTA board’s Tuesday meeting that the idea wouldn’t fly with the public.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The board heard emotional pleas from students, parents, crossing guards and residents of school neighborhoods who all agreed that the notion of pulling guards from the streets is unthinkable, especially as the city continues to grapple with \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">a high number of pedestrian deaths and injuries\u003c/a> in traffic crashes.\u003c/p>\n\u003cp>“Traffic is dangerous to children like me, and public safety is essential,” said a sixth-grader at Creative Arts Charter School who identified herself as Mimi.\u003c/p>\n\u003cp>“My crossing guard at my school, Sean, is so nice and does his job so well every day,” she said, breaking down in tears.\u003c/p>\n\u003cp>Elizabeth Travelslight, the mother of a sixth-grader at Creative Arts, praised the same crossing guard for managing the chaotic crossing at Turk and Pierce streets in the city’s Western Addition neighborhood.\u003c/p>\n\u003cp>[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“The skill Sean brings to his work is extraordinary,” Travelslight said. “At considerable personal risk, armed only with a stop sign, crossing guards like Sean protect and serve thousands of our city’s children. Every day, rain or shine. It’s not an exaggeration to say crossing guards are heroes, and they save lives.”\u003c/p>\n\u003cp>After hearing from the public and SFMTA staff, the board made it clear that cutting the crossing-guard program is off the table. And as they did earlier this month, several members said they’d \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">resist cuts in transit service\u003c/a>.\u003c/p>\n\u003cp>Board member Steve Heminger said he’s open to some of the other proposed cuts that the staff offered, which included trimming some maintenance programs and ending subsidies for lower-income residents who have their cars towed.\u003c/p>\n\u003cp>“I can live with the non-transit cuts, except for the crossing guards,” Heminger said. “I think everyone who came today said, ‘Except for the crossing guards.’ I was one of them in the 1960s, and I loved it. I’m still loyal to the crossing guards.”\u003c/p>\n\u003cp>The board’s discussion centered largely on what steps it can take to avoid cuts in Muni transit service. Heminger has advocated tapping the SFMTA’s $140 million operating reserve to make up the $15 million the agency needs to balance its budget next year.\u003c/p>\n\u003cp>“I think our first priority is to protect the service and honor the promises we’ve made to the public and the voters about what they’ll get for their tax money,” Heminger said.\u003c/p>\n\u003cp>However, other members of the board said that with much larger deficits \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">expected beginning in 2026\u003c/a>, the agency should combine some of the cuts proposed Tuesday with a limited withdrawal from the reserve fund.\u003c/p>\n\u003cp>The next round of the budget-cutting discussion is due for the board’s meeting on March 4, with a final decision on a plan expected on March 18. The fiscal year begins July 1.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "SF Transit Board Says No to Cutting School Crossing Guards to Save Money | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials in search of ways to cut their budget have abandoned one idea that appears to be universally unpopular: eliminating the city’s school crossing-guard program.\u003c/p>\n\u003cp>That proposal was floated Tuesday as part of a menu of options to help the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> deal with a $50 million budget shortfall in the next fiscal year. The agency’s financial staff has identified $35 million in cuts so far.\u003c/p>\n\u003cp>Doing away with the crossing-guard program would save about $3 million, but it was obvious at the SFMTA board’s Tuesday meeting that the idea wouldn’t fly with the public.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The board heard emotional pleas from students, parents, crossing guards and residents of school neighborhoods who all agreed that the notion of pulling guards from the streets is unthinkable, especially as the city continues to grapple with \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">a high number of pedestrian deaths and injuries\u003c/a> in traffic crashes.\u003c/p>\n\u003cp>“Traffic is dangerous to children like me, and public safety is essential,” said a sixth-grader at Creative Arts Charter School who identified herself as Mimi.\u003c/p>\n\u003cp>“My crossing guard at my school, Sean, is so nice and does his job so well every day,” she said, breaking down in tears.\u003c/p>\n\u003cp>Elizabeth Travelslight, the mother of a sixth-grader at Creative Arts, praised the same crossing guard for managing the chaotic crossing at Turk and Pierce streets in the city’s Western Addition neighborhood.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The skill Sean brings to his work is extraordinary,” Travelslight said. “At considerable personal risk, armed only with a stop sign, crossing guards like Sean protect and serve thousands of our city’s children. Every day, rain or shine. It’s not an exaggeration to say crossing guards are heroes, and they save lives.”\u003c/p>\n\u003cp>After hearing from the public and SFMTA staff, the board made it clear that cutting the crossing-guard program is off the table. And as they did earlier this month, several members said they’d \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">resist cuts in transit service\u003c/a>.\u003c/p>\n\u003cp>Board member Steve Heminger said he’s open to some of the other proposed cuts that the staff offered, which included trimming some maintenance programs and ending subsidies for lower-income residents who have their cars towed.\u003c/p>\n\u003cp>“I can live with the non-transit cuts, except for the crossing guards,” Heminger said. “I think everyone who came today said, ‘Except for the crossing guards.’ I was one of them in the 1960s, and I loved it. I’m still loyal to the crossing guards.”\u003c/p>\n\u003cp>The board’s discussion centered largely on what steps it can take to avoid cuts in Muni transit service. Heminger has advocated tapping the SFMTA’s $140 million operating reserve to make up the $15 million the agency needs to balance its budget next year.\u003c/p>\n\u003cp>“I think our first priority is to protect the service and honor the promises we’ve made to the public and the voters about what they’ll get for their tax money,” Heminger said.\u003c/p>\n\u003cp>However, other members of the board said that with much larger deficits \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">expected beginning in 2026\u003c/a>, the agency should combine some of the cuts proposed Tuesday with a limited withdrawal from the reserve fund.\u003c/p>\n\u003cp>The next round of the budget-cutting discussion is due for the board’s meeting on March 4, with a final decision on a plan expected on March 18. The fiscal year begins July 1.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Trump administration has begun firing several hundred Federal Aviation Administration employees, upending staff on a busy air travel weekend and just weeks after a January fatal mid-air collision at Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>Probationary workers were targeted in late night emails Friday notifying them they had been fired, David Spero, president of the Professional Aviation Safety Specialists union, said in a statement.\u003c/p>\n\u003cp>The impacted workers include personnel hired for FAA radar, landing and navigational aid maintenance, one air traffic controller told the Associated Press. The air traffic controller was not authorized to talk to the media and spoke on condition of anonymity.\u003c/p>\n\u003cp>The National Air Traffic Controllers Association said in a brief statement Monday it was “analyzing the effect of the reported federal employee terminations on aviation safety, the national airspace system and our members.”\u003c/p>\n\u003cp>Spero said messages began arriving after 7 p.m. on Friday and continued late into the night. More might be notified over the long weekend or barred from entering FAA buildings on Tuesday, he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The employees were fired “without cause nor based on performance or conduct,” Spero said, and the emails were “from an ‘exec order’ Microsoft email address” — not a government email address.\u003c/p>\n\u003cp>The firings hit the FAA when it faces a shortfall in controllers. Federal officials \u003ca href=\"https://apnews.com/article/airlines-faa-close-calls-senate-hearing-7309801ccbf64bcecfb0cf58e3e58498\">have been raising concerns\u003c/a> about an overtaxed and understaffed air traffic control system for years, especially after a series of close calls between planes at U.S. airports. Among the reasons they have cited for staffing shortages are uncompetitive pay, long shifts, intensive training and mandatory retirements.\u003c/p>\n\u003cp>In the Jan. 29 fatal crash between a U.S. Army Black Hawk helicopter and American Airlines passenger jet, which is still under investigation, one controller was handing \u003ca href=\"https://apnews.com/article/black-hawk-crash-night-faa-helicopter-286319ac01bee91e4992c95e7946063e\">both commercial airline and helicopter traffic\u003c/a> at the busy airport.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[aside label='Related Coverage' tag='donald-trump']\u003c/span>\u003c/p>\n\u003cp>Just days before the collision, President Donald Trump had already \u003ca href=\"https://apnews.com/article/coast-guard-homeland-security-priorities-committees-trump-tsa-d3e4398c8871ada8d0590859442e092c\">fired all the members\u003c/a> of the Aviation Security Advisory Committee, a panel mandated by Congress after the 1988 PanAm 103 bombing over Lockerbie, Scotland. The committee is charged with examining safety issues at airlines and airports.\u003c/p>\n\u003cp>One FAA employee who was fired over the weekend suggested he was targeted for his views on Tesla and X, formerly Twitter, not as part of a general probationary-level sweep. Both are owned by Elon Musk, who is leading Trump’s effort to cut the federal government.\u003c/p>\n\u003cp>\u003ca href=\"https://www.linkedin.com/in/charles-spitzer-stadtlander-jd-mpa-9b018b25/\">Charles Spitzer-Stadtlander\u003c/a> posted on LinkedIn that he was fired just after midnight Saturday, days after he started getting harassing messages on Facebook.\u003c/p>\n\u003cp>“The official DOGE Facebook page started harassing me on my personal Facebook account after I criticized Tesla and Twitter,” Spitzer-Stadtlander wrote. “Less than a week later, I was fired, despite my position allegedly being exempted due to national security.”\u003c/p>\n\u003cp>He added: “When DOGE fired me, they turned off my computer and wiped all of my files without warning.”\u003c/p>\n\u003cp>Spitzer-Stadtlander said he was supposed to be exempted from the probationary firings because the FAA office he worked in focused on national security threats such as attacks on the national airspace by drones.\u003c/p>\n\u003cp>The Musk-led Department of Government Efficiency did not immediately respond to a request for comment. The firings were first reported by CNN.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Associated Press writer Ellen Knickmeyer contributed from Washington.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Trump administration has begun firing several hundred Federal Aviation Administration employees, upending staff on a busy air travel weekend and just weeks after a January fatal mid-air collision at Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>Probationary workers were targeted in late night emails Friday notifying them they had been fired, David Spero, president of the Professional Aviation Safety Specialists union, said in a statement.\u003c/p>\n\u003cp>The impacted workers include personnel hired for FAA radar, landing and navigational aid maintenance, one air traffic controller told the Associated Press. The air traffic controller was not authorized to talk to the media and spoke on condition of anonymity.\u003c/p>\n\u003cp>The National Air Traffic Controllers Association said in a brief statement Monday it was “analyzing the effect of the reported federal employee terminations on aviation safety, the national airspace system and our members.”\u003c/p>\n\u003cp>Spero said messages began arriving after 7 p.m. on Friday and continued late into the night. More might be notified over the long weekend or barred from entering FAA buildings on Tuesday, he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The employees were fired “without cause nor based on performance or conduct,” Spero said, and the emails were “from an ‘exec order’ Microsoft email address” — not a government email address.\u003c/p>\n\u003cp>The firings hit the FAA when it faces a shortfall in controllers. Federal officials \u003ca href=\"https://apnews.com/article/airlines-faa-close-calls-senate-hearing-7309801ccbf64bcecfb0cf58e3e58498\">have been raising concerns\u003c/a> about an overtaxed and understaffed air traffic control system for years, especially after a series of close calls between planes at U.S. airports. Among the reasons they have cited for staffing shortages are uncompetitive pay, long shifts, intensive training and mandatory retirements.\u003c/p>\n\u003cp>In the Jan. 29 fatal crash between a U.S. Army Black Hawk helicopter and American Airlines passenger jet, which is still under investigation, one controller was handing \u003ca href=\"https://apnews.com/article/black-hawk-crash-night-faa-helicopter-286319ac01bee91e4992c95e7946063e\">both commercial airline and helicopter traffic\u003c/a> at the busy airport.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>Just days before the collision, President Donald Trump had already \u003ca href=\"https://apnews.com/article/coast-guard-homeland-security-priorities-committees-trump-tsa-d3e4398c8871ada8d0590859442e092c\">fired all the members\u003c/a> of the Aviation Security Advisory Committee, a panel mandated by Congress after the 1988 PanAm 103 bombing over Lockerbie, Scotland. The committee is charged with examining safety issues at airlines and airports.\u003c/p>\n\u003cp>One FAA employee who was fired over the weekend suggested he was targeted for his views on Tesla and X, formerly Twitter, not as part of a general probationary-level sweep. Both are owned by Elon Musk, who is leading Trump’s effort to cut the federal government.\u003c/p>\n\u003cp>\u003ca href=\"https://www.linkedin.com/in/charles-spitzer-stadtlander-jd-mpa-9b018b25/\">Charles Spitzer-Stadtlander\u003c/a> posted on LinkedIn that he was fired just after midnight Saturday, days after he started getting harassing messages on Facebook.\u003c/p>\n\u003cp>“The official DOGE Facebook page started harassing me on my personal Facebook account after I criticized Tesla and Twitter,” Spitzer-Stadtlander wrote. “Less than a week later, I was fired, despite my position allegedly being exempted due to national security.”\u003c/p>\n\u003cp>He added: “When DOGE fired me, they turned off my computer and wiped all of my files without warning.”\u003c/p>\n\u003cp>Spitzer-Stadtlander said he was supposed to be exempted from the probationary firings because the FAA office he worked in focused on national security threats such as attacks on the national airspace by drones.\u003c/p>\n\u003cp>The Musk-led Department of Government Efficiency did not immediately respond to a request for comment. The firings were first reported by CNN.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Associated Press writer Ellen Knickmeyer contributed from Washington.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Love was on the minds of many as a solitary train pulled into the Downtown Berkeley BART station just after 7 p.m. Friday. There a few hundred Bay Area singles, ages 18 to 35, were anxiously waiting on the platform for the first-ever BART speed dating event.\u003c/p>\n\u003cp>After it was announced just ten days prior, tickets sold out in about two hours, said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>Once they boarded the train cars, the crowd was separated by age — 18- to 21-year-olds in the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. The train ran nonstop for a two-hour roundtrip ride from downtown Berkeley to the Mission District and back.\u003c/p>\n\u003cfigure id=\"attachment_12027298\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027298\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Friends and coworkers Lexi Skelton (center) of Oakland, and Torian Wright (right) of Emeryville, check in for a speed dating event aboard a BART train with BART principal marketing representative Michelle Robertson. Wright heard about the event on Instagram and told Skelton about it. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027317\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\" alt=\"\" width=\"2000\" height=\"660\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART employee Nequavis Brown (left) directs people to the check-in area for a speed dating event organized by BART, called ‘Valentraine.’ BART distributed a list of ice-breaker questions (right), including, ‘What is your favorite BART memory?’, ‘If you were an alien observing human behavior, what would be the most confusing thing to you?’ and ‘What’s the weirdest thing about you?’ \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027318\" class=\"wp-caption aligncenter\" style=\"max-width: 2020px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027318\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\" alt=\"\" width=\"2020\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg 2020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2020px) 100vw, 2020px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area singles (left) line up to board a BART train for ‘Valentraine.’ Friends Lena (left) and Zara, both of whom declined to share last names, record an interview for BART while waiting to board the train. Lena said that when she first saw the announcement about the Valentine’s night event on BART’s website, she thought it was fake, but later saw it on Instagram and realized it was real. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The event was the idea of Erica Mitchell (right). \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The event is the brainchild of Erica Mitchell, who works at a civil engineering firm in Oakland — and is a self-professed public transportation lover — whose father previously worked for BART. She said she got the idea during an interview for a BART commercial back in 2023.\u003c/p>\n\u003cp>As the train pulled away from the platform, cars full of college students, behavioral scientists, animators, fin-tech employees, data engineers, and other public transportation lovers looked to see if any sparks would fly as they headed more than 130 feet under the Bay.\u003c/p>\n\u003cfigure id=\"attachment_12027312\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027312\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd was separated by age — 18 to 21 and the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027303\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027303\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The train cars for the first-ever speed dating event aboard BART is decorated with Valentine’s messages on Friday, Feb. 14, 2025. More than 200 people, ages 18–35, RSVP’d to this exclusive event that sold out in 2 hours when tickets went online. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027305\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027305\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Raim Arelleno (right) shows his name tag to Isabella Madruga at BART’s ‘Valentraine’ speed dating event on Friday, Feb. 14, 2025. Couples had approximately 10 minutes to get to know each other before rotating around the train car. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027306\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027306\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The BART ‘Valentraine’ speed dating event was free apart from the roundtrip fee of $7.10 charged to everyone’s Clipper cards on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027310\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027310\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Miranda, no last name given, of San Francisco, writes a message on a BART valentine card to hand to someone she met at the first-ever BART ‘Valentraine’ event on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027314\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_12027313\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027313\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People mingle on the platform after the first-ever BART ‘Valentraine’ event. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027315\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027315\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Valentines Bryan and Ara, no last names given, wait for a northbound train at the Downtown Berkeley Bart station on Friday, Feb. 14, 2025. The couple has been dating for 2 or 3 months and said they were unaware of the BART ‘Valentraine’ speed dating event that was scheduled for the same night. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027311\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cem>Feb. 19: This story has been updated to correct Erica Mitchell’s job title and her father’s employment history with BART.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Hundreds of Bay Area singles aged 18–35 took a 2-hour roundtrip speed dating ride from downtown Berkeley to the Mission District and back. \r\n",
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"title": "BART's 1st-Ever Speed Dating 'Valentraine' Event Gives Riders a Shot at Love | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Love was on the minds of many as a solitary train pulled into the Downtown Berkeley BART station just after 7 p.m. Friday. There a few hundred Bay Area singles, ages 18 to 35, were anxiously waiting on the platform for the first-ever BART speed dating event.\u003c/p>\n\u003cp>After it was announced just ten days prior, tickets sold out in about two hours, said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>Once they boarded the train cars, the crowd was separated by age — 18- to 21-year-olds in the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. The train ran nonstop for a two-hour roundtrip ride from downtown Berkeley to the Mission District and back.\u003c/p>\n\u003cfigure id=\"attachment_12027298\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027298\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Friends and coworkers Lexi Skelton (center) of Oakland, and Torian Wright (right) of Emeryville, check in for a speed dating event aboard a BART train with BART principal marketing representative Michelle Robertson. Wright heard about the event on Instagram and told Skelton about it. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027317\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\" alt=\"\" width=\"2000\" height=\"660\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART employee Nequavis Brown (left) directs people to the check-in area for a speed dating event organized by BART, called ‘Valentraine.’ BART distributed a list of ice-breaker questions (right), including, ‘What is your favorite BART memory?’, ‘If you were an alien observing human behavior, what would be the most confusing thing to you?’ and ‘What’s the weirdest thing about you?’ \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027318\" class=\"wp-caption aligncenter\" style=\"max-width: 2020px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027318\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\" alt=\"\" width=\"2020\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg 2020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2020px) 100vw, 2020px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area singles (left) line up to board a BART train for ‘Valentraine.’ Friends Lena (left) and Zara, both of whom declined to share last names, record an interview for BART while waiting to board the train. Lena said that when she first saw the announcement about the Valentine’s night event on BART’s website, she thought it was fake, but later saw it on Instagram and realized it was real. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The event was the idea of Erica Mitchell (right). \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The event is the brainchild of Erica Mitchell, who works at a civil engineering firm in Oakland — and is a self-professed public transportation lover — whose father previously worked for BART. She said she got the idea during an interview for a BART commercial back in 2023.\u003c/p>\n\u003cp>As the train pulled away from the platform, cars full of college students, behavioral scientists, animators, fin-tech employees, data engineers, and other public transportation lovers looked to see if any sparks would fly as they headed more than 130 feet under the Bay.\u003c/p>\n\u003cfigure id=\"attachment_12027312\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027312\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd was separated by age — 18 to 21 and the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027303\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027303\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The train cars for the first-ever speed dating event aboard BART is decorated with Valentine’s messages on Friday, Feb. 14, 2025. More than 200 people, ages 18–35, RSVP’d to this exclusive event that sold out in 2 hours when tickets went online. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027305\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027305\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Raim Arelleno (right) shows his name tag to Isabella Madruga at BART’s ‘Valentraine’ speed dating event on Friday, Feb. 14, 2025. Couples had approximately 10 minutes to get to know each other before rotating around the train car. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027306\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027306\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The BART ‘Valentraine’ speed dating event was free apart from the roundtrip fee of $7.10 charged to everyone’s Clipper cards on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027310\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027310\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Miranda, no last name given, of San Francisco, writes a message on a BART valentine card to hand to someone she met at the first-ever BART ‘Valentraine’ event on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027314\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_12027313\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027313\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People mingle on the platform after the first-ever BART ‘Valentraine’ event. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027315\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027315\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Valentines Bryan and Ara, no last names given, wait for a northbound train at the Downtown Berkeley Bart station on Friday, Feb. 14, 2025. The couple has been dating for 2 or 3 months and said they were unaware of the BART ‘Valentraine’ speed dating event that was scheduled for the same night. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027311\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>Feb. 19: This story has been updated to correct Erica Mitchell’s job title and her father’s employment history with BART.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "With Bay Area Transit Crisis Looming, Lawmakers Push for Urgent State Funding",
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"content": "\u003cp>With Bay Area transit agencies facing a well-advertised but far-from-solved financial catastrophe, state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) are leading an effort to secure $2 billion in state funding to help bus and rail operators avoid \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>The new push for state dollars comes as regional officials have been working for more than a year to craft at least one tax measure for the November 2026 ballot that would raise much-needed money for transit. But there has been no clear consensus on the details, and Wiener said the state needs to step in now to make sure transit operators aren’t forced to make drastic service reductions before voters go to the polls.\u003c/p>\n\u003cp>Four of the region’s five busiest transit agencies — Muni, BART, AC Transit and Caltrain — are forecasting combined deficits of more than $800 million in the fiscal year starting July 1, 2026. The financial picture doesn’t get rosier from there, with all of the agencies and many of the 20-plus smaller operators facing continuing deficits indefinitely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco Mayor Daniel Lurie, meanwhile, said \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">service cuts for the city’s Muni transit system\u003c/a> may be inevitable.\u003c/p>\n\u003cp>“We’re in a very dangerous place when it comes to public transportation in the Bay Area,” Wiener said in an interview. “If nothing happens, if we just go with the status quo, Muni, BART, AC Transit and Caltrain will all have to make significant, big, big, big service cuts, and that will be devastating for our recovery and for the region.”\u003c/p>\n\u003cp>Wiener acknowledged that the $2 billion proposal is far from a done deal and that the state’s overall budget picture is likely to shift in coming months because of President Trump’s hostility toward California’s Democratic leadership.\u003c/p>\n\u003cp>“We do have risks from the federal government given the insane person in the White House,” Wiener said. “But we need to take care of business here in California, and it’s not tenable for the state to sit by while major public transportation systems in the Bay Area unravel.”\u003c/p>\n\u003cp>Wiener made his comment as Lurie told the San Francisco Board of Supervisors that, given the city’s larger budget emergency, Muni may not be able to avoid service cuts.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> is working on a plan to close a $50 million budget shortfall in the coming year and faces a dramatically increased gap — $320 million — in fiscal 2026–27.[aside postID=news_12025781 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20231128-Muni-023-JY_qed.jpg']\u003c/p>\n\u003cp>Supervisor Myrna Melgar, who represents District 7 on the city’s west side, used the mayor’s formal monthly appearance before the Board of Supervisors on Tuesday to ask him to address the Muni funding situation.\u003c/p>\n\u003cp>Echoing warnings that San Francisco’s post-pandemic economic recovery will be in jeopardy if Muni slashes service, Melgar asked Lurie if he would “do everything in your power to ensure that we can weather the next couple of years with no service cuts to Muni while we work together on long term solutions for the system.”\u003c/p>\n\u003cp>Lurie acknowledged Muni’s importance to the city and quoted City Controller Ted Egan’s recent remark that “if we don’t have a solvent transit agency, we will never have an economic recovery.”\u003c/p>\n\u003cp>“No one, especially myself, no one wants to see Muni service cuts,” Lurie said. “But the city’s budget crisis is real, and the reality is this is what Muni may need to do to solve the wider budget crisis they’re facing.”\u003c/p>\n\u003cp>In answer to Melgar’s follow-up question about what ideas he had for solving Muni’s funding shortfall, Lurie pointed to his Monday visit to Sacramento to lobby for state transit aid.\u003c/p>\n\u003cp>“I’m doing everything in my power to secure those resources,” Lurie said. “But we need a multipronged approach. It’s almost certain that we will need both local and regional revenue measures on the 2026 ballot to support Muni’s budget, and we’re going to need help with stopgap funding this year. So I’ll continue alongside all of you to advocate for our state officials for help from Sacramento.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With Bay Area transit agencies facing a well-advertised but far-from-solved financial catastrophe, state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) are leading an effort to secure $2 billion in state funding to help bus and rail operators avoid \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>The new push for state dollars comes as regional officials have been working for more than a year to craft at least one tax measure for the November 2026 ballot that would raise much-needed money for transit. But there has been no clear consensus on the details, and Wiener said the state needs to step in now to make sure transit operators aren’t forced to make drastic service reductions before voters go to the polls.\u003c/p>\n\u003cp>Four of the region’s five busiest transit agencies — Muni, BART, AC Transit and Caltrain — are forecasting combined deficits of more than $800 million in the fiscal year starting July 1, 2026. The financial picture doesn’t get rosier from there, with all of the agencies and many of the 20-plus smaller operators facing continuing deficits indefinitely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Supervisor Myrna Melgar, who represents District 7 on the city’s west side, used the mayor’s formal monthly appearance before the Board of Supervisors on Tuesday to ask him to address the Muni funding situation.\u003c/p>\n\u003cp>Echoing warnings that San Francisco’s post-pandemic economic recovery will be in jeopardy if Muni slashes service, Melgar asked Lurie if he would “do everything in your power to ensure that we can weather the next couple of years with no service cuts to Muni while we work together on long term solutions for the system.”\u003c/p>\n\u003cp>Lurie acknowledged Muni’s importance to the city and quoted City Controller Ted Egan’s recent remark that “if we don’t have a solvent transit agency, we will never have an economic recovery.”\u003c/p>\n\u003cp>“No one, especially myself, no one wants to see Muni service cuts,” Lurie said. “But the city’s budget crisis is real, and the reality is this is what Muni may need to do to solve the wider budget crisis they’re facing.”\u003c/p>\n\u003cp>In answer to Melgar’s follow-up question about what ideas he had for solving Muni’s funding shortfall, Lurie pointed to his Monday visit to Sacramento to lobby for state transit aid.\u003c/p>\n\u003cp>“I’m doing everything in my power to secure those resources,” Lurie said. “But we need a multipronged approach. It’s almost certain that we will need both local and regional revenue measures on the 2026 ballot to support Muni’s budget, and we’re going to need help with stopgap funding this year. So I’ll continue alongside all of you to advocate for our state officials for help from Sacramento.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"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. ",
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"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",
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"mindshift": {
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"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>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"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?",
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"on-the-media": {
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"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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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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"politicalbreakdown": {
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
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