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"content": "\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>A bill to allow insurance companies to monitor \u003ca href=\"https://www.kqed.org/news/tag/drivers\">California drivers’\u003c/a> behavior in exchange for potential discounts on their premiums would change the state’s longstanding insurance law, drawing opposition from the Insurance Department as well as consumer and privacy advocates.\u003c/p>\n\u003cp>\u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab311\">Assembly Bill 311\u003c/a> would let insurance companies use telematics — technology installed in vehicles that allows them to transmit information such as location, speed, braking force, swerving and more — when setting rates for drivers who choose to allow themselves to be tracked.\u003c/p>\n\u003cp>California is the only state in the nation that does not allow insurers to use telematics in setting rates.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>State law requires insurers to prioritize safety record, miles driven and driving experience as the main factors when they set drivers’ premiums.\u003c/p>\n\u003cp>The bill would let drivers choose to use telematics data to establish their driving records in addition to what their Department of Motor Vehicles records show. Telematics data is collected by smartphone app, systems embedded in vehicles or other connected technology.\u003c/p>\n\u003cp>Supporters say the legislation would make streets and highways safer by encouraging better driving, while opponents worry about privacy, lack of transparency and possible bias in insurance pricing.\u003c/p>\n\u003cfigure id=\"attachment_11699281\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11699281\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg\" alt=\"The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera.\" width=\"1920\" height=\"1356\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1020x720.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1200x848.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1180x833.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-520x367.jpg 520w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Kellie Montalvo, a parent whose son died after a distracted driver hit him, \u003ca href=\"https://calmatters.digitaldemocracy.org/hearings/279768#t=1740&f=41a5de742ae9b5da1a12b7c015d72373\">testified before the Senate Standing Committee on Insurance\u003c/a> on June 24.\u003c/p>\n\u003cp>She said her son Benjamin, 21, was riding his bike in 2020 when he was \u003ca href=\"https://www.pressenterprise.com/2024/04/17/corona-couple-channel-their-grief-to-urge-motorists-not-to-text-and-drive/\">hit by a driver who had been texting while driving\u003c/a>. She said the driver had a record of “speeding tickets, prior crashes and this was her fourth hit-and-run.”\u003c/p>\n\u003cp>“I spend many sleepless nights wondering if she had been stopped at any point prior to that horrific night, would my beautiful son be here today,” Montalvo said, her voice breaking. She urged lawmakers to pass the bill, saying it will save lives.[aside postID=news_12090223 hero='https://ww2.kqed.org/app/uploads/sites/10/2017/04/gettyimages-84674999-272e4d9602509b640a3288b5aa8fd95454c9a110-e1491337540814.jpg']Other witnesses, also clearly emotional, expressed support for the bill as they carried enlarged photos of the loved ones they’ve lost because of crashes.\u003c/p>\n\u003cp>The bill’s author, Assemblymember \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/tina-mckinnor-35053\">Tina McKinnor\u003c/a>, a Democrat from Inglewood, said at the committee hearing that she has lost three friends in vehicle crashes in the past several years. She called telematics a tool to help make streets safer, saying her bill would “incentivize safer, good driving behavior.”\u003c/p>\n\u003cp>Safer Streets for Everyone, a nonprofit organization advocating for road safety, co-sponsored the legislation. The group’s founder and executive director, Damian Kevitt, is a cyclist who was hit by a car and lost his leg. He testified before the committee, citing a couple of \u003ca href=\"https://aaafoundation.org/research/a-randomized-field-trial-of-smartphone-based-feedback-designed-to-encourage-safe-driving-comparing-focused-and-self-chosen-goals-to-standard-usage-based-insurance-messaging/\">studies\u003c/a> that show drivers improved their behavior — including \u003ca href=\"https://jamanetwork.com/journals/jamanetworkopen/fullarticle/2820970\">reducing their use of mobile phones\u003c/a> — while behind the wheel when financial rewards were involved.\u003c/p>\n\u003cp>Both studies were backed by the insurance industry. None of the proponents who testified recently before two Senate committees advanced the bill mentioned any independent studies around whether telematics has helped improve safety.\u003c/p>\n\u003cp>Other supporters of the bill include several road-safety coalitions and bicycle associations from around the state.\u003c/p>\n\u003ch2>Insurance department’s concerns\u003c/h2>\n\u003cp>The state’s insurance department is opposed to the bill, saying the legislation is not compatible with California insurance law, Proposition 103.\u003c/p>\n\u003cp>The law came out of a ballot proposition written by Harvey Rosenfield, the founder of consumer advocacy group Consumer Watchdog, in response to rising car and home insurance premiums almost four decades ago.\u003c/p>\n\u003cp>It was approved by 51% of the state’s voters in 1988 and includes a mandate for insurance companies to give “good drivers” 20% discounts. (Some drivers also receive discounts for low mileage — it’s a form of monitoring that’s OK under Prop. 103 because miles driven is an allowed factor in rate-setting.)\u003c/p>\n\u003cfigure id=\"attachment_11957604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957604\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED.jpg\" alt=\"Cars drive over a large bridge.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Cars on the Richmond-San Rafael Bridge driving across the San Francisco Bay, as seen from northern Point San Quentin in San Quentin on Sept. 23, 2021. \u003ccite>(Joyce Tsai/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The bill creates broad liability loopholes, dilutes regulator oversight, and allows insurance companies to shift core regulatory responsibilities to unregulated third-party telematics vendors, among other concerns,” wrote Josephine Figueroa, deputy insurance commissioner and legislative director for the department, to Sen. \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/steve-padilla-165435\">Steve Padilla\u003c/a>, chairperson of the Senate insurance committee, on June 20.\u003c/p>\n\u003cp>Figueroa wrote that the bill contains vague language about how insurance companies are supposed to do “due diligence” around third-party telematics providers, and using telematics data as part of drivers’ records. She said the insurance department has documented cases “where facially neutral criteria produce disparate impacts, such as the use of census-tract voter registration rates as a proxy for race or citizenship.”\u003c/p>\n\u003cp>In addition, she said “consumer savings also remain generally unproven and varied.” She cited \u003ca href=\"https://insurance.maryland.gov/Consumer/Appeals%20and%20Grievances%20Reports/Telematics-Survey-Report-2025.pdf\">data\u003c/a> from the Maryland Insurance Administration, which showed that in 2023, 31% of that state’s drivers enrolled in their insurers’ telematics program saw their rates drop; 24% actually experienced an increase; and 45% saw no change in their premiums.\u003c/p>\n\u003cp>Maryland’s research also showed that the telematics systems collected a lot of data that included trip route, days driven, G-force, unsafe following, aggressive turning and many more driver behaviors. Most insurers outsourced the collection of that data to third parties.\u003c/p>\n\u003cp>California’s Senate insurance committee passed the bill four days after Figueroa’s letter.\u003c/p>\n\u003cp>The insurance department is meeting with McKinnor’s staff about its concerns, according to Michael Soller, spokesperson for the department. McKinnor and her staff would not answer CalMatters’ questions about the bill.\u003c/p>\n\u003cfigure id=\"attachment_11685396\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11685396\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/08/GettyImages-84776357-e1533663544615.jpg\" alt=\"\" width=\"1920\" height=\"1278\">\u003cfigcaption class=\"wp-caption-text\">People wait in line outside of the DMV in Los Angeles. \u003ccite>(Robyn Beck/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some of the insurance department’s concerns about the legislation align with those of Consumer Watchdog.\u003c/p>\n\u003cp>“In California, auto insurance has to be rated in a driver’s actual driving history, not the product of an unverified algorithm or (artificial intelligence) system predicting future driving,” said Carmen Balber, executive director of Consumer Watchdog, in testimony before the Senate insurance committee.\u003c/p>\n\u003cp>In an interview with CalMatters, Balber wondered why the legislation — a “gut-and-amend,” a bill that has been substantially reworked or rewritten, has missed the introduction deadline and is meant to be fast-tracked, often because it’s controversial — is bypassing the typical hearing process. The new language was submitted to the Senate June 10; Balber said her group had less than a week’s notice that it was coming up for discussion.\u003c/p>\n\u003cp>That worry, too, is in line with that of the insurance department. Figueroa wrote in her letter to Padilla that she was concerned that the bill, as gutted and amended, contains language the department had reviewed and expressed reservations about several months ago.\u003c/p>\n\u003cp>The list of the bill’s supporters includes insurance industry groups that have long pushed for telematics use in California. One group in particular, the Personal Insurance Federation of California, has given about $1,000 worth of dinner and travel to McKinnor several times over the past few years, according to \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/tina-mckinnor-35053\">CalMatters’ Digital Democracy database\u003c/a>. She has also received campaign contributions from the group, as well as other insurance industry groups and employees, totaling $38,000 since 2022, state campaign finance records show.\u003c/p>\n\u003cp>Padilla, a Democrat from the San Diego area who chairs the Senate insurance committee, was unavailable to respond to CalMatters’ questions about the concerns the insurance department raised in the letter it sent him, spokesperson Cameron Sutherland said.\u003c/p>\n\u003cfigure id=\"attachment_12056587\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12056587\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A driver rides the carpool lane in a Tesla on the 405 Freeway in Los Angeles on Tuesday, Sept. 9, 2025. \u003ccite>(Sarah Reingewirtz/MediaNews Group/Los Angeles Daily News via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Padilla also is on the Senate Standing Committee on Privacy, Digital Technologies and Consumer Protection, which passed the bill a few days after the insurance committee did and referred it to the appropriations committee.\u003c/p>\n\u003cp>Padilla has received about the same amount of campaign contributions from the insurance industry since 2022, according to campaign finance records.\u003c/p>\n\u003cp>The insurance department sent the chairperson of the privacy committee, Sen. \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/christopher-cabaldon-5699\">Christopher Cabaldon\u003c/a>, a Democrat from Napa, a similar letter with its concerns about the bill, according to Soller. Cabaldon’s office did not immediately respond to CalMatters’ request to talk about the letter.\u003c/p>\n\u003cp>Cabaldon showed strong support for the bill, saying during his committee \u003ca href=\"https://calmatters.digitaldemocracy.org/hearings/279739#t=202&f=e9b9ce561078fd2e175df81755ec9abf\">hearing\u003c/a> that consumers should have the choice to use their driving data how they want and that he believed in the technology’s potential. He has also received campaign contributions from the insurance industry — about $27,000 going back to when he ran for the state Assembly in 2008, campaign finance records show.\u003c/p>\n\u003ch2>The numbers, or lack thereof\u003c/h2>\n\u003cp>California has some of the highest rates for full auto insurance coverage in the nation, according to at least one \u003ca href=\"https://www.marketwatch.com/insurance-services/auto-insurance/car-insurance-rates-by-state/\">analysis\u003c/a>, by MarketWatch, a news publication with an arm that publishes commerce guides. Another \u003ca href=\"https://insurify.com/car-insurance/report/\">analysis\u003c/a>, by insurance-comparison site Insurify, says California’s car insurance rates have been rising for the past couple of years and are projected to increase 1% this year.\u003c/p>\n\u003cp>Maryland’s research on the effects of telematics is the first by a state insurance regulator, according to Consumer Federation of America, a national association of consumer nonprofit organizations. The group is urging other state regulators to follow suit.\u003c/p>\n\u003cp>“You can’t trust companies to do this without oversight,” Michael DeLong, research and advocacy associate for the group, told CalMatters. He said companies can collect a lot of information about drivers and use it to make money; an example of that is \u003ca href=\"https://calmatters.org/economy/technology/2026/05/gm-record-california-penalty-onstar-data/\">a recent settlement\u003c/a> between the California Justice Department and General Motors, penalizing the automaker for selling driver data associated with its OnStar emergency roadside and navigation service.\u003c/p>\n\u003cfigure id=\"attachment_12067538\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067538\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The view from inside Amarjit Singh’s truck in Livermore, on Dec. 16, 2025. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>DeLong said the group plans to write a letter criticizing AB 311.\u003c/p>\n\u003cp>At least one other independent survey, by \u003ca href=\"https://www.consumerreports.org/money/car-insurance/car-insurance-telematics-pros-and-cons-a5869096072/\">Consumer Reports\u003c/a> in 2024, has shown that telematics can help reduce drivers’ premiums. The survey found a median annual savings of $120 — including higher savings for Black and Latino drivers than for white and Asian drivers — but also found that some drivers’ insurance costs rose.\u003c/p>\n\u003cp>Consumer and privacy advocates, including ACLU California Action, Consumer Federation of California and TechEquity Action, worry that some drivers will feel like they have no choice but to give up their privacy in exchange for possibly saving money. In doing so, they could also open themselves up to bias depending on where they live, work and drive.\u003c/p>\n\u003cp>The bill “would authorize an opaque surveillance pricing infrastructure for a product Californians are legally required to purchase,” Becca Cramer, speaking for Privacy Rights Clearinghouse, told both the Senate insurance committee and privacy committee. “Californians have a constitutional right to privacy and not have to choose between exercising that right and affording a mandatory product.”\u003c/p>\n\u003cp>Cramer also cited the Consumer Reports survey and said telematics companies score drivers based on “factors that correlate strongly with race and income.”\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/economy/2026/07/telematics-car-insurance-bill/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "AB 311 would change California insurance law by allowing drivers to opt in to being tracked through telematics, which transmits data to insurance companies.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>A bill to allow insurance companies to monitor \u003ca href=\"https://www.kqed.org/news/tag/drivers\">California drivers’\u003c/a> behavior in exchange for potential discounts on their premiums would change the state’s longstanding insurance law, drawing opposition from the Insurance Department as well as consumer and privacy advocates.\u003c/p>\n\u003cp>\u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab311\">Assembly Bill 311\u003c/a> would let insurance companies use telematics — technology installed in vehicles that allows them to transmit information such as location, speed, braking force, swerving and more — when setting rates for drivers who choose to allow themselves to be tracked.\u003c/p>\n\u003cp>California is the only state in the nation that does not allow insurers to use telematics in setting rates.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>State law requires insurers to prioritize safety record, miles driven and driving experience as the main factors when they set drivers’ premiums.\u003c/p>\n\u003cp>The bill would let drivers choose to use telematics data to establish their driving records in addition to what their Department of Motor Vehicles records show. Telematics data is collected by smartphone app, systems embedded in vehicles or other connected technology.\u003c/p>\n\u003cp>Supporters say the legislation would make streets and highways safer by encouraging better driving, while opponents worry about privacy, lack of transparency and possible bias in insurance pricing.\u003c/p>\n\u003cfigure id=\"attachment_11699281\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11699281\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg\" alt=\"The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera.\" width=\"1920\" height=\"1356\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1020x720.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1200x848.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1180x833.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-520x367.jpg 520w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Kellie Montalvo, a parent whose son died after a distracted driver hit him, \u003ca href=\"https://calmatters.digitaldemocracy.org/hearings/279768#t=1740&f=41a5de742ae9b5da1a12b7c015d72373\">testified before the Senate Standing Committee on Insurance\u003c/a> on June 24.\u003c/p>\n\u003cp>She said her son Benjamin, 21, was riding his bike in 2020 when he was \u003ca href=\"https://www.pressenterprise.com/2024/04/17/corona-couple-channel-their-grief-to-urge-motorists-not-to-text-and-drive/\">hit by a driver who had been texting while driving\u003c/a>. She said the driver had a record of “speeding tickets, prior crashes and this was her fourth hit-and-run.”\u003c/p>\n\u003cp>“I spend many sleepless nights wondering if she had been stopped at any point prior to that horrific night, would my beautiful son be here today,” Montalvo said, her voice breaking. She urged lawmakers to pass the bill, saying it will save lives.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Other witnesses, also clearly emotional, expressed support for the bill as they carried enlarged photos of the loved ones they’ve lost because of crashes.\u003c/p>\n\u003cp>The bill’s author, Assemblymember \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/tina-mckinnor-35053\">Tina McKinnor\u003c/a>, a Democrat from Inglewood, said at the committee hearing that she has lost three friends in vehicle crashes in the past several years. She called telematics a tool to help make streets safer, saying her bill would “incentivize safer, good driving behavior.”\u003c/p>\n\u003cp>Safer Streets for Everyone, a nonprofit organization advocating for road safety, co-sponsored the legislation. The group’s founder and executive director, Damian Kevitt, is a cyclist who was hit by a car and lost his leg. He testified before the committee, citing a couple of \u003ca href=\"https://aaafoundation.org/research/a-randomized-field-trial-of-smartphone-based-feedback-designed-to-encourage-safe-driving-comparing-focused-and-self-chosen-goals-to-standard-usage-based-insurance-messaging/\">studies\u003c/a> that show drivers improved their behavior — including \u003ca href=\"https://jamanetwork.com/journals/jamanetworkopen/fullarticle/2820970\">reducing their use of mobile phones\u003c/a> — while behind the wheel when financial rewards were involved.\u003c/p>\n\u003cp>Both studies were backed by the insurance industry. None of the proponents who testified recently before two Senate committees advanced the bill mentioned any independent studies around whether telematics has helped improve safety.\u003c/p>\n\u003cp>Other supporters of the bill include several road-safety coalitions and bicycle associations from around the state.\u003c/p>\n\u003ch2>Insurance department’s concerns\u003c/h2>\n\u003cp>The state’s insurance department is opposed to the bill, saying the legislation is not compatible with California insurance law, Proposition 103.\u003c/p>\n\u003cp>The law came out of a ballot proposition written by Harvey Rosenfield, the founder of consumer advocacy group Consumer Watchdog, in response to rising car and home insurance premiums almost four decades ago.\u003c/p>\n\u003cp>It was approved by 51% of the state’s voters in 1988 and includes a mandate for insurance companies to give “good drivers” 20% discounts. (Some drivers also receive discounts for low mileage — it’s a form of monitoring that’s OK under Prop. 103 because miles driven is an allowed factor in rate-setting.)\u003c/p>\n\u003cfigure id=\"attachment_11957604\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11957604\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED.jpg\" alt=\"Cars drive over a large bridge.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2023/08/RS51744_RichmondSanRafaelBridge-12-KQED-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Cars on the Richmond-San Rafael Bridge driving across the San Francisco Bay, as seen from northern Point San Quentin in San Quentin on Sept. 23, 2021. \u003ccite>(Joyce Tsai/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The bill creates broad liability loopholes, dilutes regulator oversight, and allows insurance companies to shift core regulatory responsibilities to unregulated third-party telematics vendors, among other concerns,” wrote Josephine Figueroa, deputy insurance commissioner and legislative director for the department, to Sen. \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/steve-padilla-165435\">Steve Padilla\u003c/a>, chairperson of the Senate insurance committee, on June 20.\u003c/p>\n\u003cp>Figueroa wrote that the bill contains vague language about how insurance companies are supposed to do “due diligence” around third-party telematics providers, and using telematics data as part of drivers’ records. She said the insurance department has documented cases “where facially neutral criteria produce disparate impacts, such as the use of census-tract voter registration rates as a proxy for race or citizenship.”\u003c/p>\n\u003cp>In addition, she said “consumer savings also remain generally unproven and varied.” She cited \u003ca href=\"https://insurance.maryland.gov/Consumer/Appeals%20and%20Grievances%20Reports/Telematics-Survey-Report-2025.pdf\">data\u003c/a> from the Maryland Insurance Administration, which showed that in 2023, 31% of that state’s drivers enrolled in their insurers’ telematics program saw their rates drop; 24% actually experienced an increase; and 45% saw no change in their premiums.\u003c/p>\n\u003cp>Maryland’s research also showed that the telematics systems collected a lot of data that included trip route, days driven, G-force, unsafe following, aggressive turning and many more driver behaviors. Most insurers outsourced the collection of that data to third parties.\u003c/p>\n\u003cp>California’s Senate insurance committee passed the bill four days after Figueroa’s letter.\u003c/p>\n\u003cp>The insurance department is meeting with McKinnor’s staff about its concerns, according to Michael Soller, spokesperson for the department. McKinnor and her staff would not answer CalMatters’ questions about the bill.\u003c/p>\n\u003cfigure id=\"attachment_11685396\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11685396\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/08/GettyImages-84776357-e1533663544615.jpg\" alt=\"\" width=\"1920\" height=\"1278\">\u003cfigcaption class=\"wp-caption-text\">People wait in line outside of the DMV in Los Angeles. \u003ccite>(Robyn Beck/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Some of the insurance department’s concerns about the legislation align with those of Consumer Watchdog.\u003c/p>\n\u003cp>“In California, auto insurance has to be rated in a driver’s actual driving history, not the product of an unverified algorithm or (artificial intelligence) system predicting future driving,” said Carmen Balber, executive director of Consumer Watchdog, in testimony before the Senate insurance committee.\u003c/p>\n\u003cp>In an interview with CalMatters, Balber wondered why the legislation — a “gut-and-amend,” a bill that has been substantially reworked or rewritten, has missed the introduction deadline and is meant to be fast-tracked, often because it’s controversial — is bypassing the typical hearing process. The new language was submitted to the Senate June 10; Balber said her group had less than a week’s notice that it was coming up for discussion.\u003c/p>\n\u003cp>That worry, too, is in line with that of the insurance department. Figueroa wrote in her letter to Padilla that she was concerned that the bill, as gutted and amended, contains language the department had reviewed and expressed reservations about several months ago.\u003c/p>\n\u003cp>The list of the bill’s supporters includes insurance industry groups that have long pushed for telematics use in California. One group in particular, the Personal Insurance Federation of California, has given about $1,000 worth of dinner and travel to McKinnor several times over the past few years, according to \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/tina-mckinnor-35053\">CalMatters’ Digital Democracy database\u003c/a>. She has also received campaign contributions from the group, as well as other insurance industry groups and employees, totaling $38,000 since 2022, state campaign finance records show.\u003c/p>\n\u003cp>Padilla, a Democrat from the San Diego area who chairs the Senate insurance committee, was unavailable to respond to CalMatters’ questions about the concerns the insurance department raised in the letter it sent him, spokesperson Cameron Sutherland said.\u003c/p>\n\u003cfigure id=\"attachment_12056587\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12056587\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/EV-Carpool_GettyImages-2234597020-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A driver rides the carpool lane in a Tesla on the 405 Freeway in Los Angeles on Tuesday, Sept. 9, 2025. \u003ccite>(Sarah Reingewirtz/MediaNews Group/Los Angeles Daily News via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Padilla also is on the Senate Standing Committee on Privacy, Digital Technologies and Consumer Protection, which passed the bill a few days after the insurance committee did and referred it to the appropriations committee.\u003c/p>\n\u003cp>Padilla has received about the same amount of campaign contributions from the insurance industry since 2022, according to campaign finance records.\u003c/p>\n\u003cp>The insurance department sent the chairperson of the privacy committee, Sen. \u003ca href=\"https://calmatters.digitaldemocracy.org/legislators/christopher-cabaldon-5699\">Christopher Cabaldon\u003c/a>, a Democrat from Napa, a similar letter with its concerns about the bill, according to Soller. Cabaldon’s office did not immediately respond to CalMatters’ request to talk about the letter.\u003c/p>\n\u003cp>Cabaldon showed strong support for the bill, saying during his committee \u003ca href=\"https://calmatters.digitaldemocracy.org/hearings/279739#t=202&f=e9b9ce561078fd2e175df81755ec9abf\">hearing\u003c/a> that consumers should have the choice to use their driving data how they want and that he believed in the technology’s potential. He has also received campaign contributions from the insurance industry — about $27,000 going back to when he ran for the state Assembly in 2008, campaign finance records show.\u003c/p>\n\u003ch2>The numbers, or lack thereof\u003c/h2>\n\u003cp>California has some of the highest rates for full auto insurance coverage in the nation, according to at least one \u003ca href=\"https://www.marketwatch.com/insurance-services/auto-insurance/car-insurance-rates-by-state/\">analysis\u003c/a>, by MarketWatch, a news publication with an arm that publishes commerce guides. Another \u003ca href=\"https://insurify.com/car-insurance/report/\">analysis\u003c/a>, by insurance-comparison site Insurify, says California’s car insurance rates have been rising for the past couple of years and are projected to increase 1% this year.\u003c/p>\n\u003cp>Maryland’s research on the effects of telematics is the first by a state insurance regulator, according to Consumer Federation of America, a national association of consumer nonprofit organizations. The group is urging other state regulators to follow suit.\u003c/p>\n\u003cp>“You can’t trust companies to do this without oversight,” Michael DeLong, research and advocacy associate for the group, told CalMatters. He said companies can collect a lot of information about drivers and use it to make money; an example of that is \u003ca href=\"https://calmatters.org/economy/technology/2026/05/gm-record-california-penalty-onstar-data/\">a recent settlement\u003c/a> between the California Justice Department and General Motors, penalizing the automaker for selling driver data associated with its OnStar emergency roadside and navigation service.\u003c/p>\n\u003cfigure id=\"attachment_12067538\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12067538\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/20251216_REVOKE-OF-COMMERCIAL-DRIVERS-LICENSES_DECEMBER_GH-9-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The view from inside Amarjit Singh’s truck in Livermore, on Dec. 16, 2025. \u003ccite>(Gustavo Hernandez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>DeLong said the group plans to write a letter criticizing AB 311.\u003c/p>\n\u003cp>At least one other independent survey, by \u003ca href=\"https://www.consumerreports.org/money/car-insurance/car-insurance-telematics-pros-and-cons-a5869096072/\">Consumer Reports\u003c/a> in 2024, has shown that telematics can help reduce drivers’ premiums. The survey found a median annual savings of $120 — including higher savings for Black and Latino drivers than for white and Asian drivers — but also found that some drivers’ insurance costs rose.\u003c/p>\n\u003cp>Consumer and privacy advocates, including ACLU California Action, Consumer Federation of California and TechEquity Action, worry that some drivers will feel like they have no choice but to give up their privacy in exchange for possibly saving money. In doing so, they could also open themselves up to bias depending on where they live, work and drive.\u003c/p>\n\u003cp>The bill “would authorize an opaque surveillance pricing infrastructure for a product Californians are legally required to purchase,” Becca Cramer, speaking for Privacy Rights Clearinghouse, told both the Senate insurance committee and privacy committee. “Californians have a constitutional right to privacy and not have to choose between exercising that right and affording a mandatory product.”\u003c/p>\n\u003cp>Cramer also cited the Consumer Reports survey and said telematics companies score drivers based on “factors that correlate strongly with race and income.”\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/economy/2026/07/telematics-car-insurance-bill/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "opposition-group-says-bay-area-transit-doesnt-deserve-more-money-this-november",
"title": "Opposition Group Says Bay Area Transit Doesn't Deserve More Money This November",
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"headTitle": "Opposition Group Says Bay Area Transit Doesn’t Deserve More Money This November | KQED",
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"content": "\u003cp>Transit leaders have warned voters in five \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> counties for months that if they fail to pass a regional sales tax measure on November’s ballot, BART, Muni and other agencies will have to dramatically cut service, spiking the cost of living and commute times for many in the region.\u003c/p>\n\u003cp>A \u003ca href=\"https://transitaccountability.com/index.html\">campaign\u003c/a> launched by the Contra Costa Taxpayers Association on Wednesday wants voters to reject that proposition.\u003c/p>\n\u003cp>“ There are a lot of other alternatives that should be looked at first, rather than just continually coming back and asking the voters to approve more taxes,” said Tom Rubin, a member of the governing board for the campaign called the Committee for Affordable Bay Area Transit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The opposition committee pointed to the over $6 billion in taxes, tolls and government grants that they said major Bay Area transit agencies received in fiscal year 2024-25 and said the agencies should instead reallocate existing funding rather than asking taxpayers for more. By pausing funding for major capital projects, including BART Silicon Valley Phase II, California High Speed Rail and Caltrain’s downtown San Francisco expansion, the committee said transit agencies could fully fund operations in the near term and put a slimmed-down tax proposal to fund transit in front of voters in the 2028 election.\u003c/p>\n\u003cp>“ Let’s stop spending huge amounts of money on planning and constructing very stupid mega projects without a purpose and use that money for other purposes, such as operating what we have now,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12034008\" class=\"wp-caption aligncenter\" style=\"max-width: 1989px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12034008\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg\" alt=\"\" width=\"1989\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1020x684.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1920x1287.jpg 1920w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area Rapid Transit commuters stand on the platform as a train pulls into the Powell Street station in San Francisco. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proponents of the sales tax measure, known as the Connect Bay Area Act, have pushed back and questioned the feasibility of the committee’s plan. Jeff Cretan, spokesperson for the campaign, said the committee’s arguments were “not grounded in reality.” Most of the money for those capital projects is from either federal or state sources that “simply can’t be used for operating costs,” he said.\u003c/p>\n\u003cp>“It’s nice to pretend transit funding works like that, but it doesn’t,” Cretan said.\u003c/p>\n\u003cp>Ethan Elkind, the director of the climate program at UC Berkeley Law’s Center for Law, Energy & the Environment, who is not involved in the campaign, called the committee’s proposal “incredibly misleading.”\u003c/p>\n\u003cp>“ In some cases, there are matching funds provided from the state and local level for these federal dollars, but it’s not clear where the matching funds are coming from, and in many cases, those have restrictions as well,” Elkind said.[aside postID=news_12084841 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/05/260123-signaturekickoff00181_TV_qed.jpg']If approved by voters, the Connect Bay Area Act would generate around $1 billion annually for 14 years to support BART, AC Transit, Muni and Caltrain, along with other agencies. It would impose a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco.\u003c/p>\n\u003cp>Those agencies are facing critical budget deficits due to pandemic-related drops in revenue and ridership, and all have warned of immense cuts to service unless the Connect Bay Area Act passes.\u003c/p>\n\u003cp>“It’s not a false alarm. If we do not hit a sustainable funding source by this election, stations will close, lines will shut down, and the Bay Area will become less affordable for workers, families, and seniors,” Cretan said.\u003c/p>\n\u003cp>But Rubin and supporters of the Committee for Affordable Bay Area Transit also said the agencies should look inward to their own expenses, and suggested they could save money by reducing overtime pay, evaluating contracts with labor unions and automating BART.\u003c/p>\n\u003cp>The committee’s website lists the highest-paid transit employees in 2024, namely, a BART Senior Police Officer who took home more than $661,000 in total pay and benefits, including over $272,500 in overtime pay.\u003c/p>\n\u003cp>“ These are just people who know how to use the system and get an incredible amount of overtime and other special pay,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12087115\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg\" alt=\"\" width=\"1980\" height=\"1268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-1536x984.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">An Oakland Airport Connector train pulls into the Coliseum BART station in Oakland, California, on Friday, March 18, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While there are real negative examples of what some might consider to be excessively paid employees at transit agencies, Elkind said, “We’re talking about pennies compared to the scale of the need here.”\u003c/p>\n\u003cp>BART’s budget deficit for fiscal year 2027 is $376 million.\u003c/p>\n\u003cp>“ You’re not going to fully fund BART by making sure a police officer is docked a few hundred thousand dollars in pay,” he said.\u003c/p>\n\u003cp>Rubin said the committee is currently self-funded by its own members. He acknowledged that they are heavily outspent by the Connect Bay Area campaign, whose top funders include the company Salesforce and tech CEO Chris Larsen. The Connect Bay Area campaign is also endorsed by a broad coalition of local labor unions, business groups and elected officials.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The Committee for Affordable Bay Area Transit says transit agencies should reallocate funding from other projects before seeking additional money from taxpayers. ",
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"title": "Opposition Group Says Bay Area Transit Doesn't Deserve More Money This November | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Transit leaders have warned voters in five \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> counties for months that if they fail to pass a regional sales tax measure on November’s ballot, BART, Muni and other agencies will have to dramatically cut service, spiking the cost of living and commute times for many in the region.\u003c/p>\n\u003cp>A \u003ca href=\"https://transitaccountability.com/index.html\">campaign\u003c/a> launched by the Contra Costa Taxpayers Association on Wednesday wants voters to reject that proposition.\u003c/p>\n\u003cp>“ There are a lot of other alternatives that should be looked at first, rather than just continually coming back and asking the voters to approve more taxes,” said Tom Rubin, a member of the governing board for the campaign called the Committee for Affordable Bay Area Transit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The opposition committee pointed to the over $6 billion in taxes, tolls and government grants that they said major Bay Area transit agencies received in fiscal year 2024-25 and said the agencies should instead reallocate existing funding rather than asking taxpayers for more. By pausing funding for major capital projects, including BART Silicon Valley Phase II, California High Speed Rail and Caltrain’s downtown San Francisco expansion, the committee said transit agencies could fully fund operations in the near term and put a slimmed-down tax proposal to fund transit in front of voters in the 2028 election.\u003c/p>\n\u003cp>“ Let’s stop spending huge amounts of money on planning and constructing very stupid mega projects without a purpose and use that money for other purposes, such as operating what we have now,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12034008\" class=\"wp-caption aligncenter\" style=\"max-width: 1989px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12034008\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg\" alt=\"\" width=\"1989\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed.jpg 1989w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1020x684.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/bartnostrike20130804_qed-1920x1287.jpg 1920w\" sizes=\"auto, (max-width: 1989px) 100vw, 1989px\">\u003cfigcaption class=\"wp-caption-text\">Bay Area Rapid Transit commuters stand on the platform as a train pulls into the Powell Street station in San Francisco. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proponents of the sales tax measure, known as the Connect Bay Area Act, have pushed back and questioned the feasibility of the committee’s plan. Jeff Cretan, spokesperson for the campaign, said the committee’s arguments were “not grounded in reality.” Most of the money for those capital projects is from either federal or state sources that “simply can’t be used for operating costs,” he said.\u003c/p>\n\u003cp>“It’s nice to pretend transit funding works like that, but it doesn’t,” Cretan said.\u003c/p>\n\u003cp>Ethan Elkind, the director of the climate program at UC Berkeley Law’s Center for Law, Energy & the Environment, who is not involved in the campaign, called the committee’s proposal “incredibly misleading.”\u003c/p>\n\u003cp>“ In some cases, there are matching funds provided from the state and local level for these federal dollars, but it’s not clear where the matching funds are coming from, and in many cases, those have restrictions as well,” Elkind said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>If approved by voters, the Connect Bay Area Act would generate around $1 billion annually for 14 years to support BART, AC Transit, Muni and Caltrain, along with other agencies. It would impose a half-cent sales tax in Alameda, Contra Costa, San Mateo and Santa Clara counties, and a one-cent sales tax in San Francisco.\u003c/p>\n\u003cp>Those agencies are facing critical budget deficits due to pandemic-related drops in revenue and ridership, and all have warned of immense cuts to service unless the Connect Bay Area Act passes.\u003c/p>\n\u003cp>“It’s not a false alarm. If we do not hit a sustainable funding source by this election, stations will close, lines will shut down, and the Bay Area will become less affordable for workers, families, and seniors,” Cretan said.\u003c/p>\n\u003cp>But Rubin and supporters of the Committee for Affordable Bay Area Transit also said the agencies should look inward to their own expenses, and suggested they could save money by reducing overtime pay, evaluating contracts with labor unions and automating BART.\u003c/p>\n\u003cp>The committee’s website lists the highest-paid transit employees in 2024, namely, a BART Senior Police Officer who took home more than $661,000 in total pay and benefits, including over $272,500 in overtime pay.\u003c/p>\n\u003cp>“ These are just people who know how to use the system and get an incredible amount of overtime and other special pay,” Rubin said.\u003c/p>\n\u003cfigure id=\"attachment_12087115\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087115\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg\" alt=\"\" width=\"1980\" height=\"1268\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-160x102.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613-1536x984.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003cfigcaption class=\"wp-caption-text\">An Oakland Airport Connector train pulls into the Coliseum BART station in Oakland, California, on Friday, March 18, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>While there are real negative examples of what some might consider to be excessively paid employees at transit agencies, Elkind said, “We’re talking about pennies compared to the scale of the need here.”\u003c/p>\n\u003cp>BART’s budget deficit for fiscal year 2027 is $376 million.\u003c/p>\n\u003cp>“ You’re not going to fully fund BART by making sure a police officer is docked a few hundred thousand dollars in pay,” he said.\u003c/p>\n\u003cp>Rubin said the committee is currently self-funded by its own members. He acknowledged that they are heavily outspent by the Connect Bay Area campaign, whose top funders include the company Salesforce and tech CEO Chris Larsen. The Connect Bay Area campaign is also endorsed by a broad coalition of local labor unions, business groups and elected officials.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-dmv-retest-written-test-letter-retake-irregularities-appointment",
"title": "Got a ‘Retake Your Test’ Letter From the DMV? It’s Real — and Here’s What to Do",
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"headTitle": "Got a ‘Retake Your Test’ Letter From the DMV? It’s Real — and Here’s What to Do | KQED",
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"content": "\u003cp>More than 10,000 \u003ca href=\"https://www.kqed.org/news/tag/california\">Californians\u003c/a> are receiving letters informing them that they need to retake their written driver’s license tests. Unfortunately for unlucky recipients, the letters aren’t part of a sophisticated scam, as Redditors have been \u003ca href=\"https://www.reddit.com/r/DMV/comments/1um1s4j/many_california_drivers_to_retake_written_dmv/\">speculating\u003c/a> — or perhaps hoping.\u003c/p>\n\u003cp>Sorry to say, the notices are real, according to the California Department of Motor Vehicles — and as of this week, the agency has confirmed that they’re prompted by suspicions of cheating. All this means that people who receive these letters will indeed need to retake their written knowledge test to stay on the roads.\u003c/p>\n\u003cp>If you did receive a dreaded DMV letter, here’s what you need to know about why you’re being asked to retake your test, how to do it and what could happen if you don’t.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>Who has to retake their driver’s test?\u003c/h2>\n\u003cp>If you took your California written driver’s license tests between July 2025 and April 2026, look out for a letter.\u003c/p>\n\u003cp>The DMV says about 11,000 people across the state who took the exam during that period will have to retake the test.\u003c/p>\n\u003cp>The affected licenses don’t appear to be isolated to one region — people from Los Angeles to San Francisco have \u003ca href=\"https://www.reddit.com/r/DMV/comments/1um1s4j/many_california_drivers_to_retake_written_dmv/\">taken to social media\u003c/a> to say they’re headed to the DMV.\u003c/p>\n\u003cfigure id=\"attachment_12032226\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12032226 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic on Interstate 550 in Oakland flowing with cars. \u003ccite>(Joyce Tsai/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Why is the DMV making me take my test again?\u003c/h2>\n\u003cp>The DMV initially kept it vague — only saying that they identified “anomalies” in “certain” test results.\u003c/p>\n\u003cp>This week, though, the agency said it flagged the results after finding irregularities that “may indicate instances of cheating.”\u003c/p>\n\u003cp>These irregularities are “test taker related,” according to the DMV, “and not the result of an internal DMV technical issue, or involvement of artificial intelligence.”\u003c/p>\n\u003ch2>I got a DMV letter. Am I in trouble?\u003c/h2>\n\u003cp>If you got a notice, don’t panic. The DMV said that it’s not a final determination that cheating occurred, but only that your test result was identified as “potentially problematic.”\u003c/p>\n\u003cp>The agency didn’t offer any specifics about \u003cem>how\u003c/em> test takers might have cheated, but it said multiple cases have been turned over to county district attorneys for prosecution.\u003c/p>\n\u003cp>Several state lawmakers have also sent the DMV letters asking for more details on the nature of any cheating.\u003c/p>\n\u003ch2>Do I have to retake the practical test or just the written test?\u003c/h2>\n\u003cp>Don’t worry, you won’t have to get graded on your actual driving behind the wheel.\u003c/p>\n\u003cp>But that’s not to say you shouldn’t brush up on the rules of the road ahead of retaking your written test. \u003ca href=\"https://www.reddit.com/r/DMV/comments/1u72dw2/is_this_legitimate_will_i_need_to_redo_the_behind/\">Some people online\u003c/a> say they failed the exam when they went in for their retest and had their license revoked. \u003cstrong>Jump straight to: \u003ca href=\"#HowtostudyforyourDMVretest\">How to study for your DMV retest.\u003c/a>\u003c/strong>\u003c/p>\n\u003ch2>How do I retake the test, and how fast do I have to do it?\u003c/h2>\n\u003cp>You’ll have to make an appointment online for an in-person test.\u003c/p>\n\u003cp>The letters mailed out include a QR code that you can scan with your cell phone camera, which will route you directly to a \u003ca href=\"https://www.dmv.ca.gov/portal/appointments/select-appointment-type\">page on the DMV website\u003c/a> that has a “reevaluation” sign-up link.\u003c/p>\n\u003cfigure id=\"attachment_11699281\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11699281\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg\" alt=\"The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera.\" width=\"1920\" height=\"1356\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1020x720.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1200x848.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1180x833.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-520x367.jpg 520w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If you’d rather go to the site on a computer or in your internet browser, click on the “Appointments” page at \u003ca href=\"http://dmv.ca.gov\">dmv.ca.gov\u003c/a> and look for the “knowledge test reevaluation” button.\u003c/p>\n\u003cp>But be warned: the letters say that you need to retake the exam within 30 days of the date the notice was issued, located in the top left corner, to keep your California driver’s license.\u003c/p>\n\u003ch2>Do I \u003cem>have \u003c/em>to make a DMV appointment to retake my test, and what do I need to bring with me?\u003c/h2>\n\u003cp>Yes. The letter says appointments are required for the reevaluation.\u003c/p>\n\u003cp>When you go to your appointment, be sure to bring a copy of the notice requiring reevaluation, as well as your driver’s license card, temporary license, or instruction permit, whichever you have.[aside postID=news_12089236 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/GroceriesAP.jpg']\u003c/p>\n\u003ch2>What if there are no available DMV appointments near me to retake the test within 30 days?\u003c/h2>\n\u003cp>A spokesperson for the DMV told KQED that there have been “no known issues getting [appointments]” and plenty are available. A DMV that’s further away from you may have more appointments available.\u003c/p>\n\u003ch2>\u003ca id=\"HowtostudyforyourDMVretest\">\u003c/a>What if I fail my retest? Can I take the test again?\u003c/h2>\n\u003cp>Some people who have gone in for the reevaluation say \u003ca href=\"https://www.reddit.com/r/DMV/comments/1u72dw2/is_this_legitimate_will_i_need_to_redo_the_behind/\">they’ve failed\u003c/a> and had their physical driver’s licenses taken by the DMV. They were able to reapply, retake the written test, and be issued a new temporary license within days — still with no road test needed.\u003c/p>\n\u003cp>It could be worthwhile to study up before your appointment (or just test your knowledge if you’re just curious how you’d hypothetically perform, like this reporter). The DMV provides \u003ca href=\"https://www.dmv.ca.gov/portal/driver-education-and-safety/educational-materials/sample-driver-license-dl-knowledge-tests/\">sample tests\u003c/a> in multiple languages, and proficient Googlers may also be able to find apparent sample questions online via sites that are not affiliated with the DMV.\u003c/p>\n\u003ch2>What happens if I don’t retake the test within 30 days?\u003c/h2>\n\u003cp>Your license will be canceled — which means you cannot drive. It also means that your license will not be a valid form of identification.\u003c/p>\n\u003cp>If your license \u003cem>does \u003c/em>lapse, the DMV says you are eligible to immediately reapply. It’s not clear if you would need to retake the road test in that case.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Around 11,000 California drivers need to retake their written driver's tests or risk losing their licenses, according to the DMV. Here’s what’s going on.",
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"title": "Got a ‘Retake Your Test’ Letter From the DMV? It’s Real — and Here’s What to Do | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>More than 10,000 \u003ca href=\"https://www.kqed.org/news/tag/california\">Californians\u003c/a> are receiving letters informing them that they need to retake their written driver’s license tests. Unfortunately for unlucky recipients, the letters aren’t part of a sophisticated scam, as Redditors have been \u003ca href=\"https://www.reddit.com/r/DMV/comments/1um1s4j/many_california_drivers_to_retake_written_dmv/\">speculating\u003c/a> — or perhaps hoping.\u003c/p>\n\u003cp>Sorry to say, the notices are real, according to the California Department of Motor Vehicles — and as of this week, the agency has confirmed that they’re prompted by suspicions of cheating. All this means that people who receive these letters will indeed need to retake their written knowledge test to stay on the roads.\u003c/p>\n\u003cp>If you did receive a dreaded DMV letter, here’s what you need to know about why you’re being asked to retake your test, how to do it and what could happen if you don’t.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>Who has to retake their driver’s test?\u003c/h2>\n\u003cp>If you took your California written driver’s license tests between July 2025 and April 2026, look out for a letter.\u003c/p>\n\u003cp>The DMV says about 11,000 people across the state who took the exam during that period will have to retake the test.\u003c/p>\n\u003cp>The affected licenses don’t appear to be isolated to one region — people from Los Angeles to San Francisco have \u003ca href=\"https://www.reddit.com/r/DMV/comments/1um1s4j/many_california_drivers_to_retake_written_dmv/\">taken to social media\u003c/a> to say they’re headed to the DMV.\u003c/p>\n\u003cfigure id=\"attachment_12032226\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12032226 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/IMG_6860_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic on Interstate 550 in Oakland flowing with cars. \u003ccite>(Joyce Tsai/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch2>Why is the DMV making me take my test again?\u003c/h2>\n\u003cp>The DMV initially kept it vague — only saying that they identified “anomalies” in “certain” test results.\u003c/p>\n\u003cp>This week, though, the agency said it flagged the results after finding irregularities that “may indicate instances of cheating.”\u003c/p>\n\u003cp>These irregularities are “test taker related,” according to the DMV, “and not the result of an internal DMV technical issue, or involvement of artificial intelligence.”\u003c/p>\n\u003ch2>I got a DMV letter. Am I in trouble?\u003c/h2>\n\u003cp>If you got a notice, don’t panic. The DMV said that it’s not a final determination that cheating occurred, but only that your test result was identified as “potentially problematic.”\u003c/p>\n\u003cp>The agency didn’t offer any specifics about \u003cem>how\u003c/em> test takers might have cheated, but it said multiple cases have been turned over to county district attorneys for prosecution.\u003c/p>\n\u003cp>Several state lawmakers have also sent the DMV letters asking for more details on the nature of any cheating.\u003c/p>\n\u003ch2>Do I have to retake the practical test or just the written test?\u003c/h2>\n\u003cp>Don’t worry, you won’t have to get graded on your actual driving behind the wheel.\u003c/p>\n\u003cp>But that’s not to say you shouldn’t brush up on the rules of the road ahead of retaking your written test. \u003ca href=\"https://www.reddit.com/r/DMV/comments/1u72dw2/is_this_legitimate_will_i_need_to_redo_the_behind/\">Some people online\u003c/a> say they failed the exam when they went in for their retest and had their license revoked. \u003cstrong>Jump straight to: \u003ca href=\"#HowtostudyforyourDMVretest\">How to study for your DMV retest.\u003c/a>\u003c/strong>\u003c/p>\n\u003ch2>How do I retake the test, and how fast do I have to do it?\u003c/h2>\n\u003cp>You’ll have to make an appointment online for an in-person test.\u003c/p>\n\u003cp>The letters mailed out include a QR code that you can scan with your cell phone camera, which will route you directly to a \u003ca href=\"https://www.dmv.ca.gov/portal/appointments/select-appointment-type\">page on the DMV website\u003c/a> that has a “reevaluation” sign-up link.\u003c/p>\n\u003cfigure id=\"attachment_11699281\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11699281\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg\" alt=\"The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera.\" width=\"1920\" height=\"1356\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-160x113.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-800x565.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1020x720.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1200x848.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-1180x833.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-960x678.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-240x170.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-375x265.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2018/10/DMVEntrance-520x367.jpg 520w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">The entrance to a California Department of Motor Vehicles (DMV) office in Corte Madera. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If you’d rather go to the site on a computer or in your internet browser, click on the “Appointments” page at \u003ca href=\"http://dmv.ca.gov\">dmv.ca.gov\u003c/a> and look for the “knowledge test reevaluation” button.\u003c/p>\n\u003cp>But be warned: the letters say that you need to retake the exam within 30 days of the date the notice was issued, located in the top left corner, to keep your California driver’s license.\u003c/p>\n\u003ch2>Do I \u003cem>have \u003c/em>to make a DMV appointment to retake my test, and what do I need to bring with me?\u003c/h2>\n\u003cp>Yes. The letter says appointments are required for the reevaluation.\u003c/p>\n\u003cp>When you go to your appointment, be sure to bring a copy of the notice requiring reevaluation, as well as your driver’s license card, temporary license, or instruction permit, whichever you have.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2>What if there are no available DMV appointments near me to retake the test within 30 days?\u003c/h2>\n\u003cp>A spokesperson for the DMV told KQED that there have been “no known issues getting [appointments]” and plenty are available. A DMV that’s further away from you may have more appointments available.\u003c/p>\n\u003ch2>\u003ca id=\"HowtostudyforyourDMVretest\">\u003c/a>What if I fail my retest? Can I take the test again?\u003c/h2>\n\u003cp>Some people who have gone in for the reevaluation say \u003ca href=\"https://www.reddit.com/r/DMV/comments/1u72dw2/is_this_legitimate_will_i_need_to_redo_the_behind/\">they’ve failed\u003c/a> and had their physical driver’s licenses taken by the DMV. They were able to reapply, retake the written test, and be issued a new temporary license within days — still with no road test needed.\u003c/p>\n\u003cp>It could be worthwhile to study up before your appointment (or just test your knowledge if you’re just curious how you’d hypothetically perform, like this reporter). The DMV provides \u003ca href=\"https://www.dmv.ca.gov/portal/driver-education-and-safety/educational-materials/sample-driver-license-dl-knowledge-tests/\">sample tests\u003c/a> in multiple languages, and proficient Googlers may also be able to find apparent sample questions online via sites that are not affiliated with the DMV.\u003c/p>\n\u003ch2>What happens if I don’t retake the test within 30 days?\u003c/h2>\n\u003cp>Your license will be canceled — which means you cannot drive. It also means that your license will not be a valid form of identification.\u003c/p>\n\u003cp>If your license \u003cem>does \u003c/em>lapse, the DMV says you are eligible to immediately reapply. It’s not clear if you would need to retake the road test in that case.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Caltrain Scrapped a $1.4M Consultant Contract. Then Came the Uproar",
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"headTitle": "Caltrain Scrapped a $1.4M Consultant Contract. Then Came the Uproar | KQED",
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"content": "\u003cp>Earlier this week, \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain \u003c/a>came under fire for a one-year contract worth up to $1.4 million that drew scrutiny over how much it paid a single interim leader. But the agency said it had already canceled the contract before the controversy, opting instead to bring the longtime consultant on as a full-time employee.\u003c/p>\n\u003cp>Still, the episode landed at a particularly sensitive moment for Caltrain, which has faced months of questions over its consultant spending while staring into \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a budget gap of up to $75 million \u003c/a>and asking voters to approve a regional sales tax this fall.\u003c/p>\n\u003cp>Sherry Bullock, who has led several of Caltrain’s biggest capital projects, moved into a newly consolidated executive role on June 1 at a base salary of $377,000, spokesperson Dan Lieberman said. The agency is closing out the consulting arrangement, under which about $245,000 had been paid.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The job — Deputy Executive Director, Project Delivery and Caltrain Modernization — merges two former chief-level positions, chief of design and construction and chief of modernization, into one post overseeing Caltrain’s more than $10 billion capital program. Bullock’s responsibilities are “largely consistent” with what she was already doing as an interim consultant, but the difference is that the agency now holds that expertise in-house, Lieberman said. The consolidation will save more than $400,000 a year, he said.\u003c/p>\n\u003cp>Lieberman rejected any link between the move and the recent attention from \u003ca href=\"https://www.smdailyjournal.com/news/local/caltrain-pays-1-4m-for-deputy-leader-over-three-times-top-paid-executive-director-s/article_081a36cc-9f50-445b-8e39-71a1c07aa013.html\">local news outlets\u003c/a>.\u003c/p>\n\u003cp>“Any suggestion that this decision was made in response to recent scrutiny reflects an inaccurate timeline,” he said, adding that Caltrain decided nearly a year ago to combine the two roles and posted the deputy job in October 2025.\u003c/p>\n\u003cfigure id=\"attachment_12076190\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12076190\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">One of Caltrain’s electric trains, which may offer BART users a way to go around the Bay in the event of a Transbay Tube shutdown. \u003ccite>(Courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He cast the shift as part of a broader effort to lean less on outside consultants and to “grow long-term in-house technical knowledge,” and said Caltrain’s professional-services budget will fall to $8 million in fiscal 2027 from $10.2 million in fiscal 2025.\u003c/p>\n\u003cp>Bullock’s pay first drew attention after public records showed she earned more than $800,000 in 2025 across a series of interim roles. In April, with the deputy job still open, Caltrain kept her on under a contract amendment worth up to $1.4 million. Less than two months later, she took the permanent job. In her first year, she is also eligible for, but not guaranteed, a $20,000 performance bonus at six, 12 and 18 months, Lieberman said.\u003c/p>\n\u003cp>Consultants are common at transit agencies and can cost less than employees because the agency avoids pensions, healthcare benefits and other long-term costs.[aside postID=news_12084766 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00197_TV-KQED.jpg']Those savings tend to necessitate, for time-limited, competitive bids for project work. Critics say Bullock has effectively held senior leadership at the agency for close to two decades, largely as a consultant, and that several of her engagements were not competitively bid — a characterization that Caltrain disputes.\u003c/p>\n\u003cp>Audrey Brook, Caltrain’s former director of capital program delivery, wrote in a November letter to the agency’s board that Caltrain had “paid consultant rates for nearly 18 years for the same leadership.” She wrote that the agency filled the role she reported to “through a closed, non-competitive process that bypassed HR policy,” and warned that such actions “waste public money and erode trust among both staff and taxpayers.”\u003c/p>\n\u003cp>Brook has also sued Caltrain and its governing board, the Peninsula Corridor Joint Powers Board. Her petition, filed in San Mateo County Superior Court in January, asked a judge to order a hearing over what she said was her forced departure, and levels separate allegations against Bullock.\u003c/p>\n\u003cp>Lieberman said Caltrain “conducted an open and competitive recruitment” for the deputy job that drew more than 50 applicants and included interviewers from outside agencies. He said the agency has denied Brook’s claims and “will vigorously defend itself,” but declined to say more, citing the pending case.\u003c/p>\n\u003cfigure id=\"attachment_12081648\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081648\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders walk through the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a written response to KQED, Bullock defended both her hiring and her consulting record. She said she agrees “wholeheartedly” that long-term leadership roles should be filled competitively — and that the deputy job, through what she called “a thorough and extensive public recruitment,” put her before three interview panels totaling 11 people, including senior leaders from partner agencies.\u003c/p>\n\u003cdiv class=\"mceTemp\">\u003c/div>\n\u003cp>Her earlier consulting work, she said, ran through Caltrain’s standard work-directive process, with annual renewals authorized only after review. “Delivering positive results and outcomes for Caltrain is a pre-requisite of any continuous consultant service,” Bullock wrote.\u003c/p>\n\u003cp>Caltrain, like other local public transit agencies, has struggled financially since the pandemic upended commuting, even as ridership rebounds — the\u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\"> agency reported a 33% jump in riders in March\u003c/a>, among its strongest months since 2020. In November, voters across five counties will decide on the sales tax Caltrain said it needs to avoid cutting weekend and evening service.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Earlier this week, \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain \u003c/a>came under fire for a one-year contract worth up to $1.4 million that drew scrutiny over how much it paid a single interim leader. But the agency said it had already canceled the contract before the controversy, opting instead to bring the longtime consultant on as a full-time employee.\u003c/p>\n\u003cp>Still, the episode landed at a particularly sensitive moment for Caltrain, which has faced months of questions over its consultant spending while staring into \u003ca href=\"https://www.kqed.org/news/12070685/campaign-to-avert-bay-area-public-transit-death-spiral-gets-underway\">a budget gap of up to $75 million \u003c/a>and asking voters to approve a regional sales tax this fall.\u003c/p>\n\u003cp>Sherry Bullock, who has led several of Caltrain’s biggest capital projects, moved into a newly consolidated executive role on June 1 at a base salary of $377,000, spokesperson Dan Lieberman said. The agency is closing out the consulting arrangement, under which about $245,000 had been paid.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The job — Deputy Executive Director, Project Delivery and Caltrain Modernization — merges two former chief-level positions, chief of design and construction and chief of modernization, into one post overseeing Caltrain’s more than $10 billion capital program. Bullock’s responsibilities are “largely consistent” with what she was already doing as an interim consultant, but the difference is that the agency now holds that expertise in-house, Lieberman said. The consolidation will save more than $400,000 a year, he said.\u003c/p>\n\u003cp>Lieberman rejected any link between the move and the recent attention from \u003ca href=\"https://www.smdailyjournal.com/news/local/caltrain-pays-1-4m-for-deputy-leader-over-three-times-top-paid-executive-director-s/article_081a36cc-9f50-445b-8e39-71a1c07aa013.html\">local news outlets\u003c/a>.\u003c/p>\n\u003cp>“Any suggestion that this decision was made in response to recent scrutiny reflects an inaccurate timeline,” he said, adding that Caltrain decided nearly a year ago to combine the two roles and posted the deputy job in October 2025.\u003c/p>\n\u003cfigure id=\"attachment_12076190\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12076190\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/3W0A6625-2-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">One of Caltrain’s electric trains, which may offer BART users a way to go around the Bay in the event of a Transbay Tube shutdown. \u003ccite>(Courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He cast the shift as part of a broader effort to lean less on outside consultants and to “grow long-term in-house technical knowledge,” and said Caltrain’s professional-services budget will fall to $8 million in fiscal 2027 from $10.2 million in fiscal 2025.\u003c/p>\n\u003cp>Bullock’s pay first drew attention after public records showed she earned more than $800,000 in 2025 across a series of interim roles. In April, with the deputy job still open, Caltrain kept her on under a contract amendment worth up to $1.4 million. Less than two months later, she took the permanent job. In her first year, she is also eligible for, but not guaranteed, a $20,000 performance bonus at six, 12 and 18 months, Lieberman said.\u003c/p>\n\u003cp>Consultants are common at transit agencies and can cost less than employees because the agency avoids pensions, healthcare benefits and other long-term costs.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Those savings tend to necessitate, for time-limited, competitive bids for project work. Critics say Bullock has effectively held senior leadership at the agency for close to two decades, largely as a consultant, and that several of her engagements were not competitively bid — a characterization that Caltrain disputes.\u003c/p>\n\u003cp>Audrey Brook, Caltrain’s former director of capital program delivery, wrote in a November letter to the agency’s board that Caltrain had “paid consultant rates for nearly 18 years for the same leadership.” She wrote that the agency filled the role she reported to “through a closed, non-competitive process that bypassed HR policy,” and warned that such actions “waste public money and erode trust among both staff and taxpayers.”\u003c/p>\n\u003cp>Brook has also sued Caltrain and its governing board, the Peninsula Corridor Joint Powers Board. Her petition, filed in San Mateo County Superior Court in January, asked a judge to order a hearing over what she said was her forced departure, and levels separate allegations against Bullock.\u003c/p>\n\u003cp>Lieberman said Caltrain “conducted an open and competitive recruitment” for the deputy job that drew more than 50 applicants and included interviewers from outside agencies. He said the agency has denied Brook’s claims and “will vigorously defend itself,” but declined to say more, citing the pending case.\u003c/p>\n\u003cfigure id=\"attachment_12081648\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081648\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260428-TRANSITRIDERSHIPREBOUND00494_TV-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Transit riders walk through the Caltrain station on King Street and Fourth Street in San Francisco on April 27, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a written response to KQED, Bullock defended both her hiring and her consulting record. She said she agrees “wholeheartedly” that long-term leadership roles should be filled competitively — and that the deputy job, through what she called “a thorough and extensive public recruitment,” put her before three interview panels totaling 11 people, including senior leaders from partner agencies.\u003c/p>\n\u003cdiv class=\"mceTemp\">\u003c/div>\n\u003cp>Her earlier consulting work, she said, ran through Caltrain’s standard work-directive process, with annual renewals authorized only after review. “Delivering positive results and outcomes for Caltrain is a pre-requisite of any continuous consultant service,” Bullock wrote.\u003c/p>\n\u003cp>Caltrain, like other local public transit agencies, has struggled financially since the pandemic upended commuting, even as ridership rebounds — the\u003ca href=\"https://www.kqed.org/news/12081663/the-ohtani-effect-and-more-whats-behind-bay-area-transits-comeback\"> agency reported a 33% jump in riders in March\u003c/a>, among its strongest months since 2020. In November, voters across five counties will decide on the sales tax Caltrain said it needs to avoid cutting weekend and evening service.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>In Robert Burns’ world, the Powell-Mason \u003ca href=\"https://www.kqed.org/news/tag/transportation\">Cable Car\u003c/a> is heralded by a flute and a tubular bell. The M-Ocean View carries a soft mallet and a sub bass. The N-Judah is a marimba and a bass pizzicato.\u003c/p>\n\u003cp>Taken altogether, the generative composition creates a lo-fi, sonic interpretation of the Bay Area’s most-ridden transit service, San Francisco’s Muni. And it’s available for anyone to listen to.\u003c/p>\n\u003cp>“ I thought to myself, what if I turned Muni into an instrument?” said Burns, creator of the site, \u003ca href=\"http://munimusic.com\">munimusic.com\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The site shows a map of San Francisco, and the real-time location of the more than 500 Muni trains, buses and cable cars that could be on the street at any one time. Each vehicle plays a unique pair of sounds based on its position and route and a chime when they arrive at a stop.\u003c/p>\n\u003cp>Visitors can watch and listen to Muni vehicles plug along in real time, hear when they arrive and revel in an ambient interpretation of public transit.\u003c/p>\n\u003cp>For Burns, an IT professional, and a more than 30-year San Franciscan and a Muni rider, the project is part tribute, part natural inclination to experiment with technology.\u003c/p>\n\u003cfigure id=\"attachment_12082038\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082038\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For fans of Muni, it’s the latest manifestation of local pride in the transit service that’s taken varied forms, from branded merchandise to trivia nights to riding routes for fun.\u003c/p>\n\u003cp>Burns used publicly available data to create the map and then made digital instruments to pair with the routes. He said he’s had the Muni Music domain since 2002, but only launched the website in April, after “many, many iterations.”\u003c/p>\n\u003cp>An initial version was rhythm-based and sounded more like a drum circle. And the sheer volume of Muni’s buses broke his browser. The site currently logs about five visits a week. “ If this actually becomes something that people used, I would be amazed,” Burns said.\u003c/p>\n\u003cp>Burns isn’t the first person to look at a transit map and think: Could this be music? Take \u003ca href=\"https://www.trainjazz.com/\">Train Jazz\u003c/a> — a similar website, created by a New York City resident, which turns that city’s transit agency into a jazz ensemble.[aside postID=news_12087114 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-1408502613.jpg']Another website based on New York City’s transit map, called \u003ca href=\"http://mta.me\">MTA.me\u003c/a>, only plays notes when trains cross paths, like plucking strings.\u003c/p>\n\u003cp>And last month a group of artists \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260520\">debuted\u003c/a> a sculpture that converts BART’s train data into sound using a tube and a heating element.\u003c/p>\n\u003cp>For the Bay Area-based composer Mason Bates, these kinds of projects, where people convert data into music, might best be called public sound art.\u003c/p>\n\u003cp>“ It’s not really about whether the resulting artwork is particularly good or beautiful; it’s more about finding fun ways for the public to learn about some kind of initiative, whether it be \u003ca href=\"https://www.kqed.org/audiblecosmos\">NASA space data\u003c/a>, or in this case, Muni data,” Bates said.\u003c/p>\n\u003cp>Bates said rather than getting hung up on the quality of the music, the purpose of these sites is to use digital tools to make data more digestible. By sonifying transit data, these projects allow listeners to experience the entirety of a transit system all at once.\u003c/p>\n\u003cp>“ We are swimming in data these days, right? So translating it in some way that can be fun or artistic is a new thing that’s happening,” he said. “This brings the public in to engage with a non-artistic enterprise in an artistic way.”\u003c/p>\n\u003cp>In Muni Music, each moment is different from the next, as the number of Muni vehicles on the road — and their position — fluctuate throughout the day.\u003c/p>\n\u003cp>If trains are predominantly in the west end of the city, like the L-Taraval, sound will come predominantly out of the left side of a pair of headphones. The opposite is true for the T-Third Street, which runs on the east side of the city.\u003c/p>\n\u003cfigure id=\"attachment_12082037\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082037\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ Seeing the volume of vehicles that are out there at any given moment shows people how active the system is and how frequent service is. And when it’s all played together, we’re really picking people up and dropping them off at a really quick rate,” SFMTA spokesperson Michael Roccaforte said.\u003c/p>\n\u003cp>Burns said he sees a relationship between his job in IT and managing a public transit agency: two fields that don’t get much praise, but get a lot of attention when things go wrong.\u003c/p>\n\u003cp>“It’s an homage. It’s kinda like, ‘Hey, thanks, Muni, thanks for being there, and here’s my little attempt at giving something back,’” Burns said.\u003c/p>\n\u003cp>There’s some utility to the website as well. Burns used it the other day to check when the next train was coming, and then he rode home with his own Muni soundtrack.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The site shows a map of San Francisco, and the real-time location of the more than 500 Muni trains, buses and cable cars that could be on the street at any one time. Each vehicle plays a unique pair of sounds based on its position and route and a chime when they arrive at a stop.\u003c/p>\n\u003cp>Visitors can watch and listen to Muni vehicles plug along in real time, hear when they arrive and revel in an ambient interpretation of public transit.\u003c/p>\n\u003cp>For Burns, an IT professional, and a more than 30-year San Franciscan and a Muni rider, the project is part tribute, part natural inclination to experiment with technology.\u003c/p>\n\u003cfigure id=\"attachment_12082038\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082038\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00525-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For fans of Muni, it’s the latest manifestation of local pride in the transit service that’s taken varied forms, from branded merchandise to trivia nights to riding routes for fun.\u003c/p>\n\u003cp>Burns used publicly available data to create the map and then made digital instruments to pair with the routes. He said he’s had the Muni Music domain since 2002, but only launched the website in April, after “many, many iterations.”\u003c/p>\n\u003cp>An initial version was rhythm-based and sounded more like a drum circle. And the sheer volume of Muni’s buses broke his browser. The site currently logs about five visits a week. “ If this actually becomes something that people used, I would be amazed,” Burns said.\u003c/p>\n\u003cp>Burns isn’t the first person to look at a transit map and think: Could this be music? Take \u003ca href=\"https://www.trainjazz.com/\">Train Jazz\u003c/a> — a similar website, created by a New York City resident, which turns that city’s transit agency into a jazz ensemble.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Another website based on New York City’s transit map, called \u003ca href=\"http://mta.me\">MTA.me\u003c/a>, only plays notes when trains cross paths, like plucking strings.\u003c/p>\n\u003cp>And last month a group of artists \u003ca href=\"https://www.bart.gov/news/articles/2026/news20260520\">debuted\u003c/a> a sculpture that converts BART’s train data into sound using a tube and a heating element.\u003c/p>\n\u003cp>For the Bay Area-based composer Mason Bates, these kinds of projects, where people convert data into music, might best be called public sound art.\u003c/p>\n\u003cp>“ It’s not really about whether the resulting artwork is particularly good or beautiful; it’s more about finding fun ways for the public to learn about some kind of initiative, whether it be \u003ca href=\"https://www.kqed.org/audiblecosmos\">NASA space data\u003c/a>, or in this case, Muni data,” Bates said.\u003c/p>\n\u003cp>Bates said rather than getting hung up on the quality of the music, the purpose of these sites is to use digital tools to make data more digestible. By sonifying transit data, these projects allow listeners to experience the entirety of a transit system all at once.\u003c/p>\n\u003cp>“ We are swimming in data these days, right? So translating it in some way that can be fun or artistic is a new thing that’s happening,” he said. “This brings the public in to engage with a non-artistic enterprise in an artistic way.”\u003c/p>\n\u003cp>In Muni Music, each moment is different from the next, as the number of Muni vehicles on the road — and their position — fluctuate throughout the day.\u003c/p>\n\u003cp>If trains are predominantly in the west end of the city, like the L-Taraval, sound will come predominantly out of the left side of a pair of headphones. The opposite is true for the T-Third Street, which runs on the east side of the city.\u003c/p>\n\u003cfigure id=\"attachment_12082037\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12082037\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/260430-MUNIMUSIC-TV-00516-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Muni Music, a website created by Robert Burns, is displayed on his computer in San Francisco on April 30, 2026. \u003ccite>(Tâm Vũ/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ Seeing the volume of vehicles that are out there at any given moment shows people how active the system is and how frequent service is. And when it’s all played together, we’re really picking people up and dropping them off at a really quick rate,” SFMTA spokesperson Michael Roccaforte said.\u003c/p>\n\u003cp>Burns said he sees a relationship between his job in IT and managing a public transit agency: two fields that don’t get much praise, but get a lot of attention when things go wrong.\u003c/p>\n\u003cp>“It’s an homage. It’s kinda like, ‘Hey, thanks, Muni, thanks for being there, and here’s my little attempt at giving something back,’” Burns said.\u003c/p>\n\u003cp>There’s some utility to the website as well. Burns used it the other day to check when the next train was coming, and then he rode home with his own Muni soundtrack.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Following \u003ca href=\"https://www.kqed.org/news/12089906/san-franciscos-fireworks-show-lights-up-karl-the-fog-for-americas-250th\">San Francisco’s Fourth of July\u003c/a> traffic meltdown, one supervisor is demanding answers from city departments about how autonomous vehicle companies like Waymo and “insufficient transit options” contributed to the gridlock.\u003c/p>\n\u003cp>Supervisor Bilal Mahmood told KQED on Monday he planned to submit a letter of inquiry at Tuesday’s Board of Supervisors meeting, seeking information from the city’s Department of Emergency Management, Fire Department, and Municipal Transportation Agency on how autonomous vehicles impacted public transit service, emergency response and egress from an event that far exceeded attendance expectations.\u003c/p>\n\u003cp>More than 100,000 people descended on the northern part of the city for the \u003ca href=\"https://www.kqed.org/news/12089906/san-franciscos-fireworks-show-lights-up-karl-the-fog-for-americas-250th\">special Golden Gate Bridge fireworks show\u003c/a>, according to Charles Lutvak, spokesperson for San Francisco Mayor Daniel Lurie.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Social media \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1unuji7/the_july_4th_waymo_traffic_nightmare/\">posts \u003c/a>from people who ventured to the northern end of the city to view the fireworks described a “Waymo traffic nightmare,” where dozens of robotaxis blocked traffic, leading to lengthy delays.\u003c/p>\n\u003cp>Mahmood said due to the backlog of cars in part caused by Waymo, he was forced to walk an hour home from Fisherman’s Wharf, as public transit and rideshare were rendered useless.\u003c/p>\n\u003cp>“It was clear that they were compounding an already congested traffic situation and weren’t moving themselves,” Mahmood said.\u003c/p>\n\u003cfigure id=\"attachment_12090009\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090009\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073.jpg\" alt=\"\" width=\"2048\" height=\"1536\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073-2000x1500.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">More than 30 Waymos became stuck in the only parking area for the fireworks show on July 4, 2026, blocking parking for hours. \u003ccite>(Courtesy of Dr. R, AGI Summit 2026)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Waymo declined to provide specific numbers on how many of its vehicles experienced issues or needed to be manually moved by staff on the night of the Fourth, but said some vehicles were caught in gridlock in select streets in the Presidio.\u003c/p>\n\u003cp>The company said that while many vehicles were able to navigate away when congestion cleared, others ran out of charge while idling and required a tow.\u003c/p>\n\u003cp>“On July Fourth, extreme traffic congestion in northern San Francisco disrupted normal operations for several Waymo vehicles. In coordination with local authorities and emergency services, our roadside assistance team worked quickly to clear our vehicles from the area,” Waymo spokesperson Chris Bonelli said.[aside postID=news_12075147 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260302-WAYMOOUTAGEREPORT-23-BL-KQED.jpg']The action comes as city leaders attempt to identify how the traffic jam turned the aftermath of the national holiday into an hours-long slog for spectators trying to return to their homes.\u003c/p>\n\u003cp>“Making my way home from Aquatic Park I think had to be my worst public transportation experience of my life,” said Stella Lochman, a 41-year-old San Francisco resident and self-described experienced Muni rider.\u003c/p>\n\u003cp>Lochman said around 11 p.m. on the Fourth of July, after waiting for the crowds to die down, she decided to take the 49 Van Ness/Mission bus home. She recalls waiting 35 minutes for the bus to come to a stop near Fort Mason, and when she was finally able to board the bus, she popped in an audiobook and settled in for the ride.\u003c/p>\n\u003cp>When she looked up 45 minutes later, she realized the bus had traveled less than one block. Lochman described a scene where drivers flouted traffic laws, contributing to delays for public transit.\u003c/p>\n\u003cp>“There was no one to control the traffic, so you had to be sneaky. And then the sneaky people were causing more traffic,” Lochman said.\u003c/p>\n\u003cp>Lochman said the entire bus was forced to deboard a few blocks later after a car sideswiped it. She then walked several blocks and caught a special Muni shuttle to Powell Street station.\u003c/p>\n\u003cp>By then it was 1:45 a.m., so she decided to ride bikeshare home, even though one of her arms is in a sling due to a broken shoulder.\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=iealiNVFzik\u003c/p>\n\u003cp>In total, she said the three-mile journey from Aquatic Park to her home in the Mission District took three hours. She said a friend who drove home to Pinole got home faster than her.\u003c/p>\n\u003cp>“If you can get to Pinole faster than you can get to 16th and Mission, what is that teaching folks?” Lochman said.\u003c/p>\n\u003cp>On Monday, leaders of the San Francisco Municipal Transportation Agency, which operates Muni, apologized for the delays and said they would study what could have been done better to ensure the city can deliver on special events in the future.\u003c/p>\n\u003cp>“ We did everything we could to move as many people as possible and made adjustments in the field to our transit operations to pull additional service in to get people home as quickly as we possibly could,” said Viktoriya Wise, director of SFMTA’s streets division.\u003c/p>\n\u003cp>But Wise said the location of the event, at the far north-western corner of the city, was in a constrained area where transit is not as robust as places like downtown San Francisco or Pier 39. That made it a “very high mountain to climb,” according to Wise.\u003c/p>\n\u003cp>“Our transportation system simply could not handle the volume of people that arrived in San Francisco on Saturday,” Wise said.\u003c/p>\n\u003cp>Ahead of the event, San Francisco Mayor Daniel Lurie encouraged people to take public transportation, walk, bike, or use ride-hailing services to see the fireworks, and he warned of delays getting out of the area and the city.\u003c/p>\n\u003cfigure id=\"attachment_12086413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2278646743-scaled-e1782502896455.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie during a news conference on his budget proposal in San Francisco on June 1, 2026. \u003ccite>(Santiago Mejia/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand that with more than 100,000 people in the area, some people experienced delays getting home, and we will have conversations with our public and private partners to ensure the experience is smoother next time,” Lutvak said.\u003c/p>\n\u003cp>Mahmood is requesting city departments respond to his letter of inquiry within two weeks.\u003c/p>\n\u003cp>“It’s not acceptable that disruption of service, first responders and our public transit system is a side effect of autonomous vehicles on the road,” Mahmood said. “They have to be able to function within our existing transit infrastructure, and we still don’t have a large event protocol that clearly is working, and that’s something that I expect.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Following \u003ca href=\"https://www.kqed.org/news/12089906/san-franciscos-fireworks-show-lights-up-karl-the-fog-for-americas-250th\">San Francisco’s Fourth of July\u003c/a> traffic meltdown, one supervisor is demanding answers from city departments about how autonomous vehicle companies like Waymo and “insufficient transit options” contributed to the gridlock.\u003c/p>\n\u003cp>Supervisor Bilal Mahmood told KQED on Monday he planned to submit a letter of inquiry at Tuesday’s Board of Supervisors meeting, seeking information from the city’s Department of Emergency Management, Fire Department, and Municipal Transportation Agency on how autonomous vehicles impacted public transit service, emergency response and egress from an event that far exceeded attendance expectations.\u003c/p>\n\u003cp>More than 100,000 people descended on the northern part of the city for the \u003ca href=\"https://www.kqed.org/news/12089906/san-franciscos-fireworks-show-lights-up-karl-the-fog-for-americas-250th\">special Golden Gate Bridge fireworks show\u003c/a>, according to Charles Lutvak, spokesperson for San Francisco Mayor Daniel Lurie.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Social media \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1unuji7/the_july_4th_waymo_traffic_nightmare/\">posts \u003c/a>from people who ventured to the northern end of the city to view the fireworks described a “Waymo traffic nightmare,” where dozens of robotaxis blocked traffic, leading to lengthy delays.\u003c/p>\n\u003cp>Mahmood said due to the backlog of cars in part caused by Waymo, he was forced to walk an hour home from Fisherman’s Wharf, as public transit and rideshare were rendered useless.\u003c/p>\n\u003cp>“It was clear that they were compounding an already congested traffic situation and weren’t moving themselves,” Mahmood said.\u003c/p>\n\u003cfigure id=\"attachment_12090009\" class=\"wp-caption aligncenter\" style=\"max-width: 2048px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12090009\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073.jpg\" alt=\"\" width=\"2048\" height=\"1536\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073-2000x1500.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/07/IMG_0073-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2048px) 100vw, 2048px\">\u003cfigcaption class=\"wp-caption-text\">More than 30 Waymos became stuck in the only parking area for the fireworks show on July 4, 2026, blocking parking for hours. \u003ccite>(Courtesy of Dr. R, AGI Summit 2026)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Waymo declined to provide specific numbers on how many of its vehicles experienced issues or needed to be manually moved by staff on the night of the Fourth, but said some vehicles were caught in gridlock in select streets in the Presidio.\u003c/p>\n\u003cp>The company said that while many vehicles were able to navigate away when congestion cleared, others ran out of charge while idling and required a tow.\u003c/p>\n\u003cp>“On July Fourth, extreme traffic congestion in northern San Francisco disrupted normal operations for several Waymo vehicles. In coordination with local authorities and emergency services, our roadside assistance team worked quickly to clear our vehicles from the area,” Waymo spokesperson Chris Bonelli said.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The action comes as city leaders attempt to identify how the traffic jam turned the aftermath of the national holiday into an hours-long slog for spectators trying to return to their homes.\u003c/p>\n\u003cp>“Making my way home from Aquatic Park I think had to be my worst public transportation experience of my life,” said Stella Lochman, a 41-year-old San Francisco resident and self-described experienced Muni rider.\u003c/p>\n\u003cp>Lochman said around 11 p.m. on the Fourth of July, after waiting for the crowds to die down, she decided to take the 49 Van Ness/Mission bus home. She recalls waiting 35 minutes for the bus to come to a stop near Fort Mason, and when she was finally able to board the bus, she popped in an audiobook and settled in for the ride.\u003c/p>\n\u003cp>When she looked up 45 minutes later, she realized the bus had traveled less than one block. Lochman described a scene where drivers flouted traffic laws, contributing to delays for public transit.\u003c/p>\n\u003cp>“There was no one to control the traffic, so you had to be sneaky. And then the sneaky people were causing more traffic,” Lochman said.\u003c/p>\n\u003cp>Lochman said the entire bus was forced to deboard a few blocks later after a car sideswiped it. She then walked several blocks and caught a special Muni shuttle to Powell Street station.\u003c/p>\n\u003cp>By then it was 1:45 a.m., so she decided to ride bikeshare home, even though one of her arms is in a sling due to a broken shoulder.\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/iealiNVFzik'\n title='//www.youtube.com/embed/iealiNVFzik'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003cp>In total, she said the three-mile journey from Aquatic Park to her home in the Mission District took three hours. She said a friend who drove home to Pinole got home faster than her.\u003c/p>\n\u003cp>“If you can get to Pinole faster than you can get to 16th and Mission, what is that teaching folks?” Lochman said.\u003c/p>\n\u003cp>On Monday, leaders of the San Francisco Municipal Transportation Agency, which operates Muni, apologized for the delays and said they would study what could have been done better to ensure the city can deliver on special events in the future.\u003c/p>\n\u003cp>“ We did everything we could to move as many people as possible and made adjustments in the field to our transit operations to pull additional service in to get people home as quickly as we possibly could,” said Viktoriya Wise, director of SFMTA’s streets division.\u003c/p>\n\u003cp>But Wise said the location of the event, at the far north-western corner of the city, was in a constrained area where transit is not as robust as places like downtown San Francisco or Pier 39. That made it a “very high mountain to climb,” according to Wise.\u003c/p>\n\u003cp>“Our transportation system simply could not handle the volume of people that arrived in San Francisco on Saturday,” Wise said.\u003c/p>\n\u003cp>Ahead of the event, San Francisco Mayor Daniel Lurie encouraged people to take public transportation, walk, bike, or use ride-hailing services to see the fireworks, and he warned of delays getting out of the area and the city.\u003c/p>\n\u003cfigure id=\"attachment_12086413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12086413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/GettyImages-2278646743-scaled-e1782502896455.jpg\" alt=\"\" width=\"2000\" height=\"1334\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie during a news conference on his budget proposal in San Francisco on June 1, 2026. \u003ccite>(Santiago Mejia/San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We understand that with more than 100,000 people in the area, some people experienced delays getting home, and we will have conversations with our public and private partners to ensure the experience is smoother next time,” Lutvak said.\u003c/p>\n\u003cp>Mahmood is requesting city departments respond to his letter of inquiry within two weeks.\u003c/p>\n\u003cp>“It’s not acceptable that disruption of service, first responders and our public transit system is a side effect of autonomous vehicles on the road,” Mahmood said. “They have to be able to function within our existing transit infrastructure, and we still don’t have a large event protocol that clearly is working, and that’s something that I expect.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Over half of Muni’s 32-foot buses are currently out of service after the transit agency identified a brake component safety issue in the vehicles responsible for traveling some of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>‘s most narrow and hilly streets.\u003c/p>\n\u003cp>Maintenance crews found stress cracks on the brake chamber brackets of 17 out of 30 shorter buses, according to a memorandum from the San Francisco Municipal Transportation Agency to its board of directors on Thursday.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.sfmta.com/travel-updates/40-foot-bus-service-substitutions-updated-june-30-2026\">issue\u003c/a> was first identified on June 1 after a Muni operator heard a noise while working and reported a problem. The bus was taken out of service immediately, according to the agency, and a subsequent inspection found that the bus’s brake chamber bracket, which holds air as part of the vehicle’s pneumatic braking system, had detached from the axle. The agency said that because Muni buses have multiple redundant braking systems, the issue did not pose a safety risk.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“ When an issue like this one happens, the vehicle simply stops because of those redundant systems,” said Judson True, SFMTA chief of staff. “We are 100% confident that none of our riders or operators faced any safety issues from this incident. Safety is our top priority, and our response to this issue demonstrates that.”\u003c/p>\n\u003cp>In the short term, SFMTA said it plans to replace the brackets with new ones of an identical design, as parts become available. The agency said brake chamber brackets are not part of a normal maintenance inspection schedule, but the agency will now inspect the part once a month or every 2,000 miles.\u003c/p>\n\u003cfigure id=\"attachment_12089405\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089405\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the long term, SFMTA said the manufacturer Meritor is making new reinforced and redesigned brake chamber brackets for its buses, and that it plans to install the component in the next few months. The fleet, made by El Dorado National California, first hit city streets in 2022, and the last was delivered last year.\u003c/p>\n\u003cp>The problem forced the agency to modify service for the 35 Eureka, 36 Teresita, 37 Corbett, 39 Coit, 56 Rutland, as longer replacement 40-foot buses couldn’t navigate some of the routes’ tight turns and narrow streets. Service has since been restored on all routes except the 36 and 37.\u003c/p>\n\u003cp>Theresa Flandrich, 70, a longtime resident of the city’s Telegraph Hill neighborhood, said she panicked when she found out her regular stop on the mountainous 39 route would no longer be serviced.[aside postID=news_12087755 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260303-munifile00200_TV_qed.jpg']“I thought, my God, what are we going to do?” Flandrich said. “ We have so many seniors who have lived here for decades and decades and now really depend on this bus.”\u003c/p>\n\u003cp>Flandrich said she learned the news from fellow riders while waiting for the bus, and later from her neighborhood group, the Telegraph Hill \u003ca href=\"https://semaphore.thd.org/letter-urging-sfmta-to-restore-service-cuts/\">Dwellers\u003c/a>.\u003c/p>\n\u003cp>“It was very discombobulating to essentially have one day’s notice,” Flandrich said.\u003c/p>\n\u003cp>The SFMTA \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1uao947/all_30foot_buses_out_of_service_why/?share_id=eQ0RB-SW2_3Nto2BaBADn&utm_content=2&utm_medium=ios_app&utm_name=ioscss&utm_source=share&utm_term=1\">initially\u003c/a> told riders that the fleet changes were due to preventative maintenance and that the service adjustments could last until at least December 2026. SFMTA told KQED on Thursday that it regretted the word choice and that “preventative maintenance is not the way we would describe what’s going on with these vehicles.”\u003c/p>\n\u003cp>Flandrich said service was disrupted on the 39 for about a week before it was restored.\u003c/p>\n\u003cp>SFMTA said it plans to return full service to the 36 Teresita by Monday, and that temporary reroutes of the 37 Corbett will remain in place until enough vehicles are available to restore full service. The agency said the stops affected have fewer than 150 average daily riders, but acknowledged that they are in steep terrain and riders may be especially challenged by service changes.\u003c/p>\n\u003cp>True said he does not expect that the SFMTA will incur any additional costs related to the brake chamber bracket issues.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The problem affects vehicles responsible for tackling San Francisco’s hilly, narrow streets. The agency said the issue did not pose a safety risk to riders or operators.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Over half of Muni’s 32-foot buses are currently out of service after the transit agency identified a brake component safety issue in the vehicles responsible for traveling some of \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>‘s most narrow and hilly streets.\u003c/p>\n\u003cp>Maintenance crews found stress cracks on the brake chamber brackets of 17 out of 30 shorter buses, according to a memorandum from the San Francisco Municipal Transportation Agency to its board of directors on Thursday.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.sfmta.com/travel-updates/40-foot-bus-service-substitutions-updated-june-30-2026\">issue\u003c/a> was first identified on June 1 after a Muni operator heard a noise while working and reported a problem. The bus was taken out of service immediately, according to the agency, and a subsequent inspection found that the bus’s brake chamber bracket, which holds air as part of the vehicle’s pneumatic braking system, had detached from the axle. The agency said that because Muni buses have multiple redundant braking systems, the issue did not pose a safety risk.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“ When an issue like this one happens, the vehicle simply stops because of those redundant systems,” said Judson True, SFMTA chief of staff. “We are 100% confident that none of our riders or operators faced any safety issues from this incident. Safety is our top priority, and our response to this issue demonstrates that.”\u003c/p>\n\u003cp>In the short term, SFMTA said it plans to replace the brackets with new ones of an identical design, as parts become available. The agency said brake chamber brackets are not part of a normal maintenance inspection schedule, but the agency will now inspect the part once a month or every 2,000 miles.\u003c/p>\n\u003cfigure id=\"attachment_12089405\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12089405\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260630-MUNI-30-FOOT-BUSES-MD-06-KQED-1536x1025.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The 39 bus drives through the North Beach neighborhood of San Francisco on June 30, 2026. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In the long term, SFMTA said the manufacturer Meritor is making new reinforced and redesigned brake chamber brackets for its buses, and that it plans to install the component in the next few months. The fleet, made by El Dorado National California, first hit city streets in 2022, and the last was delivered last year.\u003c/p>\n\u003cp>The problem forced the agency to modify service for the 35 Eureka, 36 Teresita, 37 Corbett, 39 Coit, 56 Rutland, as longer replacement 40-foot buses couldn’t navigate some of the routes’ tight turns and narrow streets. Service has since been restored on all routes except the 36 and 37.\u003c/p>\n\u003cp>Theresa Flandrich, 70, a longtime resident of the city’s Telegraph Hill neighborhood, said she panicked when she found out her regular stop on the mountainous 39 route would no longer be serviced.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“I thought, my God, what are we going to do?” Flandrich said. “ We have so many seniors who have lived here for decades and decades and now really depend on this bus.”\u003c/p>\n\u003cp>Flandrich said she learned the news from fellow riders while waiting for the bus, and later from her neighborhood group, the Telegraph Hill \u003ca href=\"https://semaphore.thd.org/letter-urging-sfmta-to-restore-service-cuts/\">Dwellers\u003c/a>.\u003c/p>\n\u003cp>“It was very discombobulating to essentially have one day’s notice,” Flandrich said.\u003c/p>\n\u003cp>The SFMTA \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1uao947/all_30foot_buses_out_of_service_why/?share_id=eQ0RB-SW2_3Nto2BaBADn&utm_content=2&utm_medium=ios_app&utm_name=ioscss&utm_source=share&utm_term=1\">initially\u003c/a> told riders that the fleet changes were due to preventative maintenance and that the service adjustments could last until at least December 2026. SFMTA told KQED on Thursday that it regretted the word choice and that “preventative maintenance is not the way we would describe what’s going on with these vehicles.”\u003c/p>\n\u003cp>Flandrich said service was disrupted on the 39 for about a week before it was restored.\u003c/p>\n\u003cp>SFMTA said it plans to return full service to the 36 Teresita by Monday, and that temporary reroutes of the 37 Corbett will remain in place until enough vehicles are available to restore full service. The agency said the stops affected have fewer than 150 average daily riders, but acknowledged that they are in steep terrain and riders may be especially challenged by service changes.\u003c/p>\n\u003cp>True said he does not expect that the SFMTA will incur any additional costs related to the brake chamber bracket issues.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "california-to-share-driver-license-data-despite-fears-it-could-expose-unauthorized-immigrants",
"title": "California to Share Driver License Data Despite Fears It Could Expose Unauthorized Immigrants",
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"content": "\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california-dmv\">The Department of Motor Vehicles\u003c/a> is on track to share driver’s license and identification data with an outside network despite concerns from immigrant advocates that the information could expose people to deportation.\u003c/p>\n\u003cp>The California Legislature authorized that sharing in the \u003ca href=\"https://calmatters.org/politics/2026/06/california-gavin-newsom-final-budget-deal/\">state budget it passed on Monday\u003c/a>, along with a separate transportation measure that laid out some special oversight procedures to protect the data.\u003c/p>\n\u003cp>Gov. Gavin Newsom signed the budget and is expected to approve the companion measure, which his administration negotiated with lawmakers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lawmakers earlier had \u003ca href=\"https://calmatters.org/economy/technology/2026/06/dmv-data-sharing-california-budget/\">refused to approve the data sharing plan\u003c/a> until protections were \u003ca href=\"https://sbud.senate.ca.gov/system/files/2026-06/june-29-2026-hearing-agenda-senate-budget.pdf#page=44\">put in place\u003c/a> late last week.\u003c/p>\n\u003cp>The stakes are high for the more than 1 million immigrants who have driver’s licenses. The system records the last five digits of a driver’s Social Security number and uses the placeholder “99999” for people without one. Advocates fear that feeding that information into a national database could expose undocumented Californians to federal immigration enforcement and told CalMatters in April that such a plan amounts to “\u003ca href=\"https://calmatters.org/economy/technology/2026/04/california-dmv-shares-immigrant-driver-data/\">a betrayal\u003c/a>.”\u003c/p>\n\u003cp>Earlier this year, the governor’s office told CalMatters that reporting on the dispute amounted to “manufacturing fear and panic with lies.”\u003c/p>\n\u003cfigure id=\"attachment_11685396\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11685396\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/08/GettyImages-84776357-e1533663544615.jpg\" alt=\"\" width=\"1920\" height=\"1278\">\u003cfigcaption class=\"wp-caption-text\">People wait in line outside of the DMV in Los Angeles. \u003ccite>(Robyn Beck/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The new state budget includes $55 million, which the DMV will use to enable the sharing of California records with the State-to-State Verification Service and SPEX database run by the nonprofit American Association of Motor Vehicle Administrators (AAMVA).\u003c/p>\n\u003cp>State officials have argued that the data sharing is needed to comply with the federal REAL ID Act, warning that if California does not participate, the U.S. Department of Homeland Security could refuse to accept state IDs at airports.\u003c/p>\n\u003cp>They say the system can only be queried for one record at a time using information supplied by an applicant and that bulk searches are not possible.\u003c/p>\n\u003cp>The new legislation includes additional measures to protect immigrants from the database being misused for federal immigration enforcement.[aside postID=news_12086891 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/BirthrightCitizenshipAP.jpg']They include asking the attorney general to sue the nonprofit that runs the national database or participating states if they do not stick to the terms of the data sharing; requiring annual public reporting on data requests and any unusual patterns in usage; and directing the DMV to write a monitoring plan, due in draft by February 2027 and in final form by July 2027. It also directs the state auditor to assess compliance with data sharing guardrails starting in 2030.\u003c/p>\n\u003cp>“The established safeguards limit the information shared to the minimum necessary,” said H.D. Palmer, spokesperson for Newsom’s Department of Finance.\u003c/p>\n\u003cp>But some advocates say the oversight protections do not go far enough.\u003c/p>\n\u003cp>“The guardrails will not prevent federal or other state law enforcement from obtaining an order requiring (the state-to-state system) to retrieve and disclose data, including in bulk, and requiring (the system) not to disclose that fact,” said Ed Hasbrouck with the civil liberties group the Identity Project.\u003c/p>\n\u003cp>Ronald Coleman Baeza, on behalf of the Coalition for Humane Immigrant Rights, thanked state lawmakers Monday for “ensuring there are guardrails” around the data sharing program but also urged lawmakers to require an audit before 2030.\u003c/p>\n\u003cfigure id=\"attachment_12081739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The DMV has asked for $55 million to share its driver license data to a national organization. Advocates say the move could endanger unauthorized immigrants. Department of Motor Vehicles parking lot in central Fresno on Dec. 13, 2022. \u003ccite>(Larry Valenzuela for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are disappointed that Social Security numbers will continue to be shared, but we appreciate that there will be a monitoring plan, a stakeholder process in place, and also enforcement and an audit,” he said. “There’s definitely going to be more work to do to make sure that we do protect the information from Californians in the driver’s license database system.”\u003c/p>\n\u003cp>Representatives of the ACLU Cal Action and California Immigrant Policy Center similarly thanked lawmakers for adopting additional protections but expressed concern about the potential impact on the lives of undocumented immigrants of sharing sensitive data with an out-of-state entity.\u003c/p>\n\u003cp>Sen. Laura Richardson is a Democrat from Inglewood who questioned the data sharing plan earlier this year. In a Senate budget hearing Monday she voiced support for the data protections in the transportation bill. She also urged the state auditor to evaluate data sharing activity before 2030 “given our vulnerability of having that data out there.”\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/politics/2026/06/driver-license-sharing/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The new state budget that Gov. Gavin Newsom signed includes $55 million for the DMV to build a data-sharing system, a program meant to bring the state in compliance with the federal REAL ID law.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/california-dmv\">The Department of Motor Vehicles\u003c/a> is on track to share driver’s license and identification data with an outside network despite concerns from immigrant advocates that the information could expose people to deportation.\u003c/p>\n\u003cp>The California Legislature authorized that sharing in the \u003ca href=\"https://calmatters.org/politics/2026/06/california-gavin-newsom-final-budget-deal/\">state budget it passed on Monday\u003c/a>, along with a separate transportation measure that laid out some special oversight procedures to protect the data.\u003c/p>\n\u003cp>Gov. Gavin Newsom signed the budget and is expected to approve the companion measure, which his administration negotiated with lawmakers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lawmakers earlier had \u003ca href=\"https://calmatters.org/economy/technology/2026/06/dmv-data-sharing-california-budget/\">refused to approve the data sharing plan\u003c/a> until protections were \u003ca href=\"https://sbud.senate.ca.gov/system/files/2026-06/june-29-2026-hearing-agenda-senate-budget.pdf#page=44\">put in place\u003c/a> late last week.\u003c/p>\n\u003cp>The stakes are high for the more than 1 million immigrants who have driver’s licenses. The system records the last five digits of a driver’s Social Security number and uses the placeholder “99999” for people without one. Advocates fear that feeding that information into a national database could expose undocumented Californians to federal immigration enforcement and told CalMatters in April that such a plan amounts to “\u003ca href=\"https://calmatters.org/economy/technology/2026/04/california-dmv-shares-immigrant-driver-data/\">a betrayal\u003c/a>.”\u003c/p>\n\u003cp>Earlier this year, the governor’s office told CalMatters that reporting on the dispute amounted to “manufacturing fear and panic with lies.”\u003c/p>\n\u003cfigure id=\"attachment_11685396\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11685396\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2018/08/GettyImages-84776357-e1533663544615.jpg\" alt=\"\" width=\"1920\" height=\"1278\">\u003cfigcaption class=\"wp-caption-text\">People wait in line outside of the DMV in Los Angeles. \u003ccite>(Robyn Beck/AFP via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The new state budget includes $55 million, which the DMV will use to enable the sharing of California records with the State-to-State Verification Service and SPEX database run by the nonprofit American Association of Motor Vehicle Administrators (AAMVA).\u003c/p>\n\u003cp>State officials have argued that the data sharing is needed to comply with the federal REAL ID Act, warning that if California does not participate, the U.S. Department of Homeland Security could refuse to accept state IDs at airports.\u003c/p>\n\u003cp>They say the system can only be queried for one record at a time using information supplied by an applicant and that bulk searches are not possible.\u003c/p>\n\u003cp>The new legislation includes additional measures to protect immigrants from the database being misused for federal immigration enforcement.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>They include asking the attorney general to sue the nonprofit that runs the national database or participating states if they do not stick to the terms of the data sharing; requiring annual public reporting on data requests and any unusual patterns in usage; and directing the DMV to write a monitoring plan, due in draft by February 2027 and in final form by July 2027. It also directs the state auditor to assess compliance with data sharing guardrails starting in 2030.\u003c/p>\n\u003cp>“The established safeguards limit the information shared to the minimum necessary,” said H.D. Palmer, spokesperson for Newsom’s Department of Finance.\u003c/p>\n\u003cp>But some advocates say the oversight protections do not go far enough.\u003c/p>\n\u003cp>“The guardrails will not prevent federal or other state law enforcement from obtaining an order requiring (the state-to-state system) to retrieve and disclose data, including in bulk, and requiring (the system) not to disclose that fact,” said Ed Hasbrouck with the civil liberties group the Identity Project.\u003c/p>\n\u003cp>Ronald Coleman Baeza, on behalf of the Coalition for Humane Immigrant Rights, thanked state lawmakers Monday for “ensuring there are guardrails” around the data sharing program but also urged lawmakers to require an audit before 2030.\u003c/p>\n\u003cfigure id=\"attachment_12081739\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12081739\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/04/DMVCM1-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The DMV has asked for $55 million to share its driver license data to a national organization. Advocates say the move could endanger unauthorized immigrants. Department of Motor Vehicles parking lot in central Fresno on Dec. 13, 2022. \u003ccite>(Larry Valenzuela for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“We are disappointed that Social Security numbers will continue to be shared, but we appreciate that there will be a monitoring plan, a stakeholder process in place, and also enforcement and an audit,” he said. “There’s definitely going to be more work to do to make sure that we do protect the information from Californians in the driver’s license database system.”\u003c/p>\n\u003cp>Representatives of the ACLU Cal Action and California Immigrant Policy Center similarly thanked lawmakers for adopting additional protections but expressed concern about the potential impact on the lives of undocumented immigrants of sharing sensitive data with an out-of-state entity.\u003c/p>\n\u003cp>Sen. Laura Richardson is a Democrat from Inglewood who questioned the data sharing plan earlier this year. In a Senate budget hearing Monday she voiced support for the data protections in the transportation bill. She also urged the state auditor to evaluate data sharing activity before 2030 “given our vulnerability of having that data out there.”\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/politics/2026/06/driver-license-sharing/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "giants-pride-controversy-data-center-in-pittsburg-and-youth-backed-improvements-to-sf-bus-route",
"title": "Giants’ Pride Controversy, Data Center in Pittsburg, and Youth-Backed Improvements to SF Bus Route",
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"headTitle": "Giants’ Pride Controversy, Data Center in Pittsburg, and Youth-Backed Improvements to SF Bus Route | KQED",
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"content": "\u003cp>In this June 2026 edition of the monthly news roundup, we discuss the Giants’ pride month controversy, the debate over a new data center coming to Pittsburg, and how high school students pushed for improvements to their local bus line in San Francisco.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC9556918216&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.ktvu.com/news/pittsburg-controversy-over-data-center-old-delta-view-golf-course\">Pittsburg controversy over data center on old Delta View Golf Course\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/pittsburg-california-steel-mill-21307691.php\">This Bay Area suburb lost its main industry. Can it rebuild?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12084077/in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus\">In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfgate.com/giants/article/sf-giants-fans-pride-response-22318144.php\">Fans chew out SF Giants for team’s ‘weak’ response to Pride Night saga\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan class=\"\" title=\"\">\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/span>\u003c/p>\n\u003ch3>Episode transcript\u003c/h3>\n\u003cp>\u003cem>This transcript is computer-generated. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:51] I’m Ericka Cruz Guevara and welcome to The Bay, local news to keep you rooted, and welcome to our June news roundup where we talk about some of the other stories on our radars this month. In the studio with me is Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:07] Hello, good morning.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:08] And our very special guest this week is KQED producer Francesca Fenzi. Hey Francesca.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:01:14] Hey, thank you for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:15] Yeah, it’s so nice to have you here with us filling in on the show before our July break.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:22] Yes, as long-time listeners of the show know, we do not make new episodes in the month of July. There’s a few reasons why we do this. The main one is that it’s a lot of work to make three episodes a week with only three people. And so this is really the only time of year where we have the ability to do any kind of long-term planning, any strategizing about the future of the show. It’s also frankly the only times, Ericka, when both you and I can take vacation at the same time. So in July we’ll be taking a bit of a break, doing some planning, and we’ll also be introducing a new producer for the show, which we will have later on in July.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:59] Right, right. So lots to come for you all listeners when we get back in August, but make sure you stay subscribed to The Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:08] Maybe catch up on old episodes you didn’t finish.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:11] Totally, or take a listen to some Bay Curious while you’re missing us. We’re also wrapping up the end of Pride Month here, and I guess to dive into our stories for this month, Francesca, not a great way to transition into your, I guess, kind of Pride month story, but tell us about the story you brought for us today.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:02:38] Yes, yes. Well, as you may already know a little bit, there has been a bit of a pride controversy around the Giants, the San Francisco baseball team. So at a Pride Month event on June 12, this was a game themed around pride that the Giants play every year, or at least they’ve played this every year since about 2021. So it’s been going for a while. And three pitchers for the Giants walked onto the field with inscribed Bible verses on their hats. And that kicked off a controversy that we’re still feeling the ripple effects of for the rest of the month\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:12] Right. So these were, um, for pride night, they were wearing these caps, right? That had the normal SF logo, but that was rainbow colored, right. And so the pictures had written references to Bible verses kind of over or on the hats. Is that right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:03:25] Yeah, exactly. So the typical uniform that players wear for this pride event, it’s the same San Francisco Giants jersey with rainbow insignia on the on the jerseys on the hats. And these three pictures, particularly the starting pitcher Landen Roupp, when he came onto the field, his hat had a reference to a passage from the book of Genesis, which had been scrolled over the rainbow logo. This is a passage that characterizes the rainbow as a sort of covenant between God and the faithful in Christianity. Obviously, rainbow is super prominent symbol for the queer community as well. So this Bible verse has been used by Christian groups in the past that oppose same-sex marriage and homosexuality in general to sort of, you know, kind of counter the narrative that rainbows are symbolic for the, the queer Community. And it’s kind of a controversial move.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:16] Yeah, and I’ve seen quite a bit of the backlash online. I mean, a lot of Giants fans feeling really disappointed in the team.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:04:28] Yes, the fan response has been pretty negative, particularly from the queer community. Obviously, San Francisco is a city that has long been a mecca for queer people, super gay city. And historically, the baseball team has been really aligned with that. The Giants were the first professional sports team to host a game raising awareness for and money for the AIDS epidemic. That was in 1994. And then, of course, in 2021, they began. This Pride event and we’re actually the first team to incorporate Rainbow Colors and do a Pride-themed game annually. Many other Major League Baseball teams have adopted that practice now. So the Giants have a pretty pro-LGBTQ community history and I think fans were very upset by that.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:14] So three players who wrote these verses over the Pride themed hats, I’m sure they’ve seen a lot of the backlash that’s happened. Have they responded to this publicly at all?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:26] Well, so the players themselves have largely let the Bible verses speak for themselves. There was a post-game interview with that starting pitcher who I mentioned, Landon Roop. He more or less described this as something that represents his relationship to Christianity, the covenant between him and God, and tried to kind of downplay it as something that was a broader cultural statement and more about a personal belief.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:53] What about the franchise more broadly and also the MLB, how are they responding to this?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:58] Yeah, so the major league baseball officials did reprimand these pitchers, but not for the contents of their message. So MLB has a policy against slogans and writing on team uniforms generally, and they made a really big point of citing this as a rules violation of that standing no slogans policy. In fact, they even compared it to writing things like Happy Birthday Mom, which was another real example that a player’s been disciplined for in the past. So I think that landed a little lackluster for fans who were hoping to see the league take more of a stance on the content and the messaging. And then the team’s president, Buster Posey, this is his second year managing the team and he sort of dodged the controversy altogether.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:06:43] Buster, you were a member of this organization for a long time, and every year there’s been a night to honor the gay community. Did you object to those nights when you were player?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:06:57] I mentioned that I’m not going to revisit it, so if you want to ask baseball questions, I’ll answer baseball questions.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:07:02] Were you planning to reach out to the gay community about any of this or no?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:07:06] Again, if you wanna go baseball questions I made my statement.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:09] Really awkward press conference where he actively avoided answering many questions about this. In addition to some of the questions about how the team was playing and some other uncomfortable things he didn’t want to have to talk about.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:23] I feel like whenever anything remotely controversial happens in San Francisco, many people across the country take notice and have opinions about it, particularly conservative media and conservative political figures. I know there’s been some stuff around that, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:37] Yes, yes, certainly this became a national news story. The New York Times has been reporting about it. Fox News has been recording about it, and part of the reason why this has blown up so much is that it fits into this broader context of the Trump administration’s increasingly aggressive rhetoric, which has been demonizing queer and trans people. That, of course, has frustrated and frightened many people in the community, particularly in this month of pride, which is usually and a time to celebrate. And then it’s also fitting into this larger conversation that’s playing out in sports. This is, of course, not the first time that athletes or even Bay Area athletes have used their platform or visibility to advocate for personal beliefs. The most prominent example of that probably being 49ers football player Colin Kaepernick. He, of of course we all remember, took a knee to protest police brutality and racial injustice in 2016 as part of the Black Lives Matter movement. This current controversy with the Giants has become a flash point for some of those conversations about what the role of players’ beliefs should be in sport. And of course, the conservative media outlets have kind of latched onto this as being a one-for-one comparison. Fans have pushed back on this and have been describing the Bible verses as bigotry and something that is excluding a body of the fandom, a group of people, and not necessarily akin to the Black Lives Matter. Protests.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:06] And if I’m understanding correctly as well, Francesca, the Giants aren’t doing very well in terms of their games either, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:16] That has been I think the roughest part is that they are the Giants are not doing well this season. They are fourth in the division. They’ve lost a lot of games and I think even more specifically, they have lost a lotta games even when they’ve scored a lot of runs. So the fans have really pushed the blame on that to the bullpen and onto the pitchers for losing these advantages.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:42] Well, Francesca, thank you so much for bringing that story. Appreciate it.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:45] Yeah, my pleasure.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:47] Well, we’re gonna take a quick break, but when we come back, we’re going to talk about some of the other stories on our radars this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:45] And welcome back to the Bay’s June News Roundup, where we talk about some of the other stories on our radars this month. And now we’re gonna talk about a story that I am bringing from Pittsburg in Contra Costa County, where the city is planning to build a 300,000 square foot data center on a former golf course. And residents are not happy about it. Earlier this month, more than 300 Pittsburg residents packed this city hall meeting to express their concerns over this new data center. For context, Pittsburg is this working class suburb. It’s got real blue collar roots and it lost its main industry, the steel plant a couple years ago. And so it’s really sort of struggled with its economic identity and its economic future. And so meanwhile, the city says that this kind of is the answer to its economic problems, but of course others say this doesn’t really reflect the long-term vision that residents have for their city.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:55] So, uh, this data center you mentioned on a former golf course, 300,000 square feet, um, who is behind it and what is it supposed to be used for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:06] The company behind this data center is called AVAIO. They say that they develop this sort of energy smart hyper scale data centers that are used for AI.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:12:18] So the argument for this data center in Pittsburg is related to jobs and economic opportunity. You mentioned though that there’s some vocal pushback against it. What are those folks saying?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:30] There’s a lot of concern from folks, the kind of things that you hear often when it comes to pushback on these data centers, concern about the resources it’ll take, the power, the water that it’ll take to cool down these data centers. But another really big part of this in Pittsburg in particular is this big question that residents have of like, can this valuable land be used for? Something else. Something that actually benefits the community on a daily basis. Maybe it’s a park or mixed-use retail dining, for example, or more community gathering spaces. Something that folks can really use on the day-to-day in their daily lives to improve life in Pittsburg. Another big part of this, too, is this question of transparency.\u003c/p>\n\u003cp>\u003cstrong>Pittsburg resident \u003c/strong>[00:13:28] How about you listen to the community when you represent. You represent that. If you want some money, I got some change in my pocket.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:33] The interesting thing is that this data center was approved unanimously a couple of years ago, actually, in November of 2024. It seems like the public backlash is only sort of happening now, and that is in part because of these transparency concerns. I think a lot of folks spoke at this city council meeting earlier this month, really feeling not included in the process of deciding to build this data center, not feeling like they had enough opportunity to express their concerns about it. There’s a petition going around that’s been signed by more than 20,000 people now, and it states that this is not an opposition to technology or progress, but it’s a call for, quote, thoughtful planning and responsible land use that reflects the priorities of the community.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:24] Regarding the timeline, I also wonder if part of this is because there’s more of an AI backlash sentiment in the air in 2026 than there was in 2024, in that not just in the Bay, but nationwide opposition to data centers is perhaps one of the few tangible things that AI skeptics feel they can do to oppose this seemingly kind of so-called, framed as inevitable growth of AI. Not being a Pittsburgh resident. I don’t know if that’s the case, but I wonder if part of that, if you’re the city, you’re like, well, we had this two years ago, like, what’s your problem with it now, I think the conversation day to day around AI data centers is pretty different than it was two years.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:08] No, totally. I mean, I feel like I know so much more about the water usage of these data centers than I did two years ago.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:15:15] Same. Has the company behind this data center in Pittsburgh said where they’re planning to pull energy and resources from?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:25] City officials have said that the power will not come from the PG&E power grid that supplies local residents, but instead something called the Pittsburgh Power Company. And so they’re really trying to say, like, this won’t cause any increase in local rates, for example, in people’s PG&Es bills. And then they’re saying that the water that will be used to cool the center will be primarily recycled water from the Delta Diablo treatment plant, according to the city of Pittsburgh.\u003c/p>\n\u003cp>\u003cstrong>Allison Spells \u003c/strong>[00:15:57] There are two concerns you hear about data centers all across the country, electricity and water. In Pittsburgh, the approved project handles both in ways that are specific to this community, and this is where it really stands apart.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:11] John Funberg, the Assistant Director of Community and Economic Development, and Allison Spells, who’s a Senior Planner for the city, really emphasized in this video that, you know, the project is operating under very strict environmental rules that they did, their due diligence to do an environmental impact report on the potential, you now, consequences of having a data center in the community. And they say that they have plans for how to mitigate the environmental impact of this project.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:16:46] And if I understand it correctly, this is not the only data center in the Bay Area that is meeting with some local pushback, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:55] Yeah, that’s correct. Not too far away in Oakley, actually, the city recently unanimously voted to ban data centers. And then in December, Amazon began construction on a super controversial data center in Gilroy. So this is, I feel like another example of just these communities that exist on like the fringes of Silicon Valley. That are sort of struggling economically and then having to choose between a future where data centers are the future or it’s something else. And that is it for my very complicated news roundup story. Alan, we’re gonna turn to you for the last one here. What story did you bring for us today?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:48] So I have a fun, inspiring, lighter story about transit activism in San Francisco. This is a story by KQED’s Elise Manoukian about how students have been successfully pushing for improvements to their local bus line, specifically the 29. Shout out to the sunset, that’s where I live.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:18:07] And so Alan, for those of us who don’t live in San Francisco, tell me more about the 29 and who it serves.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:13] This bus line goes through about 35 different schools across the city. 12% of riders on the 29 are students. That’s more than the city’s average. It goes from Baker Beach on one end, south through the Richmond, Golden Gate Park, the Sunset. It goes through San Francisco State and actually cuts east through Ingleside, Excelsior, Bayview. It’s actually the longest daytime bus route. And what students say, and honestly, many riders, including myself, would observe, is that. There’ve been lots of problems with crowding, delays, reliability. I mean, this is a very used bus line, actually. It’s about at 90% of pre-pandemic ridership because it, it serves lots of neighborhoods and not downtown. But if you can imagine a public bus line that has lots of students, you know, at around eight o’clock and 3.30, there’s just a huge influx of people getting on the bus. So you wind up with busses that get bunched together. Maybe you think you’re going to get on a bus, but it’s too full and you got to wait for the next one. Maybe you’re a student waiting for your bus in the morning and then you’re late for class because the bus you thought was gonna be available is not available. Some of that advocacy that came from students, particularly a group called the Lowell Transit Club at Lowell High School, had been pushing for changes since, honestly, before COVID, since around 2019.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:30] I definitely remember being a student at San Francisco State, standing at the bus stop and then seeing a packed 29, filled like sardine, people just like squished in there and just always being like, God, I’m not going to get on that. The worst, truly.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:19:48] The worst feeling. And so what were some of the changes that these students proposed?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:54] Right, so some of these students at the Lowell Transit Club had been going to public meetings and organizing feedback campaigns, talking directly to SFMTA officials. So a lot of these are sort of quality of life improvements, consolidating bus stops to help increase the speed, infrastructure improvements, making wider sidewalks so it’s easier to board. Sometimes consolidating stops can get a bit contentious because you get into this problem of access, like maybe you live near a bus stop and it’s no longer available. But then the trade-off is that You know, fewer stops equals going faster. Some of these proposed changes had even been, um, going on before COVID. So yeah, a series of changes designed to create faster service, more convenient service, and avoid this sort of overcrowding problem where, or this issue when you think you’re going to get on a bus and it’s packed to the brim and you just got to wait for the next one.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:43] I mean, I think it’s interesting that some of these students have been working on this since like before the pandemic. I imagine some of them have probably graduated by this point, but I don’t know. It seems like an inspiring story about like, what you can do to like improve their community’s transit system.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:21:05] Yeah, I mean, I think it’s inspiring. This student advocacy has been going on, like you said, in various ways since 2019. So at this point in high school time, that’s like multiple generations of students who have been talking directly to SFMTA. I think its great whenever local officials are willing to talk directly to the people who use the thing that they’re in charge of and see what they can do with limited resources. And yeah, in many cases, some of these students can’t even vote yet. But they are constituents nonetheless, because they use a thing funded by tax dollars. And it’s not over yet either. There are some students who say they want a rapid line on the 29, kind of like the 38 that goes down Geary. Can we get a rapid-line that has fewer stops but faster service? SFMTA said they like the idea, but they want to stabilize funding before they consider it. But some of these students are also part of that organizing effort for the sales tax measures on the ballot this November. Even though they can’t vote in it. So, so yeah, I mean, organizing, talking to your official, it doesn’t always yield what you want, but it can happen. You can improve things where you live little by little.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>In this June 2026 edition of the monthly news roundup, we discuss the Giants’ pride month controversy, the debate over a new data center coming to Pittsburg, and how high school students pushed for improvements to their local bus line in San Francisco.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" frameborder=\"0\" height=\"200\" scrolling=\"no\" src=\"https://playlist.megaphone.fm?e=KQINC9556918216&light=true\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003cb>Links:\u003c/b>\u003c/p>\n\u003cul>\n\u003cli>\u003ca href=\"https://www.ktvu.com/news/pittsburg-controversy-over-data-center-old-delta-view-golf-course\">Pittsburg controversy over data center on old Delta View Golf Course\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfchronicle.com/bayarea/article/pittsburg-california-steel-mill-21307691.php\">This Bay Area suburb lost its main industry. Can it rebuild?\u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.kqed.org/news/12084077/in-san-francisco-students-become-transit-advocates-to-fix-the-citys-school-bus\">In San Francisco, Students Become Transit Advocates to Fix ‘the City’s School Bus’ \u003c/a>\u003c/li>\n\u003cli>\u003ca href=\"https://www.sfgate.com/giants/article/sf-giants-fans-pride-response-22318144.php\">Fans chew out SF Giants for team’s ‘weak’ response to Pride Night saga\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003cspan class=\"\" title=\"\">\u003ci>Some members of the KQED podcast team are represented by The Screen Actors Guild, American Federation of Television and Radio Artists, San Francisco-Northern California Local.\u003c/i>\u003c/span>\u003c/p>\n\u003ch3>Episode transcript\u003c/h3>\n\u003cp>\u003cem>This transcript is computer-generated. While our team has reviewed it, there may be errors.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:00:51] I’m Ericka Cruz Guevara and welcome to The Bay, local news to keep you rooted, and welcome to our June news roundup where we talk about some of the other stories on our radars this month. In the studio with me is Senior Editor Alan Montecillo. Hey, Alan.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:07] Hello, good morning.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:08] And our very special guest this week is KQED producer Francesca Fenzi. Hey Francesca.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:01:14] Hey, thank you for having me.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:15] Yeah, it’s so nice to have you here with us filling in on the show before our July break.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:01:22] Yes, as long-time listeners of the show know, we do not make new episodes in the month of July. There’s a few reasons why we do this. The main one is that it’s a lot of work to make three episodes a week with only three people. And so this is really the only time of year where we have the ability to do any kind of long-term planning, any strategizing about the future of the show. It’s also frankly the only times, Ericka, when both you and I can take vacation at the same time. So in July we’ll be taking a bit of a break, doing some planning, and we’ll also be introducing a new producer for the show, which we will have later on in July.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:01:59] Right, right. So lots to come for you all listeners when we get back in August, but make sure you stay subscribed to The Bay.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:02:08] Maybe catch up on old episodes you didn’t finish.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:02:11] Totally, or take a listen to some Bay Curious while you’re missing us. We’re also wrapping up the end of Pride Month here, and I guess to dive into our stories for this month, Francesca, not a great way to transition into your, I guess, kind of Pride month story, but tell us about the story you brought for us today.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:02:38] Yes, yes. Well, as you may already know a little bit, there has been a bit of a pride controversy around the Giants, the San Francisco baseball team. So at a Pride Month event on June 12, this was a game themed around pride that the Giants play every year, or at least they’ve played this every year since about 2021. So it’s been going for a while. And three pitchers for the Giants walked onto the field with inscribed Bible verses on their hats. And that kicked off a controversy that we’re still feeling the ripple effects of for the rest of the month\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:03:12] Right. So these were, um, for pride night, they were wearing these caps, right? That had the normal SF logo, but that was rainbow colored, right. And so the pictures had written references to Bible verses kind of over or on the hats. Is that right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:03:25] Yeah, exactly. So the typical uniform that players wear for this pride event, it’s the same San Francisco Giants jersey with rainbow insignia on the on the jerseys on the hats. And these three pictures, particularly the starting pitcher Landen Roupp, when he came onto the field, his hat had a reference to a passage from the book of Genesis, which had been scrolled over the rainbow logo. This is a passage that characterizes the rainbow as a sort of covenant between God and the faithful in Christianity. Obviously, rainbow is super prominent symbol for the queer community as well. So this Bible verse has been used by Christian groups in the past that oppose same-sex marriage and homosexuality in general to sort of, you know, kind of counter the narrative that rainbows are symbolic for the, the queer Community. And it’s kind of a controversial move.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:04:16] Yeah, and I’ve seen quite a bit of the backlash online. I mean, a lot of Giants fans feeling really disappointed in the team.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:04:28] Yes, the fan response has been pretty negative, particularly from the queer community. Obviously, San Francisco is a city that has long been a mecca for queer people, super gay city. And historically, the baseball team has been really aligned with that. The Giants were the first professional sports team to host a game raising awareness for and money for the AIDS epidemic. That was in 1994. And then, of course, in 2021, they began. This Pride event and we’re actually the first team to incorporate Rainbow Colors and do a Pride-themed game annually. Many other Major League Baseball teams have adopted that practice now. So the Giants have a pretty pro-LGBTQ community history and I think fans were very upset by that.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:05:14] So three players who wrote these verses over the Pride themed hats, I’m sure they’ve seen a lot of the backlash that’s happened. Have they responded to this publicly at all?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:26] Well, so the players themselves have largely let the Bible verses speak for themselves. There was a post-game interview with that starting pitcher who I mentioned, Landon Roop. He more or less described this as something that represents his relationship to Christianity, the covenant between him and God, and tried to kind of downplay it as something that was a broader cultural statement and more about a personal belief.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:05:53] What about the franchise more broadly and also the MLB, how are they responding to this?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:05:58] Yeah, so the major league baseball officials did reprimand these pitchers, but not for the contents of their message. So MLB has a policy against slogans and writing on team uniforms generally, and they made a really big point of citing this as a rules violation of that standing no slogans policy. In fact, they even compared it to writing things like Happy Birthday Mom, which was another real example that a player’s been disciplined for in the past. So I think that landed a little lackluster for fans who were hoping to see the league take more of a stance on the content and the messaging. And then the team’s president, Buster Posey, this is his second year managing the team and he sort of dodged the controversy altogether.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:06:43] Buster, you were a member of this organization for a long time, and every year there’s been a night to honor the gay community. Did you object to those nights when you were player?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:06:57] I mentioned that I’m not going to revisit it, so if you want to ask baseball questions, I’ll answer baseball questions.\u003c/p>\n\u003cp>\u003cstrong>Reporter \u003c/strong>[00:07:02] Were you planning to reach out to the gay community about any of this or no?\u003c/p>\n\u003cp>\u003cstrong>Buster Posey \u003c/strong>[00:07:06] Again, if you wanna go baseball questions I made my statement.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:09] Really awkward press conference where he actively avoided answering many questions about this. In addition to some of the questions about how the team was playing and some other uncomfortable things he didn’t want to have to talk about.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:07:23] I feel like whenever anything remotely controversial happens in San Francisco, many people across the country take notice and have opinions about it, particularly conservative media and conservative political figures. I know there’s been some stuff around that, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:07:37] Yes, yes, certainly this became a national news story. The New York Times has been reporting about it. Fox News has been recording about it, and part of the reason why this has blown up so much is that it fits into this broader context of the Trump administration’s increasingly aggressive rhetoric, which has been demonizing queer and trans people. That, of course, has frustrated and frightened many people in the community, particularly in this month of pride, which is usually and a time to celebrate. And then it’s also fitting into this larger conversation that’s playing out in sports. This is, of course, not the first time that athletes or even Bay Area athletes have used their platform or visibility to advocate for personal beliefs. The most prominent example of that probably being 49ers football player Colin Kaepernick. He, of of course we all remember, took a knee to protest police brutality and racial injustice in 2016 as part of the Black Lives Matter movement. This current controversy with the Giants has become a flash point for some of those conversations about what the role of players’ beliefs should be in sport. And of course, the conservative media outlets have kind of latched onto this as being a one-for-one comparison. Fans have pushed back on this and have been describing the Bible verses as bigotry and something that is excluding a body of the fandom, a group of people, and not necessarily akin to the Black Lives Matter. Protests.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:06] And if I’m understanding correctly as well, Francesca, the Giants aren’t doing very well in terms of their games either, right?\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:16] That has been I think the roughest part is that they are the Giants are not doing well this season. They are fourth in the division. They’ve lost a lot of games and I think even more specifically, they have lost a lotta games even when they’ve scored a lot of runs. So the fans have really pushed the blame on that to the bullpen and onto the pitchers for losing these advantages.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:42] Well, Francesca, thank you so much for bringing that story. Appreciate it.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:09:45] Yeah, my pleasure.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:09:47] Well, we’re gonna take a quick break, but when we come back, we’re going to talk about some of the other stories on our radars this month. Stay with us.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:10:45] And welcome back to the Bay’s June News Roundup, where we talk about some of the other stories on our radars this month. And now we’re gonna talk about a story that I am bringing from Pittsburg in Contra Costa County, where the city is planning to build a 300,000 square foot data center on a former golf course. And residents are not happy about it. Earlier this month, more than 300 Pittsburg residents packed this city hall meeting to express their concerns over this new data center. For context, Pittsburg is this working class suburb. It’s got real blue collar roots and it lost its main industry, the steel plant a couple years ago. And so it’s really sort of struggled with its economic identity and its economic future. And so meanwhile, the city says that this kind of is the answer to its economic problems, but of course others say this doesn’t really reflect the long-term vision that residents have for their city.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:11:55] So, uh, this data center you mentioned on a former golf course, 300,000 square feet, um, who is behind it and what is it supposed to be used for?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:06] The company behind this data center is called AVAIO. They say that they develop this sort of energy smart hyper scale data centers that are used for AI.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:12:18] So the argument for this data center in Pittsburg is related to jobs and economic opportunity. You mentioned though that there’s some vocal pushback against it. What are those folks saying?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:12:30] There’s a lot of concern from folks, the kind of things that you hear often when it comes to pushback on these data centers, concern about the resources it’ll take, the power, the water that it’ll take to cool down these data centers. But another really big part of this in Pittsburg in particular is this big question that residents have of like, can this valuable land be used for? Something else. Something that actually benefits the community on a daily basis. Maybe it’s a park or mixed-use retail dining, for example, or more community gathering spaces. Something that folks can really use on the day-to-day in their daily lives to improve life in Pittsburg. Another big part of this, too, is this question of transparency.\u003c/p>\n\u003cp>\u003cstrong>Pittsburg resident \u003c/strong>[00:13:28] How about you listen to the community when you represent. You represent that. If you want some money, I got some change in my pocket.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:13:33] The interesting thing is that this data center was approved unanimously a couple of years ago, actually, in November of 2024. It seems like the public backlash is only sort of happening now, and that is in part because of these transparency concerns. I think a lot of folks spoke at this city council meeting earlier this month, really feeling not included in the process of deciding to build this data center, not feeling like they had enough opportunity to express their concerns about it. There’s a petition going around that’s been signed by more than 20,000 people now, and it states that this is not an opposition to technology or progress, but it’s a call for, quote, thoughtful planning and responsible land use that reflects the priorities of the community.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:14:24] Regarding the timeline, I also wonder if part of this is because there’s more of an AI backlash sentiment in the air in 2026 than there was in 2024, in that not just in the Bay, but nationwide opposition to data centers is perhaps one of the few tangible things that AI skeptics feel they can do to oppose this seemingly kind of so-called, framed as inevitable growth of AI. Not being a Pittsburgh resident. I don’t know if that’s the case, but I wonder if part of that, if you’re the city, you’re like, well, we had this two years ago, like, what’s your problem with it now, I think the conversation day to day around AI data centers is pretty different than it was two years.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:08] No, totally. I mean, I feel like I know so much more about the water usage of these data centers than I did two years ago.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:15:15] Same. Has the company behind this data center in Pittsburgh said where they’re planning to pull energy and resources from?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:15:25] City officials have said that the power will not come from the PG&E power grid that supplies local residents, but instead something called the Pittsburgh Power Company. And so they’re really trying to say, like, this won’t cause any increase in local rates, for example, in people’s PG&Es bills. And then they’re saying that the water that will be used to cool the center will be primarily recycled water from the Delta Diablo treatment plant, according to the city of Pittsburgh.\u003c/p>\n\u003cp>\u003cstrong>Allison Spells \u003c/strong>[00:15:57] There are two concerns you hear about data centers all across the country, electricity and water. In Pittsburgh, the approved project handles both in ways that are specific to this community, and this is where it really stands apart.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:11] John Funberg, the Assistant Director of Community and Economic Development, and Allison Spells, who’s a Senior Planner for the city, really emphasized in this video that, you know, the project is operating under very strict environmental rules that they did, their due diligence to do an environmental impact report on the potential, you now, consequences of having a data center in the community. And they say that they have plans for how to mitigate the environmental impact of this project.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:16:46] And if I understand it correctly, this is not the only data center in the Bay Area that is meeting with some local pushback, right?\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:16:55] Yeah, that’s correct. Not too far away in Oakley, actually, the city recently unanimously voted to ban data centers. And then in December, Amazon began construction on a super controversial data center in Gilroy. So this is, I feel like another example of just these communities that exist on like the fringes of Silicon Valley. That are sort of struggling economically and then having to choose between a future where data centers are the future or it’s something else. And that is it for my very complicated news roundup story. Alan, we’re gonna turn to you for the last one here. What story did you bring for us today?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:17:48] So I have a fun, inspiring, lighter story about transit activism in San Francisco. This is a story by KQED’s Elise Manoukian about how students have been successfully pushing for improvements to their local bus line, specifically the 29. Shout out to the sunset, that’s where I live.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:18:07] And so Alan, for those of us who don’t live in San Francisco, tell me more about the 29 and who it serves.\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:18:13] This bus line goes through about 35 different schools across the city. 12% of riders on the 29 are students. That’s more than the city’s average. It goes from Baker Beach on one end, south through the Richmond, Golden Gate Park, the Sunset. It goes through San Francisco State and actually cuts east through Ingleside, Excelsior, Bayview. It’s actually the longest daytime bus route. And what students say, and honestly, many riders, including myself, would observe, is that. There’ve been lots of problems with crowding, delays, reliability. I mean, this is a very used bus line, actually. It’s about at 90% of pre-pandemic ridership because it, it serves lots of neighborhoods and not downtown. But if you can imagine a public bus line that has lots of students, you know, at around eight o’clock and 3.30, there’s just a huge influx of people getting on the bus. So you wind up with busses that get bunched together. Maybe you think you’re going to get on a bus, but it’s too full and you got to wait for the next one. Maybe you’re a student waiting for your bus in the morning and then you’re late for class because the bus you thought was gonna be available is not available. Some of that advocacy that came from students, particularly a group called the Lowell Transit Club at Lowell High School, had been pushing for changes since, honestly, before COVID, since around 2019.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:19:30] I definitely remember being a student at San Francisco State, standing at the bus stop and then seeing a packed 29, filled like sardine, people just like squished in there and just always being like, God, I’m not going to get on that. The worst, truly.\u003c/p>\n\u003cp>\u003cstrong>Francesca Fenzi \u003c/strong>[00:19:48] The worst feeling. And so what were some of the changes that these students proposed?\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:19:54] Right, so some of these students at the Lowell Transit Club had been going to public meetings and organizing feedback campaigns, talking directly to SFMTA officials. So a lot of these are sort of quality of life improvements, consolidating bus stops to help increase the speed, infrastructure improvements, making wider sidewalks so it’s easier to board. Sometimes consolidating stops can get a bit contentious because you get into this problem of access, like maybe you live near a bus stop and it’s no longer available. But then the trade-off is that You know, fewer stops equals going faster. Some of these proposed changes had even been, um, going on before COVID. So yeah, a series of changes designed to create faster service, more convenient service, and avoid this sort of overcrowding problem where, or this issue when you think you’re going to get on a bus and it’s packed to the brim and you just got to wait for the next one.\u003c/p>\n\u003cp>\u003cstrong>Ericka Cruz Guevarra \u003c/strong>[00:20:43] I mean, I think it’s interesting that some of these students have been working on this since like before the pandemic. I imagine some of them have probably graduated by this point, but I don’t know. It seems like an inspiring story about like, what you can do to like improve their community’s transit system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Alan Montecillo \u003c/strong>[00:21:05] Yeah, I mean, I think it’s inspiring. This student advocacy has been going on, like you said, in various ways since 2019. So at this point in high school time, that’s like multiple generations of students who have been talking directly to SFMTA. I think its great whenever local officials are willing to talk directly to the people who use the thing that they’re in charge of and see what they can do with limited resources. And yeah, in many cases, some of these students can’t even vote yet. But they are constituents nonetheless, because they use a thing funded by tax dollars. And it’s not over yet either. There are some students who say they want a rapid line on the 29, kind of like the 38 that goes down Geary. Can we get a rapid-line that has fewer stops but faster service? SFMTA said they like the idea, but they want to stabilize funding before they consider it. But some of these students are also part of that organizing effort for the sales tax measures on the ballot this November. Even though they can’t vote in it. So, so yeah, I mean, organizing, talking to your official, it doesn’t always yield what you want, but it can happen. You can improve things where you live little by little.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> has postponed its plan to double parking meter rates and extend paid hours in the heart of downtown, after small business owners and service workers said the city never consulted them.\u003c/p>\n\u003cp>The council voted unanimously on Tuesday to defer the proposal until August, giving the city time to do community outreach that several officials acknowledged should have happened months ago.\u003c/p>\n\u003cp>The plan would raise the hourly meter rate from $2 to $4 for roughly 900 parking spaces located within two blocks of a city parking garage, and extend paid parking hours in the urban core from 6 p.m. to 9 p.m. at about 1,600 parking spaces. According to a city memo, the changes were expected to generate roughly $1.2 million in annual revenue, plus an estimated $70,000 in additional citation revenue.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The increase had already been built into the 2026-2027 budget adopted earlier this year, which is part of why it arrived for what was supposed to be routine approval on the consent calendar, rather than as a standalone item with dedicated public input.\u003c/p>\n\u003cp>“I had a number of small businesses, ground-floor retail businesses, reach out and express their concern over the lack of public engagement on this item,” said Councilmember George Casey, who made the motion to defer. “Somewhere along the line, the ball got dropped.”\u003c/p>\n\u003cp>The plan to capitalize on increased nightlife downtown, most recently due to a surge of traffic from the \u003ca href=\"https://www.kqed.org/news/12088198/what-it-was-like-inside-levis-for-the-algeria-vs-jordan-world-cup-match\">FIFA World Cup\u003c/a>, ran afoul of downtown restaurant and bar owners, workers and residents, who said during the meeting the increase would hit the service industry hardest and at exactly the wrong hours.\u003c/p>\n\u003cfigure id=\"attachment_12088567\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088567\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A parking compliance vehicle in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>George Lahlouh, an owner of M.O. Hospitality, which operates five bars and restaurants downtown and employs 200 people, told the council the timing of the extended hours was the main issue.\u003c/p>\n\u003cp>“Extending paid meter hours until 9 p.m. and raising key downtown meters to $4 an hour affects the exact hours when restaurants, bars, cafes, venues and events are working to bring people back to downtown,” Lahlouh said. He noted that 90 minutes of free garage parking “does not always cover dinner, drinks, shows, or a full downtown experience. For employees, it does not cover a normal shift by far.”\u003c/p>\n\u003cp>In response to questions from KQED, the city’s Department of Transportation defended the increase as long overdue. Spokesperson Colin Heyne said meter rates had not been raised since 2014, and that the operating hours for most meters had gone unchanged for more than two decades.\u003c/p>\n\u003cp>He said San José’s $2 rate sits below peer cities — Oakland charges up to $4 an hour, Sacramento up to $6, and San Francisco up to $13 — and that even after the increase, San José would remain tied for the lowest meter rates in the region while continuing to offer free parking on Sundays.[aside postID=news_12088143 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-09-KQED.jpg']Low rates and free on-street parking after 6 p.m. appear to allow some cars to park for long stretches, limiting availability for other customers, Heyne said. San José operates \u003ca href=\"https://parksj.org/\">seven\u003c/a> public garages with more than 6,000 spaces, including roughly 3,600 downtown spaces that offer 90 minutes of free parking, with monthly passes starting at $100. The city also offers a discounted \u003ca href=\"https://parksj.org/info-for-businesses/\">permit\u003c/a> for downtown employees earning less than 30% above minimum wage, though there is no special meter rate for workers, students or commuters.\u003c/p>\n\u003cp>Jason Greer, a longtime restaurant manager who said he spoke on behalf of his back-of-house staff, said the rate hike would eat into already-thin wages.\u003c/p>\n\u003cp>“Most of the employees are not making over $20 an hour,” Greer said. “Taking $4 is taking a huge portion of their pay, and it’s inappropriate.”\u003c/p>\n\u003cp>David Faria, a small business owner and chair of the SoFA District Committee, a group advocating for downtown businesses, argued the plan assumed the city could pull $1.2 million out of the local economy without changing how people behave — that customers and workers would simply absorb the higher cost rather than spend less or stay away.\u003c/p>\n\u003cp>“That money has to come from somewhere, and it ultimately comes from the pockets of working people and customers who are already stretched,” Faria said. “If we want a stronger downtown, we should be reducing friction, not adding to it.”\u003c/p>\n\u003cp>Heather Hoshii, deputy director of the Department of Transportation, told the council most outreach had been done internally, through the budget study sessions, and that an email to the Downtown Association in early May offering a meeting had been missed. The department’s full communications push — reaching businesses, updating websites — wasn’t scheduled until July, the month before the change would take effect.\u003c/p>\n\u003cp>Vice Mayor Pam Foley called that sequence backward.\u003c/p>\n\u003cfigure id=\"attachment_12088566\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088566\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Parking meters in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s clear the community at large did not know about this increase,” Foley said. “Whether the downtown business association knew or not or attended the meetings, that’s really irrelevant. What is relevant is that the small business owners here didn’t know about it. And really, I think we need to take ownership of that outreach.”\u003c/p>\n\u003cp>Because the revenue was already counted in the budget, the deferral carries a cost. Budget Director Jim Shannon said the delay would reduce revenue by roughly $150,000 to $200,000. But he said he did not expect any impact on city services.\u003c/p>\n\u003cp>Councilmember Anthony Tordillos, who represents downtown, floated the idea of spreading a smaller increase across the whole city rather than doubling the cost for the downtown spaces. Foley raised concerns that a citywide change would require far broader outreach than could be done by August. The council also asked staff to study possible parking discounts or set-asides for downtown employees.\u003c/p>\n\u003cp>Nate LeBlanc, economic development director at the San José Downtown Association, had asked for the deferral on similar grounds and noted the proposal skipped a key step by never going before the city’s downtown parking board. He said it’s “probably inevitable that some new revenue needs to be raised,” but argued the city could find a way “without negatively impacting our service industry and our visitors.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> has postponed its plan to double parking meter rates and extend paid hours in the heart of downtown, after small business owners and service workers said the city never consulted them.\u003c/p>\n\u003cp>The council voted unanimously on Tuesday to defer the proposal until August, giving the city time to do community outreach that several officials acknowledged should have happened months ago.\u003c/p>\n\u003cp>The plan would raise the hourly meter rate from $2 to $4 for roughly 900 parking spaces located within two blocks of a city parking garage, and extend paid parking hours in the urban core from 6 p.m. to 9 p.m. at about 1,600 parking spaces. According to a city memo, the changes were expected to generate roughly $1.2 million in annual revenue, plus an estimated $70,000 in additional citation revenue.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The increase had already been built into the 2026-2027 budget adopted earlier this year, which is part of why it arrived for what was supposed to be routine approval on the consent calendar, rather than as a standalone item with dedicated public input.\u003c/p>\n\u003cp>“I had a number of small businesses, ground-floor retail businesses, reach out and express their concern over the lack of public engagement on this item,” said Councilmember George Casey, who made the motion to defer. “Somewhere along the line, the ball got dropped.”\u003c/p>\n\u003cp>The plan to capitalize on increased nightlife downtown, most recently due to a surge of traffic from the \u003ca href=\"https://www.kqed.org/news/12088198/what-it-was-like-inside-levis-for-the-algeria-vs-jordan-world-cup-match\">FIFA World Cup\u003c/a>, ran afoul of downtown restaurant and bar owners, workers and residents, who said during the meeting the increase would hit the service industry hardest and at exactly the wrong hours.\u003c/p>\n\u003cfigure id=\"attachment_12088567\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088567\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A parking compliance vehicle in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>George Lahlouh, an owner of M.O. Hospitality, which operates five bars and restaurants downtown and employs 200 people, told the council the timing of the extended hours was the main issue.\u003c/p>\n\u003cp>“Extending paid meter hours until 9 p.m. and raising key downtown meters to $4 an hour affects the exact hours when restaurants, bars, cafes, venues and events are working to bring people back to downtown,” Lahlouh said. He noted that 90 minutes of free garage parking “does not always cover dinner, drinks, shows, or a full downtown experience. For employees, it does not cover a normal shift by far.”\u003c/p>\n\u003cp>In response to questions from KQED, the city’s Department of Transportation defended the increase as long overdue. Spokesperson Colin Heyne said meter rates had not been raised since 2014, and that the operating hours for most meters had gone unchanged for more than two decades.\u003c/p>\n\u003cp>He said San José’s $2 rate sits below peer cities — Oakland charges up to $4 an hour, Sacramento up to $6, and San Francisco up to $13 — and that even after the increase, San José would remain tied for the lowest meter rates in the region while continuing to offer free parking on Sundays.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Low rates and free on-street parking after 6 p.m. appear to allow some cars to park for long stretches, limiting availability for other customers, Heyne said. San José operates \u003ca href=\"https://parksj.org/\">seven\u003c/a> public garages with more than 6,000 spaces, including roughly 3,600 downtown spaces that offer 90 minutes of free parking, with monthly passes starting at $100. The city also offers a discounted \u003ca href=\"https://parksj.org/info-for-businesses/\">permit\u003c/a> for downtown employees earning less than 30% above minimum wage, though there is no special meter rate for workers, students or commuters.\u003c/p>\n\u003cp>Jason Greer, a longtime restaurant manager who said he spoke on behalf of his back-of-house staff, said the rate hike would eat into already-thin wages.\u003c/p>\n\u003cp>“Most of the employees are not making over $20 an hour,” Greer said. “Taking $4 is taking a huge portion of their pay, and it’s inappropriate.”\u003c/p>\n\u003cp>David Faria, a small business owner and chair of the SoFA District Committee, a group advocating for downtown businesses, argued the plan assumed the city could pull $1.2 million out of the local economy without changing how people behave — that customers and workers would simply absorb the higher cost rather than spend less or stay away.\u003c/p>\n\u003cp>“That money has to come from somewhere, and it ultimately comes from the pockets of working people and customers who are already stretched,” Faria said. “If we want a stronger downtown, we should be reducing friction, not adding to it.”\u003c/p>\n\u003cp>Heather Hoshii, deputy director of the Department of Transportation, told the council most outreach had been done internally, through the budget study sessions, and that an email to the Downtown Association in early May offering a meeting had been missed. The department’s full communications push — reaching businesses, updating websites — wasn’t scheduled until July, the month before the change would take effect.\u003c/p>\n\u003cp>Vice Mayor Pam Foley called that sequence backward.\u003c/p>\n\u003cfigure id=\"attachment_12088566\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12088566\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260623-SJParking-04-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Parking meters in San José on June 23, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“It’s clear the community at large did not know about this increase,” Foley said. “Whether the downtown business association knew or not or attended the meetings, that’s really irrelevant. What is relevant is that the small business owners here didn’t know about it. And really, I think we need to take ownership of that outreach.”\u003c/p>\n\u003cp>Because the revenue was already counted in the budget, the deferral carries a cost. Budget Director Jim Shannon said the delay would reduce revenue by roughly $150,000 to $200,000. But he said he did not expect any impact on city services.\u003c/p>\n\u003cp>Councilmember Anthony Tordillos, who represents downtown, floated the idea of spreading a smaller increase across the whole city rather than doubling the cost for the downtown spaces. Foley raised concerns that a citywide change would require far broader outreach than could be done by August. The council also asked staff to study possible parking discounts or set-asides for downtown employees.\u003c/p>\n\u003cp>Nate LeBlanc, economic development director at the San José Downtown Association, had asked for the deferral on similar grounds and noted the proposal skipped a key step by never going before the city’s downtown parking board. He said it’s “probably inevitable that some new revenue needs to be raised,” but argued the city could find a way “without negatively impacting our service industry and our visitors.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "VTA Mismanaging BART Extension, Civil Grand Jury Report Says",
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"content": "\u003cp>The Santa Clara Valley Transportation Authority’s Board of Directors has failed to properly manage, oversee and financially control the project that is further expanding BART into \u003ca href=\"https://www.kqed.org/siliconvalley\">Silicon Valley\u003c/a>.\u003c/p>\n\u003cp>That’s according to a newly released report from the Santa Clara County Civil Grand Jury this week, which found that the project “exposes VTA to financial risks” and that its own board of directors knows that oversight needs to be improved.\u003c/p>\n\u003cp>The agency is building a 6-mile extension that will add four stations, connecting the Berryessa/North San José BART station through downtown San José and to the city of Santa Clara. But the project has come with delays and rising costs — a price tag of $4.7 billion in 2014 has ballooned to $12.75 billion, according to the report. VTA is targeting the project to be done in 2037, though an oversight consultant estimates completion in 2039.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There is no realistic plan to deal with foreseeable financial risks,” the report said, “including significant uncertainty about BSVII’s construction and operating costs, reliance on expiring voter-approved sales tax measures, uncertain federal government support, cash flow, and declining ridership.”\u003c/p>\n\u003cp>All of the project’s funding sources, the report adds, are subject to risks. The project was banking on $6.3 billion from the Federal Transit Administration, but it only got $5.1 billion.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066417\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also relies on the regional sales tax measure that would help fund AC Transit, BART and other Bay Area operators, even though it won’t be decided by voters until the November election.\u003c/p>\n\u003cp>VTA said that it takes the recommendations, including adopting a strategy that reduces “dependency on new sales tax measures” and preparing an alternative funding strategy, “seriously and remain[s] committed to continuous improvement, transparency and accountability.”\u003c/p>\n\u003cp>“Many of the issues identified in the report have been raised previously in various forums,” VTA said in a statement. “Most have been resolved, while others are actively being addressed.”[aside postID=news_12053738 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250623-VTAWESTPORTAL-JG-4_qed.jpg']VTA said that it included establishing the board’s Oversight Committee, which looks to provide guidance and oversee things like the costs of the project.\u003c/p>\n\u003cp>Another civil grand jury report in the past found problems with oversight, during which “its lack of transparency around changes to project scope and cost were identified as significant deficiencies,” the report added.\u003c/p>\n\u003cp>Because of a few deliberations or actions providing guidance and VTA staff receiving private input from individual board members, the report found that “the full Board does not benefit from Oversight Committee analysis.”\u003c/p>\n\u003cp>San José Mayor Matt Mahan serves as vice chair of the board and chairs the Oversight Commission. He said that VTA “must earn the public’s trust today.”\u003c/p>\n\u003cp>“The greatest risk to this project is time delay. I’ve encouraged the Committee and VTA staff and contractors to accelerate actual building rather than endless second-guessing that does more for the consultant class than our constituents,” Mahan said.\u003c/p>\n\u003cp>The civil grand jury said that the longer it takes for the project to be completed, the more likely costs associated with the construction and reliance on local sales taxes will grow.\u003c/p>\n\u003cp>The VTA Board of Directors has 90 days from June 17 to respond to the findings.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Santa Clara Valley Transportation Authority’s Board of Directors has failed to properly manage, oversee and financially control the project that is further expanding BART into \u003ca href=\"https://www.kqed.org/siliconvalley\">Silicon Valley\u003c/a>.\u003c/p>\n\u003cp>That’s according to a newly released report from the Santa Clara County Civil Grand Jury this week, which found that the project “exposes VTA to financial risks” and that its own board of directors knows that oversight needs to be improved.\u003c/p>\n\u003cp>The agency is building a 6-mile extension that will add four stations, connecting the Berryessa/North San José BART station through downtown San José and to the city of Santa Clara. But the project has come with delays and rising costs — a price tag of $4.7 billion in 2014 has ballooned to $12.75 billion, according to the report. VTA is targeting the project to be done in 2037, though an oversight consultant estimates completion in 2039.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There is no realistic plan to deal with foreseeable financial risks,” the report said, “including significant uncertainty about BSVII’s construction and operating costs, reliance on expiring voter-approved sales tax measures, uncertain federal government support, cash flow, and declining ridership.”\u003c/p>\n\u003cp>All of the project’s funding sources, the report adds, are subject to risks. The project was banking on $6.3 billion from the Federal Transit Administration, but it only got $5.1 billion.\u003c/p>\n\u003cfigure id=\"attachment_12066417\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12066417\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/12/251208-BART-SILICON-VALLEY-TOUR-MD-10-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Construction crews work at the West Portal Site of the BART Silicon Valley Phase II Project in San José on Dec. 8, 2025. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The project also relies on the regional sales tax measure that would help fund AC Transit, BART and other Bay Area operators, even though it won’t be decided by voters until the November election.\u003c/p>\n\u003cp>VTA said that it takes the recommendations, including adopting a strategy that reduces “dependency on new sales tax measures” and preparing an alternative funding strategy, “seriously and remain[s] committed to continuous improvement, transparency and accountability.”\u003c/p>\n\u003cp>“Many of the issues identified in the report have been raised previously in various forums,” VTA said in a statement. “Most have been resolved, while others are actively being addressed.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>VTA said that it included establishing the board’s Oversight Committee, which looks to provide guidance and oversee things like the costs of the project.\u003c/p>\n\u003cp>Another civil grand jury report in the past found problems with oversight, during which “its lack of transparency around changes to project scope and cost were identified as significant deficiencies,” the report added.\u003c/p>\n\u003cp>Because of a few deliberations or actions providing guidance and VTA staff receiving private input from individual board members, the report found that “the full Board does not benefit from Oversight Committee analysis.”\u003c/p>\n\u003cp>San José Mayor Matt Mahan serves as vice chair of the board and chairs the Oversight Commission. He said that VTA “must earn the public’s trust today.”\u003c/p>\n\u003cp>“The greatest risk to this project is time delay. I’ve encouraged the Committee and VTA staff and contractors to accelerate actual building rather than endless second-guessing that does more for the consultant class than our constituents,” Mahan said.\u003c/p>\n\u003cp>The civil grand jury said that the longer it takes for the project to be completed, the more likely costs associated with the construction and reliance on local sales taxes will grow.\u003c/p>\n\u003cp>The VTA Board of Directors has 90 days from June 17 to respond to the findings.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "mission-district-street-closures-to-curb-sex-work-extended-for-18-months",
"title": "Mission District Street Closures to Curb Sex Work Extended for 18 Months",
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"content": "\u003cp>Street closures meant to curb an entrenched sex work trade in \u003ca href=\"https://www.kqed.org/news/tag/mission-district\">San Francisco’s Mission District\u003c/a> will remain for another 18 months, after the city’s transportation board of directors voted to extend the traffic barriers on Tuesday.\u003c/p>\n\u003cp>Many Capp and Shotwell street residents who live on blocks with the closures implored directors during public comment to extend the program, claiming the intervention has drastically reduced the impacts of prostitution on neighbors. Others who live nearby said the closures have merely transferred the issue to their block.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency first installed the barriers in 2023, turning four locations from 18th to 22nd on Capp Street into dead ends, at the request of the city’s police department. The agency placed barriers at four more locations on Shotwell Street the next year, and granted an 18-month extension of the program in October 2024.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Before the bollards were installed, living on Capp Street was a nightmare,” said Jason Schlachet, a resident since 2008.\u003c/p>\n\u003cp>Schlachet described “being woken up in the middle of the night to the sound of women screaming for their lives, bumper-to-bumper traffic, a dozen women per block walking in the middle of the road, stepping over discarded used condoms and intimidation from pimps.”\u003c/p>\n\u003cp>Schlachet urged directors to continue the closures. He said they made an immediate and effective change.\u003c/p>\n\u003cfigure id=\"attachment_12087988\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087988\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A barricade on Capp Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Capp Street instantly became a residential street again,” Schlachet said.\u003c/p>\n\u003cp>But for Laurel Coco, who lives at 18th and Shotwell streets, just a block away from Capp, the closures have merely moved the red light district to her street.\u003c/p>\n\u003cp>“It is heartbreaking to witness the exploitation of women and underage girls outside my window. But SFMTA must take responsibility for the displacement that your infrastructure has created,” Coco said, adding that she is routinely solicited while walking home, and that her husband was physically assaulted outside their front door by several sex workers and their pimp this week.\u003c/p>\n\u003cp>Coco asked for “comparable traffic interventions on our block.”[aside postID=news_12087755 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260303-munifile00200_TV_qed.jpg']“City engineering should not protect one block by sacrificing another. Rather than blindly extending this pilot, we demand equity,” Coco said.\u003c/p>\n\u003cp>Board member Janet Tarlov said that the board has “endeavored to be of assistance to the police department in maintaining the closures,” but that many of the residents’ concerns “ touch on very serious criminal matters which are under the purview of the San Francisco Police Department.”\u003c/p>\n\u003cp>Antonio Flores, acting lieutenant with the Special Victims Unit at the San Francisco Police Department, told directors that the barriers have been effective in reducing activity in the immediate area, but the market moving was a predictable outcome of the closures.\u003c/p>\n\u003cp>“ We knew that it was going to get pushed to a different direction,” Flores said.\u003c/p>\n\u003cp>Flores said recent changes to California law, including a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB379\">state bill\u003c/a> that makes it illegal to loiter in a public place with the intent to purchase commercial sex, are aiding the police department’s enforcement efforts.\u003c/p>\n\u003cp>Shotwell Street resident Matthew Blackshaw said before the barricades, he and his partner considered leaving the neighborhood to raise a family, but now are considering staying. However, he said, they are not a long-term solution.\u003c/p>\n\u003cp>“I strongly encourage you to renew the barricades for the sake of our neighborhoods, while at the same time exploring longer-term solutions that can create a profession that is safe for not just the residents here, but also for the people who engage in this kind of work,” Blackshaw said.\u003c/p>\n\u003cp>In approving the extension, the board said that the program has continued since 2023 without metrics to quantify the success of the program or a process for gathering community input.\u003c/p>\n\u003cfigure id=\"attachment_12087987\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087987\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign about proposed street changes hangs on Shotwell Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vice Chair Stephanie Cajina said the board requested a six-month evaluation of the program when it was last extended in 2024, but it never happened.\u003c/p>\n\u003cp>“ The feedback loop from the community is not there, and the way for us to evaluate success is not there,” Cajina said.\u003c/p>\n\u003cp>The unanimously approved, amended resolution included a request for SFMTA staff to evaluate transportation-related metrics for the program, and to urge SFPD to develop measures to quantify the success of the closures.\u003c/p>\n\u003cp>SFMTA Streets Division Director Viktoriya Wise apologized for the previous planned six-month evaluation never happening.\u003c/p>\n\u003cp>“I think we can be back in six months,” she said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Mission District Street Closures to Curb Sex Work Extended for 18 Months | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Street closures meant to curb an entrenched sex work trade in \u003ca href=\"https://www.kqed.org/news/tag/mission-district\">San Francisco’s Mission District\u003c/a> will remain for another 18 months, after the city’s transportation board of directors voted to extend the traffic barriers on Tuesday.\u003c/p>\n\u003cp>Many Capp and Shotwell street residents who live on blocks with the closures implored directors during public comment to extend the program, claiming the intervention has drastically reduced the impacts of prostitution on neighbors. Others who live nearby said the closures have merely transferred the issue to their block.\u003c/p>\n\u003cp>The San Francisco Municipal Transportation Agency first installed the barriers in 2023, turning four locations from 18th to 22nd on Capp Street into dead ends, at the request of the city’s police department. The agency placed barriers at four more locations on Shotwell Street the next year, and granted an 18-month extension of the program in October 2024.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Before the bollards were installed, living on Capp Street was a nightmare,” said Jason Schlachet, a resident since 2008.\u003c/p>\n\u003cp>Schlachet described “being woken up in the middle of the night to the sound of women screaming for their lives, bumper-to-bumper traffic, a dozen women per block walking in the middle of the road, stepping over discarded used condoms and intimidation from pimps.”\u003c/p>\n\u003cp>Schlachet urged directors to continue the closures. He said they made an immediate and effective change.\u003c/p>\n\u003cfigure id=\"attachment_12087988\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087988\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-03-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A barricade on Capp Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Capp Street instantly became a residential street again,” Schlachet said.\u003c/p>\n\u003cp>But for Laurel Coco, who lives at 18th and Shotwell streets, just a block away from Capp, the closures have merely moved the red light district to her street.\u003c/p>\n\u003cp>“It is heartbreaking to witness the exploitation of women and underage girls outside my window. But SFMTA must take responsibility for the displacement that your infrastructure has created,” Coco said, adding that she is routinely solicited while walking home, and that her husband was physically assaulted outside their front door by several sex workers and their pimp this week.\u003c/p>\n\u003cp>Coco asked for “comparable traffic interventions on our block.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“City engineering should not protect one block by sacrificing another. Rather than blindly extending this pilot, we demand equity,” Coco said.\u003c/p>\n\u003cp>Board member Janet Tarlov said that the board has “endeavored to be of assistance to the police department in maintaining the closures,” but that many of the residents’ concerns “ touch on very serious criminal matters which are under the purview of the San Francisco Police Department.”\u003c/p>\n\u003cp>Antonio Flores, acting lieutenant with the Special Victims Unit at the San Francisco Police Department, told directors that the barriers have been effective in reducing activity in the immediate area, but the market moving was a predictable outcome of the closures.\u003c/p>\n\u003cp>“ We knew that it was going to get pushed to a different direction,” Flores said.\u003c/p>\n\u003cp>Flores said recent changes to California law, including a \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB379\">state bill\u003c/a> that makes it illegal to loiter in a public place with the intent to purchase commercial sex, are aiding the police department’s enforcement efforts.\u003c/p>\n\u003cp>Shotwell Street resident Matthew Blackshaw said before the barricades, he and his partner considered leaving the neighborhood to raise a family, but now are considering staying. However, he said, they are not a long-term solution.\u003c/p>\n\u003cp>“I strongly encourage you to renew the barricades for the sake of our neighborhoods, while at the same time exploring longer-term solutions that can create a profession that is safe for not just the residents here, but also for the people who engage in this kind of work,” Blackshaw said.\u003c/p>\n\u003cp>In approving the extension, the board said that the program has continued since 2023 without metrics to quantify the success of the program or a process for gathering community input.\u003c/p>\n\u003cfigure id=\"attachment_12087987\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12087987\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/06/260617-SFMTAMISSIONCLOSURE-01-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A sign about proposed street changes hangs on Shotwell Street in the Mission District in San Francisco on June 17, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Vice Chair Stephanie Cajina said the board requested a six-month evaluation of the program when it was last extended in 2024, but it never happened.\u003c/p>\n\u003cp>“ The feedback loop from the community is not there, and the way for us to evaluate success is not there,” Cajina said.\u003c/p>\n\u003cp>The unanimously approved, amended resolution included a request for SFMTA staff to evaluate transportation-related metrics for the program, and to urge SFPD to develop measures to quantify the success of the closures.\u003c/p>\n\u003cp>SFMTA Streets Division Director Viktoriya Wise apologized for the previous planned six-month evaluation never happening.\u003c/p>\n\u003cp>“I think we can be back in six months,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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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.",
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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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"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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"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.",
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"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.",
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"pri-the-world": {
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"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.",
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"radiolab": {
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"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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"reveal": {
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"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"rightnowish": {
"id": "rightnowish",
"title": "Rightnowish",
"tagline": "Art is where you find it",
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