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"content": "\u003cp>This week’s announcement that the Trump administration is \u003ca href=\"https://www.kqed.org/news/12027947/trump-administration-considers-cutting-federal-funding-for-california-high-speed-rail\">reviewing\u003c/a> more than $4 billion in federal funding committed to California’s high-speed rail system adds a new layer of uncertainty to a long-delayed project already surrounded by questions about its future.\u003c/p>\n\u003cp>U.S. Transportation Secretary Sean Duffy announced the review on Thursday in Los Angeles, saying the administration intends to determine whether California is living up to the letter of its federal funding agreements.\u003c/p>\n\u003cp>“We can’t just say we’re going to give money and then not hold states accountable to how they spend that money,” Duffy said. “We in the Trump administration are going to take a look at whether this project is worthy of continual investment.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In recent months, the inspector general for the California High-Speed Rail Authority has expressed doubts both about \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2024/10/Funding-Review-24-R-01-A11Y.pdf\">whether the agency can line up all the funding\u003c/a> needed to build the system’s initial 171-mile segment from Merced to Bakersfield and \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2025/02/Schedule-Engagement-Report-FINAL-A11Y.pdf\">whether it can meet its timetable\u003c/a> for launching service by 2033.\u003c/p>\n\u003cp>The current cost estimate for the Merced-Bakersfield link is between $32 billion and $35 billion. Even with $4.3 billion in grants promised by the Biden administration that are now under review, the state would need to find as much as $6.5 billion more to finish the Central Valley segment.\u003c/p>\n\u003cfigure id=\"attachment_11936304\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11936304\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\" alt=\"High Speed Rail\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-2048x1536.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1920x1440.jpeg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction workers above Highway 99 on Dec. 24, 2022. There’s no current schedule for completing the project, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That section is just the first piece of a statewide network stretching from San Francisco to Orange County that was envisioned in a 2008 ballot measure that provided $10 billion in bond funding. The measure outlined a system that would be completed by 2020 and carried an estimated price tag of as much as $40 billion. Though the full route has now received all its environmental approvals, there’s no current schedule for completing it, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion.\u003c/p>\n\u003cp>Republican lawmakers, who have been hostile to the project since its inception three decades ago, argue that the price of the first segment is too high for a service with an unproven market and have introduced new legislation to curtail further funding.\u003c/p>\n\u003cp>In Congress, Rep. Kevin Kiley (R–Rocklin) has put forward \u003ca href=\"https://d12t4t5x3vyizu.cloudfront.net/kiley.house.gov/uploads/2025/01/KILEY_001_xml.pdf\">a bill\u003c/a> that would ban future federal aid for the rail line.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB267\">AB 267\u003c/a>, by Assemblymember Alexandra Macedo (R–Tulare), would cancel the state’s $1 billion annual appropriation for high-speed rail for the next two years. That funding, which comes from California’s cap-and-trade program, would be shifted to new water projects and wildfire mitigation.\u003c/p>\n\u003cp>Democratic legislators, including state Sen. Scott Wiener (D–San Francisco), say the project’s expected environmental benefits and the need to modernize California’s passenger rail network make it imperative for the state to move ahead with the project.\u003c/p>\n\u003cp>Wiener has introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB445\">SB 445\u003c/a>, a bill that would speed up rail construction by requiring local governments and utilities to hasten permit approvals and power and water line relocations.\u003c/p>\n\u003cp>[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed.jpg']\u003c/p>\n\u003cp>Appearing at L.A.’s Union Station, Duffy’s remarks on Thursday highlighted both the partisan nature of the review and his own personal distaste for the state’s high-speed rail effort.\u003c/p>\n\u003cp>“President Trump has thought about this project. He’s talked about the project,” Duffy said. “And I think he was very kind when he said this project has been mismanaged. I would agree it has been more than likely mismanaged. And the president has called for an investigation.”\u003c/p>\n\u003cp>Several dozen protesters who had turned out for Duffy’s press conference jeered his remarks, prompting him to snap: “If you want to go protest somewhere; if you want to shout at someone; go to the governor’s mansion. Go talk to Democrats in the Legislature who have brought us this crappy project.”\u003c/p>\n\u003cp>In an interview with KQED on Thursday, Wiener blamed Republicans for the bullet train delays.\u003c/p>\n\u003cp>“The people who are most vocal in criticizing high-speed rail for delays and cost increases, the Republicans, are some of the very people who have caused those delays and cost increases,” he said.\u003c/p>\n\u003cfigure id=\"attachment_10912057\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10912057\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\" alt=\"Rendering of high-speed rail train.\" width=\"1920\" height=\"1100\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-400x229.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-800x458.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-1180x676.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-960x550.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rendering of a high-speed rail train published in 2016. But, 17 years after voters approved a $10 billion bond measure to help pay for the project and a decade since construction began in the Central Valley, California high-speed rail faces a pivotal year that could make or break the project. \u003ccite>(Courtesy of the California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said he was confident that spending by the California High-Speed Rail Authority will stand up to the new federal scrutiny.\u003c/p>\n\u003cp>“If this investigation is fair and objective, then it will show a project that is underway, that’s happening, and that has been slowed down by permit problems, and that needs to be sped up,” he said.\u003c/p>\n\u003cp>In a statement, the high-speed-rail agency said it has been subject to multiple federal and state audits and that “every dollar is accounted for.”\u003c/p>\n\u003cp>“We welcome this investigation and the opportunity to work with our federal partners,” the agency said.\u003c/p>\n\u003cp>Wiener and others mentioned the results of a recent Emerson College poll that asked 1,000 registered California voters whether the high-speed rail project “is a good use of state funds or a bad use of state funds.”\u003c/p>\n\u003cp>The poll reported that 54% had a favorable view. That’s in line with past survey findings and very close to the 52.6% “yes” vote attained by 2008’s Proposition 1A, which approved floating bonds to build the L.A.-San Francisco rail system.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>This week’s announcement that the Trump administration is \u003ca href=\"https://www.kqed.org/news/12027947/trump-administration-considers-cutting-federal-funding-for-california-high-speed-rail\">reviewing\u003c/a> more than $4 billion in federal funding committed to California’s high-speed rail system adds a new layer of uncertainty to a long-delayed project already surrounded by questions about its future.\u003c/p>\n\u003cp>U.S. Transportation Secretary Sean Duffy announced the review on Thursday in Los Angeles, saying the administration intends to determine whether California is living up to the letter of its federal funding agreements.\u003c/p>\n\u003cp>“We can’t just say we’re going to give money and then not hold states accountable to how they spend that money,” Duffy said. “We in the Trump administration are going to take a look at whether this project is worthy of continual investment.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In recent months, the inspector general for the California High-Speed Rail Authority has expressed doubts both about \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2024/10/Funding-Review-24-R-01-A11Y.pdf\">whether the agency can line up all the funding\u003c/a> needed to build the system’s initial 171-mile segment from Merced to Bakersfield and \u003ca href=\"https://hsr.ca.gov/wp-content/uploads/2025/02/Schedule-Engagement-Report-FINAL-A11Y.pdf\">whether it can meet its timetable\u003c/a> for launching service by 2033.\u003c/p>\n\u003cp>The current cost estimate for the Merced-Bakersfield link is between $32 billion and $35 billion. Even with $4.3 billion in grants promised by the Biden administration that are now under review, the state would need to find as much as $6.5 billion more to finish the Central Valley segment.\u003c/p>\n\u003cfigure id=\"attachment_11936304\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11936304\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg\" alt=\"High Speed Rail\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-scaled.jpeg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-800x600.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1020x765.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-160x120.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1536x1152.jpeg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-2048x1536.jpeg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/12/HSR-Fresno-1920x1440.jpeg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Construction workers above Highway 99 on Dec. 24, 2022. There’s no current schedule for completing the project, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>That section is just the first piece of a statewide network stretching from San Francisco to Orange County that was envisioned in a 2008 ballot measure that provided $10 billion in bond funding. The measure outlined a system that would be completed by 2020 and carried an estimated price tag of as much as $40 billion. Though the full route has now received all its environmental approvals, there’s no current schedule for completing it, and the latest cost estimates for the full north-south network range from $89 billion to $128 billion.\u003c/p>\n\u003cp>Republican lawmakers, who have been hostile to the project since its inception three decades ago, argue that the price of the first segment is too high for a service with an unproven market and have introduced new legislation to curtail further funding.\u003c/p>\n\u003cp>In Congress, Rep. Kevin Kiley (R–Rocklin) has put forward \u003ca href=\"https://d12t4t5x3vyizu.cloudfront.net/kiley.house.gov/uploads/2025/01/KILEY_001_xml.pdf\">a bill\u003c/a> that would ban future federal aid for the rail line.\u003c/p>\n\u003cp>\u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260AB267\">AB 267\u003c/a>, by Assemblymember Alexandra Macedo (R–Tulare), would cancel the state’s $1 billion annual appropriation for high-speed rail for the next two years. That funding, which comes from California’s cap-and-trade program, would be shifted to new water projects and wildfire mitigation.\u003c/p>\n\u003cp>Democratic legislators, including state Sen. Scott Wiener (D–San Francisco), say the project’s expected environmental benefits and the need to modernize California’s passenger rail network make it imperative for the state to move ahead with the project.\u003c/p>\n\u003cp>Wiener has introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB445\">SB 445\u003c/a>, a bill that would speed up rail construction by requiring local governments and utilities to hasten permit approvals and power and water line relocations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Appearing at L.A.’s Union Station, Duffy’s remarks on Thursday highlighted both the partisan nature of the review and his own personal distaste for the state’s high-speed rail effort.\u003c/p>\n\u003cp>“President Trump has thought about this project. He’s talked about the project,” Duffy said. “And I think he was very kind when he said this project has been mismanaged. I would agree it has been more than likely mismanaged. And the president has called for an investigation.”\u003c/p>\n\u003cp>Several dozen protesters who had turned out for Duffy’s press conference jeered his remarks, prompting him to snap: “If you want to go protest somewhere; if you want to shout at someone; go to the governor’s mansion. Go talk to Democrats in the Legislature who have brought us this crappy project.”\u003c/p>\n\u003cp>In an interview with KQED on Thursday, Wiener blamed Republicans for the bullet train delays.\u003c/p>\n\u003cp>“The people who are most vocal in criticizing high-speed rail for delays and cost increases, the Republicans, are some of the very people who have caused those delays and cost increases,” he said.\u003c/p>\n\u003cfigure id=\"attachment_10912057\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-10912057\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg\" alt=\"Rendering of high-speed rail train.\" width=\"1920\" height=\"1100\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-400x229.jpg 400w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-800x458.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-1180x676.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/10/2016/01/HSR-960x550.jpg 960w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rendering of a high-speed rail train published in 2016. But, 17 years after voters approved a $10 billion bond measure to help pay for the project and a decade since construction began in the Central Valley, California high-speed rail faces a pivotal year that could make or break the project. \u003ccite>(Courtesy of the California High-Speed Rail Authority)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Wiener said he was confident that spending by the California High-Speed Rail Authority will stand up to the new federal scrutiny.\u003c/p>\n\u003cp>“If this investigation is fair and objective, then it will show a project that is underway, that’s happening, and that has been slowed down by permit problems, and that needs to be sped up,” he said.\u003c/p>\n\u003cp>In a statement, the high-speed-rail agency said it has been subject to multiple federal and state audits and that “every dollar is accounted for.”\u003c/p>\n\u003cp>“We welcome this investigation and the opportunity to work with our federal partners,” the agency said.\u003c/p>\n\u003cp>Wiener and others mentioned the results of a recent Emerson College poll that asked 1,000 registered California voters whether the high-speed rail project “is a good use of state funds or a bad use of state funds.”\u003c/p>\n\u003cp>The poll reported that 54% had a favorable view. That’s in line with past survey findings and very close to the 52.6% “yes” vote attained by 2008’s Proposition 1A, which approved floating bonds to build the L.A.-San Francisco rail system.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Trump administration is once again targeting California’s controversial high-speed rail project, with federal transportation officials on Thursday announcing an investigation and possible withdrawal of about $4 billion in federal funding.\u003c/p>\n\u003cp>Voters first approved $10 billion in bond money in 2008 for a project designed to shuttle riders between San Francisco and Los Angeles in less than three hours. It was slated to cost $33 billion and be finished by 2020. However, the project has been beset by funding challenges, cost overruns and delays.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Now, state officials are focused on a 171-mile stretch connecting the Central Valley cities of Bakersfield and Merced, which is set to be operating by 2033. The entire San Francisco to Los Angeles line will now cost an estimated $106 billion to finish.\u003c/p>\n\u003cp>“I am directing my staff to review and determine whether the (California High-Speed Rail Authority) has followed through on the commitments it made to receive billions of dollars in federal funding,” Transportation Secretary Sean Duffy said at a news conference in Los Angeles. “If not, I will have to consider whether that money could be given to deserving infrastructure projects elsewhere in the United States.”\u003c/p>\n\u003cp>[aside label=\"more on California HSR\" tag=\"high-speed-rail\"]\u003c/p>\n\u003cp>President Donald Trump \u003ca href=\"https://apnews.com/article/7a9b03eed47a44c986a1a2f06d0a6c4e\">canceled nearly $1 billion\u003c/a> in federal funding for the high-speed rail project in 2019, during his first term. The Biden administration later restored the funding and, in December 2023, allocated $3.3 billion more.\u003c/p>\n\u003cp>Losing federal support would be a major blow to the project. The rail authority’s most recent business plan counts on receiving up to $8 billion in federal money to help close a funding gap.\u003c/p>\n\u003cp>Ian Choudri, CEO of the California High-Speed Rail Authority, which oversees planning and funding for the project, said he welcomes the investigation.\u003c/p>\n\u003cp>“With multiple independent federal and state audits completed, every dollar is accounted for, and we stand by the progress and impact of this project,” Choudri said.\u003c/p>\n\u003cp>He said the project has created nearly 15,000 jobs and that more than 50 major structures have been completed so far.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Trump administration is once again targeting California’s controversial high-speed rail project, with federal transportation officials on Thursday announcing an investigation and possible withdrawal of about $4 billion in federal funding.\u003c/p>\n\u003cp>Voters first approved $10 billion in bond money in 2008 for a project designed to shuttle riders between San Francisco and Los Angeles in less than three hours. It was slated to cost $33 billion and be finished by 2020. However, the project has been beset by funding challenges, cost overruns and delays.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Now, state officials are focused on a 171-mile stretch connecting the Central Valley cities of Bakersfield and Merced, which is set to be operating by 2033. The entire San Francisco to Los Angeles line will now cost an estimated $106 billion to finish.\u003c/p>\n\u003cp>“I am directing my staff to review and determine whether the (California High-Speed Rail Authority) has followed through on the commitments it made to receive billions of dollars in federal funding,” Transportation Secretary Sean Duffy said at a news conference in Los Angeles. “If not, I will have to consider whether that money could be given to deserving infrastructure projects elsewhere in the United States.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>President Donald Trump \u003ca href=\"https://apnews.com/article/7a9b03eed47a44c986a1a2f06d0a6c4e\">canceled nearly $1 billion\u003c/a> in federal funding for the high-speed rail project in 2019, during his first term. The Biden administration later restored the funding and, in December 2023, allocated $3.3 billion more.\u003c/p>\n\u003cp>Losing federal support would be a major blow to the project. The rail authority’s most recent business plan counts on receiving up to $8 billion in federal money to help close a funding gap.\u003c/p>\n\u003cp>Ian Choudri, CEO of the California High-Speed Rail Authority, which oversees planning and funding for the project, said he welcomes the investigation.\u003c/p>\n\u003cp>“With multiple independent federal and state audits completed, every dollar is accounted for, and we stand by the progress and impact of this project,” Choudri said.\u003c/p>\n\u003cp>He said the project has created nearly 15,000 jobs and that more than 50 major structures have been completed so far.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>San Francisco transportation officials in search of ways to cut their budget have abandoned one idea that appears to be universally unpopular: eliminating the city’s school crossing-guard program.\u003c/p>\n\u003cp>That proposal was floated Tuesday as part of a menu of options to help the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">San Francisco Municipal Transportation Agency\u003c/a> deal with a $50 million budget shortfall in the next fiscal year. The agency’s financial staff has identified $35 million in cuts so far.\u003c/p>\n\u003cp>Doing away with the crossing-guard program would save about $3 million, but it was obvious at the SFMTA board’s Tuesday meeting that the idea wouldn’t fly with the public.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The board heard emotional pleas from students, parents, crossing guards and residents of school neighborhoods who all agreed that the notion of pulling guards from the streets is unthinkable, especially as the city continues to grapple with \u003ca href=\"https://www.kqed.org/news/12020559/can-san-francisco-stop-traffic-violence-so-far-efforts-failing\">a high number of pedestrian deaths and injuries\u003c/a> in traffic crashes.\u003c/p>\n\u003cp>“Traffic is dangerous to children like me, and public safety is essential,” said a sixth-grader at Creative Arts Charter School who identified herself as Mimi.\u003c/p>\n\u003cp>“My crossing guard at my school, Sean, is so nice and does his job so well every day,” she said, breaking down in tears.\u003c/p>\n\u003cp>Elizabeth Travelslight, the mother of a sixth-grader at Creative Arts, praised the same crossing guard for managing the chaotic crossing at Turk and Pierce streets in the city’s Western Addition neighborhood.\u003c/p>\n\u003cp>[aside postID=news_12026627 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“The skill Sean brings to his work is extraordinary,” Travelslight said. “At considerable personal risk, armed only with a stop sign, crossing guards like Sean protect and serve thousands of our city’s children. Every day, rain or shine. It’s not an exaggeration to say crossing guards are heroes, and they save lives.”\u003c/p>\n\u003cp>After hearing from the public and SFMTA staff, the board made it clear that cutting the crossing-guard program is off the table. And as they did earlier this month, several members said they’d \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">resist cuts in transit service\u003c/a>.\u003c/p>\n\u003cp>Board member Steve Heminger said he’s open to some of the other proposed cuts that the staff offered, which included trimming some maintenance programs and ending subsidies for lower-income residents who have their cars towed.\u003c/p>\n\u003cp>“I can live with the non-transit cuts, except for the crossing guards,” Heminger said. “I think everyone who came today said, ‘Except for the crossing guards.’ I was one of them in the 1960s, and I loved it. I’m still loyal to the crossing guards.”\u003c/p>\n\u003cp>The board’s discussion centered largely on what steps it can take to avoid cuts in Muni transit service. Heminger has advocated tapping the SFMTA’s $140 million operating reserve to make up the $15 million the agency needs to balance its budget next year.\u003c/p>\n\u003cp>“I think our first priority is to protect the service and honor the promises we’ve made to the public and the voters about what they’ll get for their tax money,” Heminger said.\u003c/p>\n\u003cp>However, other members of the board said that with much larger deficits \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">expected beginning in 2026\u003c/a>, the agency should combine some of the cuts proposed Tuesday with a limited withdrawal from the reserve fund.\u003c/p>\n\u003cp>The next round of the budget-cutting discussion is due for the board’s meeting on March 4, with a final decision on a plan expected on March 18. The fiscal year begins July 1.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The skill Sean brings to his work is extraordinary,” Travelslight said. “At considerable personal risk, armed only with a stop sign, crossing guards like Sean protect and serve thousands of our city’s children. Every day, rain or shine. It’s not an exaggeration to say crossing guards are heroes, and they save lives.”\u003c/p>\n\u003cp>After hearing from the public and SFMTA staff, the board made it clear that cutting the crossing-guard program is off the table. And as they did earlier this month, several members said they’d \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">resist cuts in transit service\u003c/a>.\u003c/p>\n\u003cp>Board member Steve Heminger said he’s open to some of the other proposed cuts that the staff offered, which included trimming some maintenance programs and ending subsidies for lower-income residents who have their cars towed.\u003c/p>\n\u003cp>“I can live with the non-transit cuts, except for the crossing guards,” Heminger said. “I think everyone who came today said, ‘Except for the crossing guards.’ I was one of them in the 1960s, and I loved it. I’m still loyal to the crossing guards.”\u003c/p>\n\u003cp>The board’s discussion centered largely on what steps it can take to avoid cuts in Muni transit service. Heminger has advocated tapping the SFMTA’s $140 million operating reserve to make up the $15 million the agency needs to balance its budget next year.\u003c/p>\n\u003cp>“I think our first priority is to protect the service and honor the promises we’ve made to the public and the voters about what they’ll get for their tax money,” Heminger said.\u003c/p>\n\u003cp>However, other members of the board said that with much larger deficits \u003ca href=\"https://www.kqed.org/news/12026627/with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding\">expected beginning in 2026\u003c/a>, the agency should combine some of the cuts proposed Tuesday with a limited withdrawal from the reserve fund.\u003c/p>\n\u003cp>The next round of the budget-cutting discussion is due for the board’s meeting on March 4, with a final decision on a plan expected on March 18. The fiscal year begins July 1.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The Trump administration has begun firing several hundred Federal Aviation Administration employees, upending staff on a busy air travel weekend and just weeks after a January fatal mid-air collision at Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>Probationary workers were targeted in late night emails Friday notifying them they had been fired, David Spero, president of the Professional Aviation Safety Specialists union, said in a statement.\u003c/p>\n\u003cp>The impacted workers include personnel hired for FAA radar, landing and navigational aid maintenance, one air traffic controller told the Associated Press. The air traffic controller was not authorized to talk to the media and spoke on condition of anonymity.\u003c/p>\n\u003cp>The National Air Traffic Controllers Association said in a brief statement Monday it was “analyzing the effect of the reported federal employee terminations on aviation safety, the national airspace system and our members.”\u003c/p>\n\u003cp>Spero said messages began arriving after 7 p.m. on Friday and continued late into the night. More might be notified over the long weekend or barred from entering FAA buildings on Tuesday, he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The employees were fired “without cause nor based on performance or conduct,” Spero said, and the emails were “from an ‘exec order’ Microsoft email address” — not a government email address.\u003c/p>\n\u003cp>The firings hit the FAA when it faces a shortfall in controllers. Federal officials \u003ca href=\"https://apnews.com/article/airlines-faa-close-calls-senate-hearing-7309801ccbf64bcecfb0cf58e3e58498\">have been raising concerns\u003c/a> about an overtaxed and understaffed air traffic control system for years, especially after a series of close calls between planes at U.S. airports. Among the reasons they have cited for staffing shortages are uncompetitive pay, long shifts, intensive training and mandatory retirements.\u003c/p>\n\u003cp>In the Jan. 29 fatal crash between a U.S. Army Black Hawk helicopter and American Airlines passenger jet, which is still under investigation, one controller was handing \u003ca href=\"https://apnews.com/article/black-hawk-crash-night-faa-helicopter-286319ac01bee91e4992c95e7946063e\">both commercial airline and helicopter traffic\u003c/a> at the busy airport.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[aside label='Related Coverage' tag='donald-trump']\u003c/span>\u003c/p>\n\u003cp>Just days before the collision, President Donald Trump had already \u003ca href=\"https://apnews.com/article/coast-guard-homeland-security-priorities-committees-trump-tsa-d3e4398c8871ada8d0590859442e092c\">fired all the members\u003c/a> of the Aviation Security Advisory Committee, a panel mandated by Congress after the 1988 PanAm 103 bombing over Lockerbie, Scotland. The committee is charged with examining safety issues at airlines and airports.\u003c/p>\n\u003cp>One FAA employee who was fired over the weekend suggested he was targeted for his views on Tesla and X, formerly Twitter, not as part of a general probationary-level sweep. Both are owned by Elon Musk, who is leading Trump’s effort to cut the federal government.\u003c/p>\n\u003cp>\u003ca href=\"https://www.linkedin.com/in/charles-spitzer-stadtlander-jd-mpa-9b018b25/\">Charles Spitzer-Stadtlander\u003c/a> posted on LinkedIn that he was fired just after midnight Saturday, days after he started getting harassing messages on Facebook.\u003c/p>\n\u003cp>“The official DOGE Facebook page started harassing me on my personal Facebook account after I criticized Tesla and Twitter,” Spitzer-Stadtlander wrote. “Less than a week later, I was fired, despite my position allegedly being exempted due to national security.”\u003c/p>\n\u003cp>He added: “When DOGE fired me, they turned off my computer and wiped all of my files without warning.”\u003c/p>\n\u003cp>Spitzer-Stadtlander said he was supposed to be exempted from the probationary firings because the FAA office he worked in focused on national security threats such as attacks on the national airspace by drones.\u003c/p>\n\u003cp>The Musk-led Department of Government Efficiency did not immediately respond to a request for comment. The firings were first reported by CNN.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Associated Press writer Ellen Knickmeyer contributed from Washington.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Trump administration has begun firing several hundred Federal Aviation Administration employees, upending staff on a busy air travel weekend and just weeks after a January fatal mid-air collision at Ronald Reagan Washington National Airport.\u003c/p>\n\u003cp>Probationary workers were targeted in late night emails Friday notifying them they had been fired, David Spero, president of the Professional Aviation Safety Specialists union, said in a statement.\u003c/p>\n\u003cp>The impacted workers include personnel hired for FAA radar, landing and navigational aid maintenance, one air traffic controller told the Associated Press. The air traffic controller was not authorized to talk to the media and spoke on condition of anonymity.\u003c/p>\n\u003cp>The National Air Traffic Controllers Association said in a brief statement Monday it was “analyzing the effect of the reported federal employee terminations on aviation safety, the national airspace system and our members.”\u003c/p>\n\u003cp>Spero said messages began arriving after 7 p.m. on Friday and continued late into the night. More might be notified over the long weekend or barred from entering FAA buildings on Tuesday, he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The employees were fired “without cause nor based on performance or conduct,” Spero said, and the emails were “from an ‘exec order’ Microsoft email address” — not a government email address.\u003c/p>\n\u003cp>The firings hit the FAA when it faces a shortfall in controllers. Federal officials \u003ca href=\"https://apnews.com/article/airlines-faa-close-calls-senate-hearing-7309801ccbf64bcecfb0cf58e3e58498\">have been raising concerns\u003c/a> about an overtaxed and understaffed air traffic control system for years, especially after a series of close calls between planes at U.S. airports. Among the reasons they have cited for staffing shortages are uncompetitive pay, long shifts, intensive training and mandatory retirements.\u003c/p>\n\u003cp>In the Jan. 29 fatal crash between a U.S. Army Black Hawk helicopter and American Airlines passenger jet, which is still under investigation, one controller was handing \u003ca href=\"https://apnews.com/article/black-hawk-crash-night-faa-helicopter-286319ac01bee91e4992c95e7946063e\">both commercial airline and helicopter traffic\u003c/a> at the busy airport.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>Just days before the collision, President Donald Trump had already \u003ca href=\"https://apnews.com/article/coast-guard-homeland-security-priorities-committees-trump-tsa-d3e4398c8871ada8d0590859442e092c\">fired all the members\u003c/a> of the Aviation Security Advisory Committee, a panel mandated by Congress after the 1988 PanAm 103 bombing over Lockerbie, Scotland. The committee is charged with examining safety issues at airlines and airports.\u003c/p>\n\u003cp>One FAA employee who was fired over the weekend suggested he was targeted for his views on Tesla and X, formerly Twitter, not as part of a general probationary-level sweep. Both are owned by Elon Musk, who is leading Trump’s effort to cut the federal government.\u003c/p>\n\u003cp>\u003ca href=\"https://www.linkedin.com/in/charles-spitzer-stadtlander-jd-mpa-9b018b25/\">Charles Spitzer-Stadtlander\u003c/a> posted on LinkedIn that he was fired just after midnight Saturday, days after he started getting harassing messages on Facebook.\u003c/p>\n\u003cp>“The official DOGE Facebook page started harassing me on my personal Facebook account after I criticized Tesla and Twitter,” Spitzer-Stadtlander wrote. “Less than a week later, I was fired, despite my position allegedly being exempted due to national security.”\u003c/p>\n\u003cp>He added: “When DOGE fired me, they turned off my computer and wiped all of my files without warning.”\u003c/p>\n\u003cp>Spitzer-Stadtlander said he was supposed to be exempted from the probationary firings because the FAA office he worked in focused on national security threats such as attacks on the national airspace by drones.\u003c/p>\n\u003cp>The Musk-led Department of Government Efficiency did not immediately respond to a request for comment. The firings were first reported by CNN.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Associated Press writer Ellen Knickmeyer contributed from Washington.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "barts-first-ever-speed-dating-valentraine-event-gives-riders-a-shot-at-love",
"title": "BART's 1st-Ever Speed Dating 'Valentraine' Event Gives Riders a Shot at Love",
"publishDate": 1739660448,
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"headTitle": "BART’s 1st-Ever Speed Dating ‘Valentraine’ Event Gives Riders a Shot at Love | KQED",
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"content": "\u003cp>Love was on the minds of many as a solitary train pulled into the Downtown Berkeley BART station just after 7 p.m. Friday. There a few hundred Bay Area singles, ages 18 to 35, were anxiously waiting on the platform for the first-ever BART speed dating event.\u003c/p>\n\u003cp>After it was announced just ten days prior, tickets sold out in about two hours, said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>Once they boarded the train cars, the crowd was separated by age — 18- to 21-year-olds in the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. The train ran nonstop for a two-hour roundtrip ride from downtown Berkeley to the Mission District and back.\u003c/p>\n\u003cfigure id=\"attachment_12027298\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027298\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Friends and coworkers Lexi Skelton (center) of Oakland, and Torian Wright (right) of Emeryville, check in for a speed dating event aboard a BART train with BART principal marketing representative Michelle Robertson. Wright heard about the event on Instagram and told Skelton about it. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027317\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\" alt=\"\" width=\"2000\" height=\"660\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART employee Nequavis Brown (left) directs people to the check-in area for a speed dating event organized by BART, called ‘Valentraine.’ BART distributed a list of ice-breaker questions (right), including, ‘What is your favorite BART memory?’, ‘If you were an alien observing human behavior, what would be the most confusing thing to you?’ and ‘What’s the weirdest thing about you?’ \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027318\" class=\"wp-caption aligncenter\" style=\"max-width: 2020px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027318\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\" alt=\"\" width=\"2020\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg 2020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2020px) 100vw, 2020px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area singles (left) line up to board a BART train for ‘Valentraine.’ Friends Lena (left) and Zara, both of whom declined to share last names, record an interview for BART while waiting to board the train. Lena said that when she first saw the announcement about the Valentine’s night event on BART’s website, she thought it was fake, but later saw it on Instagram and realized it was real. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The event was the idea of Erica Mitchell (right). \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The event is the brainchild of Erica Mitchell, who works at a civil engineering firm in Oakland — and is a self-professed public transportation lover — whose father previously worked for BART. She said she got the idea during an interview for a BART commercial back in 2023.\u003c/p>\n\u003cp>As the train pulled away from the platform, cars full of college students, behavioral scientists, animators, fin-tech employees, data engineers, and other public transportation lovers looked to see if any sparks would fly as they headed more than 130 feet under the Bay.\u003c/p>\n\u003cfigure id=\"attachment_12027312\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027312\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd was separated by age — 18 to 21 and the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027303\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027303\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The train cars for the first-ever speed dating event aboard BART is decorated with Valentine’s messages on Friday, Feb. 14, 2025. More than 200 people, ages 18–35, RSVP’d to this exclusive event that sold out in 2 hours when tickets went online. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027305\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027305\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Raim Arelleno (right) shows his name tag to Isabella Madruga at BART’s ‘Valentraine’ speed dating event on Friday, Feb. 14, 2025. Couples had approximately 10 minutes to get to know each other before rotating around the train car. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027306\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027306\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The BART ‘Valentraine’ speed dating event was free apart from the roundtrip fee of $7.10 charged to everyone’s Clipper cards on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027310\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027310\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Miranda, no last name given, of San Francisco, writes a message on a BART valentine card to hand to someone she met at the first-ever BART ‘Valentraine’ event on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027314\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_12027313\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027313\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People mingle on the platform after the first-ever BART ‘Valentraine’ event. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027315\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027315\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Valentines Bryan and Ara, no last names given, wait for a northbound train at the Downtown Berkeley Bart station on Friday, Feb. 14, 2025. The couple has been dating for 2 or 3 months and said they were unaware of the BART ‘Valentraine’ speed dating event that was scheduled for the same night. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027311\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cem>Feb. 19: This story has been updated to correct Erica Mitchell’s job title and her father’s employment history with BART.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Hundreds of Bay Area singles aged 18–35 took a 2-hour roundtrip speed dating ride from downtown Berkeley to the Mission District and back. \r\n",
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"title": "BART's 1st-Ever Speed Dating 'Valentraine' Event Gives Riders a Shot at Love | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Love was on the minds of many as a solitary train pulled into the Downtown Berkeley BART station just after 7 p.m. Friday. There a few hundred Bay Area singles, ages 18 to 35, were anxiously waiting on the platform for the first-ever BART speed dating event.\u003c/p>\n\u003cp>After it was announced just ten days prior, tickets sold out in about two hours, said Alicia Trost, chief communications officer for BART.\u003c/p>\n\u003cp>Once they boarded the train cars, the crowd was separated by age — 18- to 21-year-olds in the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. The train ran nonstop for a two-hour roundtrip ride from downtown Berkeley to the Mission District and back.\u003c/p>\n\u003cfigure id=\"attachment_12027298\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027298\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00173-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Friends and coworkers Lexi Skelton (center) of Oakland, and Torian Wright (right) of Emeryville, check in for a speed dating event aboard a BART train with BART principal marketing representative Michelle Robertson. Wright heard about the event on Instagram and told Skelton about it. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027317\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027317\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg\" alt=\"\" width=\"2000\" height=\"660\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00004_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">BART employee Nequavis Brown (left) directs people to the check-in area for a speed dating event organized by BART, called ‘Valentraine.’ BART distributed a list of ice-breaker questions (right), including, ‘What is your favorite BART memory?’, ‘If you were an alien observing human behavior, what would be the most confusing thing to you?’ and ‘What’s the weirdest thing about you?’ \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027318\" class=\"wp-caption aligncenter\" style=\"max-width: 2020px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027318\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg\" alt=\"\" width=\"2020\" height=\"667\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo.jpg 2020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-800x264.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1020x337.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1536x507.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00390_duo-1920x634.jpg 1920w\" sizes=\"auto, (max-width: 2020px) 100vw, 2020px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area singles (left) line up to board a BART train for ‘Valentraine.’ Friends Lena (left) and Zara, both of whom declined to share last names, record an interview for BART while waiting to board the train. Lena said that when she first saw the announcement about the Valentine’s night event on BART’s website, she thought it was fake, but later saw it on Instagram and realized it was real. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027321\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027321\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00511-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The event was the idea of Erica Mitchell (right). \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The event is the brainchild of Erica Mitchell, who works at a civil engineering firm in Oakland — and is a self-professed public transportation lover — whose father previously worked for BART. She said she got the idea during an interview for a BART commercial back in 2023.\u003c/p>\n\u003cp>As the train pulled away from the platform, cars full of college students, behavioral scientists, animators, fin-tech employees, data engineers, and other public transportation lovers looked to see if any sparks would fly as they headed more than 130 feet under the Bay.\u003c/p>\n\u003cfigure id=\"attachment_12027312\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027312\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01637-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The crowd was separated by age — 18 to 21 and the front cars, 21 to 25 in the middle cars, and 25 to 35 toward the back. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027303\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027303\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00581-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The train cars for the first-ever speed dating event aboard BART is decorated with Valentine’s messages on Friday, Feb. 14, 2025. More than 200 people, ages 18–35, RSVP’d to this exclusive event that sold out in 2 hours when tickets went online. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027305\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027305\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_00826-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Raim Arelleno (right) shows his name tag to Isabella Madruga at BART’s ‘Valentraine’ speed dating event on Friday, Feb. 14, 2025. Couples had approximately 10 minutes to get to know each other before rotating around the train car. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027306\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027306\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01031-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The BART ‘Valentraine’ speed dating event was free apart from the roundtrip fee of $7.10 charged to everyone’s Clipper cards on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027310\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027310\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01344-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Miranda, no last name given, of San Francisco, writes a message on a BART valentine card to hand to someone she met at the first-ever BART ‘Valentraine’ event on Friday, Feb. 14, 2025. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027314\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01714-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cfigure id=\"attachment_12027313\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027313\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01692-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">People mingle on the platform after the first-ever BART ‘Valentraine’ event. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_12027315\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027315\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01768-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Valentines Bryan and Ara, no last names given, wait for a northbound train at the Downtown Berkeley Bart station on Friday, Feb. 14, 2025. The couple has been dating for 2 or 3 months and said they were unaware of the BART ‘Valentraine’ speed dating event that was scheduled for the same night. \u003ccite>(David M. Barreda/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12027311\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20250214_Valentraine_DMB_01516-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cem>Feb. 19: This story has been updated to correct Erica Mitchell’s job title and her father’s employment history with BART.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "with-bay-area-transit-crisis-looming-lawmaker-pushes-for-urgent-state-funding",
"title": "With Bay Area Transit Crisis Looming, Lawmakers Push for Urgent State Funding",
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"headTitle": "With Bay Area Transit Crisis Looming, Lawmakers Push for Urgent State Funding | KQED",
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"content": "\u003cp>With Bay Area transit agencies facing a well-advertised but far-from-solved financial catastrophe, state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) are leading an effort to secure $2 billion in state funding to help bus and rail operators avoid \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>The new push for state dollars comes as regional officials have been working for more than a year to craft at least one tax measure for the November 2026 ballot that would raise much-needed money for transit. But there has been no clear consensus on the details, and Wiener said the state needs to step in now to make sure transit operators aren’t forced to make drastic service reductions before voters go to the polls.\u003c/p>\n\u003cp>Four of the region’s five busiest transit agencies — Muni, BART, AC Transit and Caltrain — are forecasting combined deficits of more than $800 million in the fiscal year starting July 1, 2026. The financial picture doesn’t get rosier from there, with all of the agencies and many of the 20-plus smaller operators facing continuing deficits indefinitely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco Mayor Daniel Lurie, meanwhile, said \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">service cuts for the city’s Muni transit system\u003c/a> may be inevitable.\u003c/p>\n\u003cp>“We’re in a very dangerous place when it comes to public transportation in the Bay Area,” Wiener said in an interview. “If nothing happens, if we just go with the status quo, Muni, BART, AC Transit and Caltrain will all have to make significant, big, big, big service cuts, and that will be devastating for our recovery and for the region.”\u003c/p>\n\u003cp>Wiener acknowledged that the $2 billion proposal is far from a done deal and that the state’s overall budget picture is likely to shift in coming months because of President Trump’s hostility toward California’s Democratic leadership.\u003c/p>\n\u003cp>“We do have risks from the federal government given the insane person in the White House,” Wiener said. “But we need to take care of business here in California, and it’s not tenable for the state to sit by while major public transportation systems in the Bay Area unravel.”\u003c/p>\n\u003cp>Wiener made his comment as Lurie told the San Francisco Board of Supervisors that, given the city’s larger budget emergency, Muni may not be able to avoid service cuts.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> is working on a plan to close a $50 million budget shortfall in the coming year and faces a dramatically increased gap — $320 million — in fiscal 2026–27.[aside postID=news_12025781 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20231128-Muni-023-JY_qed.jpg']\u003c/p>\n\u003cp>Supervisor Myrna Melgar, who represents District 7 on the city’s west side, used the mayor’s formal monthly appearance before the Board of Supervisors on Tuesday to ask him to address the Muni funding situation.\u003c/p>\n\u003cp>Echoing warnings that San Francisco’s post-pandemic economic recovery will be in jeopardy if Muni slashes service, Melgar asked Lurie if he would “do everything in your power to ensure that we can weather the next couple of years with no service cuts to Muni while we work together on long term solutions for the system.”\u003c/p>\n\u003cp>Lurie acknowledged Muni’s importance to the city and quoted City Controller Ted Egan’s recent remark that “if we don’t have a solvent transit agency, we will never have an economic recovery.”\u003c/p>\n\u003cp>“No one, especially myself, no one wants to see Muni service cuts,” Lurie said. “But the city’s budget crisis is real, and the reality is this is what Muni may need to do to solve the wider budget crisis they’re facing.”\u003c/p>\n\u003cp>In answer to Melgar’s follow-up question about what ideas he had for solving Muni’s funding shortfall, Lurie pointed to his Monday visit to Sacramento to lobby for state transit aid.\u003c/p>\n\u003cp>“I’m doing everything in my power to secure those resources,” Lurie said. “But we need a multipronged approach. It’s almost certain that we will need both local and regional revenue measures on the 2026 ballot to support Muni’s budget, and we’re going to need help with stopgap funding this year. So I’ll continue alongside all of you to advocate for our state officials for help from Sacramento.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "State Sens. Scott Wiener of San Francisco and Jesse Arreguín of Berkeley are seeking $2 billion to help Muni, BART and others avoid drastic service cuts before a planned tax measure can go before voters. ",
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"title": "With Bay Area Transit Crisis Looming, Lawmakers Push for Urgent State Funding | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>With Bay Area transit agencies facing a well-advertised but far-from-solved financial catastrophe, state Sens. Scott Wiener (D–San Francisco) and Jesse Arreguín (D-Berkeley) are leading an effort to secure $2 billion in state funding to help bus and rail operators avoid \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">major service cuts\u003c/a>.\u003c/p>\n\u003cp>The new push for state dollars comes as regional officials have been working for more than a year to craft at least one tax measure for the November 2026 ballot that would raise much-needed money for transit. But there has been no clear consensus on the details, and Wiener said the state needs to step in now to make sure transit operators aren’t forced to make drastic service reductions before voters go to the polls.\u003c/p>\n\u003cp>Four of the region’s five busiest transit agencies — Muni, BART, AC Transit and Caltrain — are forecasting combined deficits of more than $800 million in the fiscal year starting July 1, 2026. The financial picture doesn’t get rosier from there, with all of the agencies and many of the 20-plus smaller operators facing continuing deficits indefinitely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco Mayor Daniel Lurie, meanwhile, said \u003ca href=\"https://www.kqed.org/news/12025781/sf-muni-board-says-not-so-fast-proposed-service-cuts\">service cuts for the city’s Muni transit system\u003c/a> may be inevitable.\u003c/p>\n\u003cp>“We’re in a very dangerous place when it comes to public transportation in the Bay Area,” Wiener said in an interview. “If nothing happens, if we just go with the status quo, Muni, BART, AC Transit and Caltrain will all have to make significant, big, big, big service cuts, and that will be devastating for our recovery and for the region.”\u003c/p>\n\u003cp>Wiener acknowledged that the $2 billion proposal is far from a done deal and that the state’s overall budget picture is likely to shift in coming months because of President Trump’s hostility toward California’s Democratic leadership.\u003c/p>\n\u003cp>“We do have risks from the federal government given the insane person in the White House,” Wiener said. “But we need to take care of business here in California, and it’s not tenable for the state to sit by while major public transportation systems in the Bay Area unravel.”\u003c/p>\n\u003cp>Wiener made his comment as Lurie told the San Francisco Board of Supervisors that, given the city’s larger budget emergency, Muni may not be able to avoid service cuts.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> is working on a plan to close a $50 million budget shortfall in the coming year and faces a dramatically increased gap — $320 million — in fiscal 2026–27.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Supervisor Myrna Melgar, who represents District 7 on the city’s west side, used the mayor’s formal monthly appearance before the Board of Supervisors on Tuesday to ask him to address the Muni funding situation.\u003c/p>\n\u003cp>Echoing warnings that San Francisco’s post-pandemic economic recovery will be in jeopardy if Muni slashes service, Melgar asked Lurie if he would “do everything in your power to ensure that we can weather the next couple of years with no service cuts to Muni while we work together on long term solutions for the system.”\u003c/p>\n\u003cp>Lurie acknowledged Muni’s importance to the city and quoted City Controller Ted Egan’s recent remark that “if we don’t have a solvent transit agency, we will never have an economic recovery.”\u003c/p>\n\u003cp>“No one, especially myself, no one wants to see Muni service cuts,” Lurie said. “But the city’s budget crisis is real, and the reality is this is what Muni may need to do to solve the wider budget crisis they’re facing.”\u003c/p>\n\u003cp>In answer to Melgar’s follow-up question about what ideas he had for solving Muni’s funding shortfall, Lurie pointed to his Monday visit to Sacramento to lobby for state transit aid.\u003c/p>\n\u003cp>“I’m doing everything in my power to secure those resources,” Lurie said. “But we need a multipronged approach. It’s almost certain that we will need both local and regional revenue measures on the 2026 ballot to support Muni’s budget, and we’re going to need help with stopgap funding this year. So I’ll continue alongside all of you to advocate for our state officials for help from Sacramento.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Coyotes have been showing up \u003ca href=\"https://www.kqed.org/news/11799871/bay-curious-coyotes\">just about everywhere\u003c/a> in San Francisco, both in places you might expect them, like \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1cistgk/an_unexpected_first_encounter_of_a_coyote_roaming/\">Golden Gate Park\u003c/a> and \u003ca href=\"https://presidio.gov/about/sustainability/coyotes-in-the-presidio\">the Presidio\u003c/a>, and places where the only natural reaction is a double-take, like \u003ca href=\"https://www.instagram.com/san_francisco_now_/reel/DDq2LxrMDkP/?locale=fr_FR&hl=da\">Chinatown’s Portsmouth Square\u003c/a>.\u003c/p>\n\u003cp>Now, a pair of the bold canids have been spotted in a place where none of their kind had been seen before: exploring a Muni subway tunnel.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency interim chief Julie Kirschbaum told the SFMTA board of directors on Tuesday that two northbound coyotes were observed entering the Central Subway tunnel near Fourth and Bryant streets before dawn on Jan. 27.\u003c/p>\n\u003cp>“Our sweeper train spotted the coyotes as part of the safety preparation to open the subway” for daily service, Kirschbaum said. The train followed the coyotes for more than a mile, all the way to the end of the line at Chinatown’s Rose Pak station. Then, the question was how to get them out of the tunnel.\u003c/p>\n\u003cp>“We contacted Animal Control, but it was a little too early for them” — before 6 a.m. — Kirschbaum said.\u003c/p>\n\u003cp>[aside postID=news_12025781 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/20231128-Muni-023-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The coyotes solved the problem themselves, heading back south past the Union Square and Yerba Buena stops and back out of the tunnel on Fourth Street.\u003c/p>\n\u003cp>It was a happy ending, Kirschbaum said, with Central Subway service opening for the day without delays.\u003c/p>\n\u003cp>San Francisco Animal Care and Control logs hundreds of reports of coyote encounters every year, ranging from simple sightings to \u003ca href=\"https://www.kqed.org/news/12006902/sf-pet-owners-on-edge-after-3-dogs-killed-by-coyotes-crissy-field\" target=\"_blank\" rel=\"noopener\">attacks on pets\u003c/a> and, rarely, \u003ca href=\"https://www.sfchronicle.com/bayarea/article/coyote-attack-san-francisco-botanical-garden-19550535.php\">humans\u003c/a>.\u003c/p>\n\u003cp>Animal care officials have estimated there are 100 coyotes living within the city limits, and UC Berkeley researchers, who analyzed a decade’s worth of city data, \u003ca href=\"https://besjournals.onlinelibrary.wiley.com/doi/full/10.1002/pan3.10549\">have found \u003c/a>that dogs were involved in 79% of San Francisco residents’ reports of conflicts with the wild canids.\u003c/p>\n\u003cp>Animal Care and Control has \u003ca href=\"https://www.sfanimalcare.org/living-with-urban-wildlife/coyote-sightings/\">published advice \u003c/a>for residents on how to handle coyote encounters — starting with the recommendation to walk away from the animals when you see them. The department also encourages residents \u003ca href=\"https://www.sfanimalcare.org/report-a-coyote-sighting/\">to report their coyote sightings\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "An early morning Muni crew encountered a pair of the wild canids exploring the Central Subway tunnel all the way to Chinatown last week, the SFMTA chief said.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Coyotes have been showing up \u003ca href=\"https://www.kqed.org/news/11799871/bay-curious-coyotes\">just about everywhere\u003c/a> in San Francisco, both in places you might expect them, like \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1cistgk/an_unexpected_first_encounter_of_a_coyote_roaming/\">Golden Gate Park\u003c/a> and \u003ca href=\"https://presidio.gov/about/sustainability/coyotes-in-the-presidio\">the Presidio\u003c/a>, and places where the only natural reaction is a double-take, like \u003ca href=\"https://www.instagram.com/san_francisco_now_/reel/DDq2LxrMDkP/?locale=fr_FR&hl=da\">Chinatown’s Portsmouth Square\u003c/a>.\u003c/p>\n\u003cp>Now, a pair of the bold canids have been spotted in a place where none of their kind had been seen before: exploring a Muni subway tunnel.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>San Francisco Municipal Transportation Agency interim chief Julie Kirschbaum told the SFMTA board of directors on Tuesday that two northbound coyotes were observed entering the Central Subway tunnel near Fourth and Bryant streets before dawn on Jan. 27.\u003c/p>\n\u003cp>“Our sweeper train spotted the coyotes as part of the safety preparation to open the subway” for daily service, Kirschbaum said. The train followed the coyotes for more than a mile, all the way to the end of the line at Chinatown’s Rose Pak station. Then, the question was how to get them out of the tunnel.\u003c/p>\n\u003cp>“We contacted Animal Control, but it was a little too early for them” — before 6 a.m. — Kirschbaum said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The coyotes solved the problem themselves, heading back south past the Union Square and Yerba Buena stops and back out of the tunnel on Fourth Street.\u003c/p>\n\u003cp>It was a happy ending, Kirschbaum said, with Central Subway service opening for the day without delays.\u003c/p>\n\u003cp>San Francisco Animal Care and Control logs hundreds of reports of coyote encounters every year, ranging from simple sightings to \u003ca href=\"https://www.kqed.org/news/12006902/sf-pet-owners-on-edge-after-3-dogs-killed-by-coyotes-crissy-field\" target=\"_blank\" rel=\"noopener\">attacks on pets\u003c/a> and, rarely, \u003ca href=\"https://www.sfchronicle.com/bayarea/article/coyote-attack-san-francisco-botanical-garden-19550535.php\">humans\u003c/a>.\u003c/p>\n\u003cp>Animal care officials have estimated there are 100 coyotes living within the city limits, and UC Berkeley researchers, who analyzed a decade’s worth of city data, \u003ca href=\"https://besjournals.onlinelibrary.wiley.com/doi/full/10.1002/pan3.10549\">have found \u003c/a>that dogs were involved in 79% of San Francisco residents’ reports of conflicts with the wild canids.\u003c/p>\n\u003cp>Animal Care and Control has \u003ca href=\"https://www.sfanimalcare.org/living-with-urban-wildlife/coyote-sightings/\">published advice \u003c/a>for residents on how to handle coyote encounters — starting with the recommendation to walk away from the animals when you see them. The department also encourages residents \u003ca href=\"https://www.sfanimalcare.org/report-a-coyote-sighting/\">to report their coyote sightings\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF Muni Board Says Not So Fast to Proposed Service Cuts",
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"content": "\u003cp>The board that oversees San Francisco’s Muni transit system said it wants the agency to find ways other than \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">cutting bus and train service\u003c/a> to reduce the $50 million shortfall it faces in the coming fiscal year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> staff came to Tuesday’s board of directors meeting expecting a discussion of the proposed cuts. Instead, board members told them cuts would be a mistake that would harm riders in the short term, undermine the city’s effort to revitalize downtown and make it tougher to persuade voters to support planned ballot measures next year that would raise taxes to support transit.\u003c/p>\n\u003cp>Transit planners presented three scenarios for service reductions this summer that would trim the fiscal 2025–26 deficit by $15 million.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The options included suspending some of Muni’s lower ridership routes, reducing the frequency and operating hours of bus and train lines, or a hybrid scenario of line suspensions and frequency reductions coupled with increased service on the lines used most by transit-dependent riders.\u003c/p>\n\u003cp>Director Steve Heminger said that even though the proposals had been presented as choices, “the choices are ‘cut transit service, cut transit service and cut transit service.’ I think we need a couple of options that don’t involve cutting transit service.”\u003c/p>\n\u003cfigure id=\"attachment_12014596\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014596\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-800x556.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1536x1068.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1920x1335.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a San Francisco MUNI bus on March 7, 2007. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Heminger said the SFMTA should consider dipping into its $140 million reserve fund for the $15 million the agency would otherwise save through service cuts.\u003c/p>\n\u003cp>He also suggested the SFMTA look at other parts of the agency, which regulates parking and street-safety projects, among other activities, to find the other $35 million it needs to balance its budget next year.\u003c/p>\n\u003cp>The SFMTA has said its budget trouble is partly due to a continuing decline in parking revenue. The agency has already considered raising hourly parking rates, extending meter hours and charging more for residential parking permits — politically unpopular moves that have \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#s-f-just-ditched-a-plan-for-longer-parking-meter-hours-or-did-it\">drawn opposition\u003c/a> from members of the Board of Supervisors.\u003c/p>\n\u003cp>[aside postID=news_12024819 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/015_KQED_16thStreetStationOakland_02162022_qed-1-1020x680.jpg']\u003c/p>\n\u003cp>But Heminger said transit service cuts could be politically costly, too, as Muni joins with other Bay Area transit operators and officials to craft at least one ballot measure next year that would raise taxes to help pay for transit operating expenses and improve service regionwide.\u003c/p>\n\u003cp>“We’re going to need partners at the ballot box in the not-too-distant future,” Heminger said. “That’s for Muni as well as Caltrain and BART and everybody and their brother. … I would be very leery of reducing service in the face of that and perhaps provoking a reaction from the public that is not going to help us pass those measures.”\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s interim executive director, promised to come back to the board with alternatives to the Muni service cuts. She said that with future annual deficits \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">forecast to soar above $300 million\u003c/a>, virtually every aspect of the agency’s budget is already under scrutiny.\u003c/p>\n\u003cp>“We’re looking at every contract, we’re looking at all of our positions, we are looking at any capital projects that could potentially be deferred or redefined to bring you choices,” Kirschbaum said.\u003c/p>\n\u003cp>An initiative to collect more bus and train revenue by stepping up fare inspections has been successful and enabled Muni to meet this year’s budget targets, Kirschbaum said. She added that the SFMTA is bringing on 28 new parking control officers, already included in the current budget, and considering a range of new pricing and enforcement strategies to increase revenue.\u003c/p>\n\u003cp>“So we’re stretching everything to try to meet this challenge,” Kirschbaum said.\u003c/p>\n\u003cp>The SFMTA board will get its next look at budget proposals on Feb. 18. The transportation agency hopes to settle on a plan for budget reductions by the end of next month.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The board that oversees San Francisco’s Muni transit system said it wants the agency to find ways other than \u003ca href=\"https://www.kqed.org/news/12021178/sf-muni-reducing-bus-light-rail-service-amid-fiscal-crisis-more-cuts-loom\">cutting bus and train service\u003c/a> to reduce the $50 million shortfall it faces in the coming fiscal year.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> staff came to Tuesday’s board of directors meeting expecting a discussion of the proposed cuts. Instead, board members told them cuts would be a mistake that would harm riders in the short term, undermine the city’s effort to revitalize downtown and make it tougher to persuade voters to support planned ballot measures next year that would raise taxes to support transit.\u003c/p>\n\u003cp>Transit planners presented three scenarios for service reductions this summer that would trim the fiscal 2025–26 deficit by $15 million.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The options included suspending some of Muni’s lower ridership routes, reducing the frequency and operating hours of bus and train lines, or a hybrid scenario of line suspensions and frequency reductions coupled with increased service on the lines used most by transit-dependent riders.\u003c/p>\n\u003cp>Director Steve Heminger said that even though the proposals had been presented as choices, “the choices are ‘cut transit service, cut transit service and cut transit service.’ I think we need a couple of options that don’t involve cutting transit service.”\u003c/p>\n\u003cfigure id=\"attachment_12014596\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014596\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg\" alt=\"\" width=\"2000\" height=\"1391\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-800x556.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1536x1068.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1920x1335.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Passengers board a San Francisco MUNI bus on March 7, 2007. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Heminger said the SFMTA should consider dipping into its $140 million reserve fund for the $15 million the agency would otherwise save through service cuts.\u003c/p>\n\u003cp>He also suggested the SFMTA look at other parts of the agency, which regulates parking and street-safety projects, among other activities, to find the other $35 million it needs to balance its budget next year.\u003c/p>\n\u003cp>The SFMTA has said its budget trouble is partly due to a continuing decline in parking revenue. The agency has already considered raising hourly parking rates, extending meter hours and charging more for residential parking permits — politically unpopular moves that have \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#s-f-just-ditched-a-plan-for-longer-parking-meter-hours-or-did-it\">drawn opposition\u003c/a> from members of the Board of Supervisors.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But Heminger said transit service cuts could be politically costly, too, as Muni joins with other Bay Area transit operators and officials to craft at least one ballot measure next year that would raise taxes to help pay for transit operating expenses and improve service regionwide.\u003c/p>\n\u003cp>“We’re going to need partners at the ballot box in the not-too-distant future,” Heminger said. “That’s for Muni as well as Caltrain and BART and everybody and their brother. … I would be very leery of reducing service in the face of that and perhaps provoking a reaction from the public that is not going to help us pass those measures.”\u003c/p>\n\u003cp>Julie Kirschbaum, the SFMTA’s interim executive director, promised to come back to the board with alternatives to the Muni service cuts. She said that with future annual deficits \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">forecast to soar above $300 million\u003c/a>, virtually every aspect of the agency’s budget is already under scrutiny.\u003c/p>\n\u003cp>“We’re looking at every contract, we’re looking at all of our positions, we are looking at any capital projects that could potentially be deferred or redefined to bring you choices,” Kirschbaum said.\u003c/p>\n\u003cp>An initiative to collect more bus and train revenue by stepping up fare inspections has been successful and enabled Muni to meet this year’s budget targets, Kirschbaum said. She added that the SFMTA is bringing on 28 new parking control officers, already included in the current budget, and considering a range of new pricing and enforcement strategies to increase revenue.\u003c/p>\n\u003cp>“So we’re stretching everything to try to meet this challenge,” Kirschbaum said.\u003c/p>\n\u003cp>The SFMTA board will get its next look at budget proposals on Feb. 18. The transportation agency hopes to settle on a plan for budget reductions by the end of next month.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The first thing that aroused Marcy Chapman’s suspicions was just how fast the red curb popped up across the street from her house.\u003c/p>\n\u003cp>“It happened overnight,” said Chapman, a San Francisco Richmond district resident. “We woke up, and all the right-hand turns in the neighborhood for a few blocks had been done.”\u003c/p>\n\u003cp>There were a few other things that also looked off, said Chapman. The paint seemed brighter than normal, and it was longer than a typical red curb — around 35 feet long by some estimates \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">online\u003c/a> and by neighbors.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#A\">Jump straight to: What does the law say about painting curbs?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Chapman, like many of her neighbors, thought the city had painted the curbs — which now even bore the yellow SFMTA stencil — to comply with \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">the state’s daylighting law\u003c/a> that went into effect this year, which prevents drivers from parking within 20 feet of a pedestrian crosswalk.\u003c/p>\n\u003cp>But it turns out that all of it — the red paint, the yellow stencil — was fake. Chapman found out after seeing a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">Reddit post\u003c/a> written by one of her own neighbors, who was more suspicious of the curbs’ origins and had written to SFMTA to query it. The agency replied, confirming they hadn’t, in fact, painted them.\u003c/p>\n\u003cp>“So, yeah, they totally fooled me,” Chapman admitted.\u003c/p>\n\u003cfigure id=\"attachment_12025128\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025128\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a ‘no parking’ area near a crosswalk on San Carlos Street in San Francisco on Dec. 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The newly-red curbs around Chapman’s house weren’t an isolated incident. In a statement to KQED, a spokesperson for SFMTA said that the agency is aware of several locations where red zones were painted — illegally — by an unknown source, including on 18th and 19th avenues along Balboa Street, and at least one other spot on Cabrillo Street. Residents of the Richmond District told KQED the episode has left them feeling confused, unsure of how to tell a real red curb from a fake one — and where they can actually park.\u003c/p>\n\u003cp>“ I want to follow the rules, right?” said Richmond resident Dani Islas. “But if they’re fake, how is someone supposed to know that — if they’re real or not?”\u003c/p>\n\u003ch2>‘A professional job’ causes confusion\u003c/h2>\n\u003cp>Typically, the painted SFMTA stencil on colored city curbs is seen as a way to distinguish a legitimate colored curb from an imposter. But local paint experts said the look-alike was almost identical.\u003c/p>\n\u003cp>“The yellow is dead on,” said Fabrice McKarty, a sales attendant at a local Benjamin Moore paint store, as he flipped through a catalog of colors.\u003c/p>\n\u003cp>“They did their research. It looks like a professional job.”\u003c/p>\n\u003cp>“I think anybody could mistake it for being an official one,” said McKarty. But unfortunately, he said, painting a curb this way would be fairly easy, taking as little as 20 minutes with materials that are accessible at any local paint store.\u003c/p>\n\u003cfigure id=\"attachment_12025207\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025207\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg\" alt=\"\" width=\"1920\" height=\"1330\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1020x707.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1536x1064.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A curb at the intersection of 19th Avenue and Balboa Street in San Francisco’s Richmond District. The curb had previously been painted red by an unknown source but was soon repainted by the city (as shown here). \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Parking wars in San Francisco are nothing new. Any resident has witnessed the train of cars following a street sweeper on street cleaning day — or seen orange traffic cones laid out in front of a house, safeguarding their owner’s favorite spot. But to residents of the Richmond District, this stunt — which eliminated multiple parking spots but also “saved them” for no one — was puzzling, if not angering.\u003c/p>\n\u003cp>“Every parking space is so precious around here, so people were pretty upset about that,” said Graciela Ronconi, a local store owner.\u003c/p>\n\u003cp>Others couldn’t help but see it as a rogue attempt by someone to \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">enforce California’s new daylighting law\u003c/a> — or to otherwise increase visibility on the streets in the name of driver and pedestrian safety. “There’s another corner down the street that doesn’t have a stop sign, and there are wrecks constantly. So I understand by adding the red, maybe we’re not going to have as many wrecks,” said Marcy Chapman.\u003c/p>\n\u003ch2>\u003ca id=\"A\">\u003c/a>What does the law say about painting curbs?\u003c/h2>\n\u003cp>While some cities have begun to remove parking spots, pull out meters, paint curbs red or otherwise fill daylighting spots, they don’t actually have to do so under the law, and like other municipalities around the state, San Francisco is \u003ca href=\"https://www.kqed.org/news/12019725/#got-ticket-no-red-curb\">not painting all curbs within 20 feet of an intersection red\u003c/a>. But starting in March, drivers in the city can still get a ticket for parking within that space regardless and are expected to observe daylighting rules even in the absence of any painted curb or signage warning them.[aside label=\"Related Stories\" postID=\"news_12019725,news_12020559,news_12010882\"]When it comes to residents taking matters into their own hands, \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">SFMTA is clear: Painting curbs yourself is illegal\u003c/a>. SFMTA says that if a member of the public suspects a curb has been painted illegally, they should \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">call 311 or make a report at sf.gov\u003c/a>.\u003c/p>\n\u003cp>When asked if SFMTA was conducting an investigation into who painted the Richmond curbs red — or if there had been any motive or suspect identified — SFMTA spokesperson Michael Roccaforte would not “disclose that information,” adding that the agency’s “resources are stretched thin” and that “unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff.”\u003c/p>\n\u003cp>Proposals by the city to officially change or add color curbs go through a \u003ca href=\"https://www.sfmta.com/committees/color-curb-hearings\">formal public process\u003c/a>. San Francisco residents are allowed to \u003ca href=\"https://www.sfmta.com/driveway-red-zones\">request red zones\u003c/a> next to their driveways to provide additional clearance for vehicles accessing off-street parking.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The first thing that aroused Marcy Chapman’s suspicions was just how fast the red curb popped up across the street from her house.\u003c/p>\n\u003cp>“It happened overnight,” said Chapman, a San Francisco Richmond district resident. “We woke up, and all the right-hand turns in the neighborhood for a few blocks had been done.”\u003c/p>\n\u003cp>There were a few other things that also looked off, said Chapman. The paint seemed brighter than normal, and it was longer than a typical red curb — around 35 feet long by some estimates \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">online\u003c/a> and by neighbors.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>\u003ca href=\"#A\">Jump straight to: What does the law say about painting curbs?\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>Chapman, like many of her neighbors, thought the city had painted the curbs — which now even bore the yellow SFMTA stencil — to comply with \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">the state’s daylighting law\u003c/a> that went into effect this year, which prevents drivers from parking within 20 feet of a pedestrian crosswalk.\u003c/p>\n\u003cp>But it turns out that all of it — the red paint, the yellow stencil — was fake. Chapman found out after seeing a \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1i7kn2y/fake_daylighting_curb_paint_in_richmond_district/?rdt=60589\">Reddit post\u003c/a> written by one of her own neighbors, who was more suspicious of the curbs’ origins and had written to SFMTA to query it. The agency replied, confirming they hadn’t, in fact, painted them.\u003c/p>\n\u003cp>“So, yeah, they totally fooled me,” Chapman admitted.\u003c/p>\n\u003cfigure id=\"attachment_12025128\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025128\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/241217-DaylightingLaws-01-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A red curb indicates a ‘no parking’ area near a crosswalk on San Carlos Street in San Francisco on Dec. 17, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The newly-red curbs around Chapman’s house weren’t an isolated incident. In a statement to KQED, a spokesperson for SFMTA said that the agency is aware of several locations where red zones were painted — illegally — by an unknown source, including on 18th and 19th avenues along Balboa Street, and at least one other spot on Cabrillo Street. Residents of the Richmond District told KQED the episode has left them feeling confused, unsure of how to tell a real red curb from a fake one — and where they can actually park.\u003c/p>\n\u003cp>“ I want to follow the rules, right?” said Richmond resident Dani Islas. “But if they’re fake, how is someone supposed to know that — if they’re real or not?”\u003c/p>\n\u003ch2>‘A professional job’ causes confusion\u003c/h2>\n\u003cp>Typically, the painted SFMTA stencil on colored city curbs is seen as a way to distinguish a legitimate colored curb from an imposter. But local paint experts said the look-alike was almost identical.\u003c/p>\n\u003cp>“The yellow is dead on,” said Fabrice McKarty, a sales attendant at a local Benjamin Moore paint store, as he flipped through a catalog of colors.\u003c/p>\n\u003cp>“They did their research. It looks like a professional job.”\u003c/p>\n\u003cp>“I think anybody could mistake it for being an official one,” said McKarty. But unfortunately, he said, painting a curb this way would be fairly easy, taking as little as 20 minutes with materials that are accessible at any local paint store.\u003c/p>\n\u003cfigure id=\"attachment_12025207\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12025207\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg\" alt=\"\" width=\"1920\" height=\"1330\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-800x554.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1020x707.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-160x111.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/02/IMG_5889-2-scaled-e1738366873752-1536x1064.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">A curb at the intersection of 19th Avenue and Balboa Street in San Francisco’s Richmond District. The curb had previously been painted red by an unknown source but was soon repainted by the city (as shown here). \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Parking wars in San Francisco are nothing new. Any resident has witnessed the train of cars following a street sweeper on street cleaning day — or seen orange traffic cones laid out in front of a house, safeguarding their owner’s favorite spot. But to residents of the Richmond District, this stunt — which eliminated multiple parking spots but also “saved them” for no one — was puzzling, if not angering.\u003c/p>\n\u003cp>“Every parking space is so precious around here, so people were pretty upset about that,” said Graciela Ronconi, a local store owner.\u003c/p>\n\u003cp>Others couldn’t help but see it as a rogue attempt by someone to \u003ca href=\"https://www.kqed.org/news/12019725/daylighting-laws-will-be-enforced-in-the-bay-area-in-2025-heres-how-to-avoid-a-ticket\">enforce California’s new daylighting law\u003c/a> — or to otherwise increase visibility on the streets in the name of driver and pedestrian safety. “There’s another corner down the street that doesn’t have a stop sign, and there are wrecks constantly. So I understand by adding the red, maybe we’re not going to have as many wrecks,” said Marcy Chapman.\u003c/p>\n\u003ch2>\u003ca id=\"A\">\u003c/a>What does the law say about painting curbs?\u003c/h2>\n\u003cp>While some cities have begun to remove parking spots, pull out meters, paint curbs red or otherwise fill daylighting spots, they don’t actually have to do so under the law, and like other municipalities around the state, San Francisco is \u003ca href=\"https://www.kqed.org/news/12019725/#got-ticket-no-red-curb\">not painting all curbs within 20 feet of an intersection red\u003c/a>. But starting in March, drivers in the city can still get a ticket for parking within that space regardless and are expected to observe daylighting rules even in the absence of any painted curb or signage warning them.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>When it comes to residents taking matters into their own hands, \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">SFMTA is clear: Painting curbs yourself is illegal\u003c/a>. SFMTA says that if a member of the public suspects a curb has been painted illegally, they should \u003ca href=\"https://www.sf.gov/report-illegal-color-curb-painting\">call 311 or make a report at sf.gov\u003c/a>.\u003c/p>\n\u003cp>When asked if SFMTA was conducting an investigation into who painted the Richmond curbs red — or if there had been any motive or suspect identified — SFMTA spokesperson Michael Roccaforte would not “disclose that information,” adding that the agency’s “resources are stretched thin” and that “unauthorized tampering with curb space causes a lot of confusion and headaches for both residents and our staff.”\u003c/p>\n\u003cp>Proposals by the city to officially change or add color curbs go through a \u003ca href=\"https://www.sfmta.com/committees/color-curb-hearings\">formal public process\u003c/a>. San Francisco residents are allowed to \u003ca href=\"https://www.sfmta.com/driveway-red-zones\">request red zones\u003c/a> next to their driveways to provide additional clearance for vehicles accessing off-street parking.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Advocates say West Oakland’s once-bustling, now decrepit \u003ca href=\"https://www.kqed.org/news/12014677/advocates-historic-oakland-train-station-fallen-disrepair-eye-lifeline\">Southern Pacific 16th Street Train Station\u003c/a> is finally getting the recognition it deserves.\u003c/p>\n\u003cp>Added to the National Register of Historic Places on Jan. 21, the station is recognized for its role in transportation, architecture and its connection to C.L. Dellums, an influential figure in the Brotherhood of Sleeping Car Porters, the nation’s first Black union.\u003c/p>\n\u003cp>Once hailed as the “\u003ca href=\"https://www.kqed.org/news/11910890/how-oaklands-16th-street-train-station-helped-build-west-oakland-and-the-modern-civil-rights-movement\">Grand Central Station of the West\u003c/a>,” the station has languished in disrepair since the 1989 Loma Prieta earthquake forced its closure. Advocates, long seeking funding, hope its new historic designation will spur action before it’s too late.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“ I am ecstatic,” said Feleciai Favroth, treasurer of the Oakland Heritage Alliance, which submitted the station’s nomination.“ This could be the key to make the station a viable rehab project.”\u003c/p>\n\u003cp>Beyond recognition, the listing makes the station eligible for a 20% federal income tax credit for restoration costs. Similar incentives have helped revive \u003ca href=\"https://ohp.parks.ca.gov/?page_id=29847\">Bay Area landmarks\u003c/a> such as Oakland’s Fox Theater and Richmond’s Ford Assembly Plant.\u003c/p>\n\u003cfigure id=\"attachment_12024827\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12024827 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Weeds grow through cracks in the pavement near the 16th Street Station Signal Tower in West Oakland on Feb.16, 2022. From its website: The Signal Tower, which is still on site, served as the train traffic controller. It was built in 1913 and was twice the size of most signal towers of its age. The base is made of concrete rather than wood, another unusual feature. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ The bottom line of the tax credit is it just makes things much more financially feasible and attractive for developers,” said Kara Brunzell, an architectural historian who worked on the nomination for the station.\u003c/p>\n\u003cp>Although this is a moment to celebrate, Favroth acknowledges the challenge remains: securing funding for the station’s $50 million seismic retrofit and restoration costs.\u003c/p>\n\u003cp>“ Just because we’re on the registry doesn’t mean the station is saved,” Favroth said.\u003c/p>\n\u003cp>[aside postID=news_11910890 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/16thStreetStationOakland_02162022-qut-672x372.jpg']\u003c/p>\n\u003cp>Despite multiple owners over the decades, none have secured the funds necessary to restore the station. The current owner, City Ventures, has a pending application with the city of Oakland to build a 77-unit townhome-style development, “Signal House,” around the site.\u003c/p>\n\u003cp>Under review since May 2023, the proposal excludes station rehabilitation. City Ventures has hired OE Consulting firm to explore fundraising for repairs.\u003c/p>\n\u003cp>In previous interviews, OE Consulting told KQED it was searching for an “anchor funder,” someone to underwrite a starter amount of money to jumpstart the station’s rehabilitation, who would also agree on letting the community decide what the use case for a reimagined 16th Street Station would be.\u003c/p>\n\u003cp>Favroth said the Oakland Heritage Alliance is now focused on securing funding for a feasibility study on the station’s potential.\u003c/p>\n\u003cp>“ So you have to do something that’s financially viable because that’s the big thing nowadays with historical preservation. ‘Can the asset financially sustain itself?’” Favroth said.\u003c/p>\n\u003cfigure id=\"attachment_11911066\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911066\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/58195sp-2-scaled-e1738284345467.jpg\" alt=\"\" width=\"2000\" height=\"1470\">\u003cfigcaption class=\"wp-caption-text\">A 1915 photo shows the elevated tracks at the rear of the 16th Street Station. \u003ccite>(Western Railway Museum Archives)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proposed ideas include an event venue, offices, a technology hub and a business incubator.\u003c/p>\n\u003cp>Brunzell said the station is of “the highest level of architectural and historical significance,” adding that it’s rare to have one structure that encompasses so many different kinds of history.\u003c/p>\n\u003cp>“ It’s akin to Grand Central Station in its grandeur and its solidity,” Brunzell said of the structure, which opened in 1912 and was designed in the Beaux Arts style by renowned architect Jarvis Hunt. “ I don’t think you have to be an architectural historian to just observe the beauty of that building.”\u003c/p>\n\u003cp>[aside postID=news_12024586 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-36-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>Brunzell noted the station’s significance as a key hub for both local and long-distance trains at a time when rail travel was the primary means of transportation.\u003c/p>\n\u003cp>“ You could come into the station from distant parts on the Southern Pacific, get off on the ground floor, walk upstairs and get on a local streetcar to take you to your hotel. That was really important and unusual for the time,” Brunzell said.\u003c/p>\n\u003cp>The station is also one of the first to be designated under a new category that recognizes the history of African Americans in California. Favroth said she was inspired to work on the campaign to save the 16th Street Station because of its importance to her family and the local Black community.\u003c/p>\n\u003cp>Favroth added like many African Americans, her aunts passed through the station when they migrated to Oakland from Louisiana in the 1940s.\u003c/p>\n\u003cp>“ I wanted to be able to honor their history and their memory,” Favroth said. “And this station has a strong tie to our history.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Advocates say West Oakland’s once-bustling, now decrepit \u003ca href=\"https://www.kqed.org/news/12014677/advocates-historic-oakland-train-station-fallen-disrepair-eye-lifeline\">Southern Pacific 16th Street Train Station\u003c/a> is finally getting the recognition it deserves.\u003c/p>\n\u003cp>Added to the National Register of Historic Places on Jan. 21, the station is recognized for its role in transportation, architecture and its connection to C.L. Dellums, an influential figure in the Brotherhood of Sleeping Car Porters, the nation’s first Black union.\u003c/p>\n\u003cp>Once hailed as the “\u003ca href=\"https://www.kqed.org/news/11910890/how-oaklands-16th-street-train-station-helped-build-west-oakland-and-the-modern-civil-rights-movement\">Grand Central Station of the West\u003c/a>,” the station has languished in disrepair since the 1989 Loma Prieta earthquake forced its closure. Advocates, long seeking funding, hope its new historic designation will spur action before it’s too late.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“ I am ecstatic,” said Feleciai Favroth, treasurer of the Oakland Heritage Alliance, which submitted the station’s nomination.“ This could be the key to make the station a viable rehab project.”\u003c/p>\n\u003cp>Beyond recognition, the listing makes the station eligible for a 20% federal income tax credit for restoration costs. Similar incentives have helped revive \u003ca href=\"https://ohp.parks.ca.gov/?page_id=29847\">Bay Area landmarks\u003c/a> such as Oakland’s Fox Theater and Richmond’s Ford Assembly Plant.\u003c/p>\n\u003cfigure id=\"attachment_12024827\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12024827 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/004_KQED_16thStreetStationOakland_02162022_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Weeds grow through cracks in the pavement near the 16th Street Station Signal Tower in West Oakland on Feb.16, 2022. From its website: The Signal Tower, which is still on site, served as the train traffic controller. It was built in 1913 and was twice the size of most signal towers of its age. The base is made of concrete rather than wood, another unusual feature. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“ The bottom line of the tax credit is it just makes things much more financially feasible and attractive for developers,” said Kara Brunzell, an architectural historian who worked on the nomination for the station.\u003c/p>\n\u003cp>Although this is a moment to celebrate, Favroth acknowledges the challenge remains: securing funding for the station’s $50 million seismic retrofit and restoration costs.\u003c/p>\n\u003cp>“ Just because we’re on the registry doesn’t mean the station is saved,” Favroth said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Despite multiple owners over the decades, none have secured the funds necessary to restore the station. The current owner, City Ventures, has a pending application with the city of Oakland to build a 77-unit townhome-style development, “Signal House,” around the site.\u003c/p>\n\u003cp>Under review since May 2023, the proposal excludes station rehabilitation. City Ventures has hired OE Consulting firm to explore fundraising for repairs.\u003c/p>\n\u003cp>In previous interviews, OE Consulting told KQED it was searching for an “anchor funder,” someone to underwrite a starter amount of money to jumpstart the station’s rehabilitation, who would also agree on letting the community decide what the use case for a reimagined 16th Street Station would be.\u003c/p>\n\u003cp>Favroth said the Oakland Heritage Alliance is now focused on securing funding for a feasibility study on the station’s potential.\u003c/p>\n\u003cp>“ So you have to do something that’s financially viable because that’s the big thing nowadays with historical preservation. ‘Can the asset financially sustain itself?’” Favroth said.\u003c/p>\n\u003cfigure id=\"attachment_11911066\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11911066\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/58195sp-2-scaled-e1738284345467.jpg\" alt=\"\" width=\"2000\" height=\"1470\">\u003cfigcaption class=\"wp-caption-text\">A 1915 photo shows the elevated tracks at the rear of the 16th Street Station. \u003ccite>(Western Railway Museum Archives)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Proposed ideas include an event venue, offices, a technology hub and a business incubator.\u003c/p>\n\u003cp>Brunzell said the station is of “the highest level of architectural and historical significance,” adding that it’s rare to have one structure that encompasses so many different kinds of history.\u003c/p>\n\u003cp>“ It’s akin to Grand Central Station in its grandeur and its solidity,” Brunzell said of the structure, which opened in 1912 and was designed in the Beaux Arts style by renowned architect Jarvis Hunt. “ I don’t think you have to be an architectural historian to just observe the beauty of that building.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Brunzell noted the station’s significance as a key hub for both local and long-distance trains at a time when rail travel was the primary means of transportation.\u003c/p>\n\u003cp>“ You could come into the station from distant parts on the Southern Pacific, get off on the ground floor, walk upstairs and get on a local streetcar to take you to your hotel. That was really important and unusual for the time,” Brunzell said.\u003c/p>\n\u003cp>The station is also one of the first to be designated under a new category that recognizes the history of African Americans in California. Favroth said she was inspired to work on the campaign to save the 16th Street Station because of its importance to her family and the local Black community.\u003c/p>\n\u003cp>Favroth added like many African Americans, her aunts passed through the station when they migrated to Oakland from Louisiana in the 1940s.\u003c/p>\n\u003cp>“ I wanted to be able to honor their history and their memory,” Favroth said. “And this station has a strong tie to our history.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF's Valencia Bike Lane Remodel Set to Begin February After Appeal Rejected",
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"content": "\u003cp>After more than a year of unrest over a controversial bike lane project on a section of \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">Valencia Street\u003c/a> in San Francisco’s Mission District, the city’s Municipal Transportation Agency is once again making changes in an attempt to improve safety, boost business and ease travel.\u003c/p>\n\u003cp>Work to relocate Valencia Street’s bike lane from the center to the curb will begin on Feb. 10 after the city’s Board of Supervisors unanimously rejected a community group’s appeal for a more thorough environmental review. The vote cleared the final obstacle for the MTA to move forward with the Mid-Valencia Curbside Protected Bikeway Project, a reversal planned since last summer.\u003c/p>\n\u003cp>VAMANOS, a collective of Valencia Street merchants, \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13615680&GUID=BB1C3C7B-11DE-4C1B-8CF7-B3448DD3D8F3\">appealed the project’s approval\u003c/a>, arguing that the San Francisco Planning Department wrongly granted it a statutory exemption under the California Environmental Quality Act (CEQA). The group demanded a full Environmental Impact Report.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>[aside postID=news_12021178 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>After more than a year of unrest over a controversial bike lane project on a section of \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">Valencia Street\u003c/a> in San Francisco’s Mission District, the city’s Municipal Transportation Agency is once again making changes in an attempt to improve safety, boost business and ease travel.\u003c/p>\n\u003cp>Work to relocate Valencia Street’s bike lane from the center to the curb will begin on Feb. 10 after the city’s Board of Supervisors unanimously rejected a community group’s appeal for a more thorough environmental review. The vote cleared the final obstacle for the MTA to move forward with the Mid-Valencia Curbside Protected Bikeway Project, a reversal planned since last summer.\u003c/p>\n\u003cp>VAMANOS, a collective of Valencia Street merchants, \u003ca href=\"https://sfgov.legistar.com/View.ashx?M=F&ID=13615680&GUID=BB1C3C7B-11DE-4C1B-8CF7-B3448DD3D8F3\">appealed the project’s approval\u003c/a>, arguing that the San Francisco Planning Department wrongly granted it a statutory exemption under the California Environmental Quality Act (CEQA). The group demanded a full Environmental Impact Report.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s no discussion of what the implications of the project will entail to the commercial corridor and its historic value,” said Julio Ramos, an attorney for VAMANOS.\u003c/p>\n\u003cp>The appeal claimed that the project overlooked its impact on the neighborhood’s historic character and failed to address how reducing parking could worsen air pollution, among other concerns.\u003c/p>\n\u003cfigure id=\"attachment_12014768\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12014768\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/230922-ValenciaBikeway-003-BL_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides on the Valencia Street bike lane in San Francisco’s Mission District on Sept. 22, 2023. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>San Francisco Planning Department officials defended their decision, citing the law’s exemption for projects that “implement pedestrian and bicycle facilities that improve safety, access, or mobility.”\u003c/p>\n\u003cp>“This statutory exemption was created to streamline environmental review under CEQA for public transportation and bike and pedestrian infrastructure projects that reduce car dependency,” said Jennifer McKellar, an environmental planner with the SF Planning Department.\u003c/p>\n\u003cp>The Board of Supervisors’ decision to move forward with the project ushers in another era of dramatic change for the corridor. In \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">August 2023\u003c/a>, the SFMTA began a one-year pilot of a center-running bike lane on Valencia between 15th and 23rd streets, designed to improve traffic safety, business access and the local economy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The project faced strong opposition from some cyclists and local businesses, who claimed the design was unsafe, confusing, and discouraged customers. In response, the SFMTA is moving forward with a curbside protected bikeway featuring a novel design with both floating and non-floating parklets outside restaurants \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">and a bike lane weaving between them.\u003c/a>\u003c/p>\n\u003cp>Despite progress, the project remains highly divisive. Many merchants continue to bemoan the parking loss caused by the curbside-protected bikeway design.\u003c/p>\n\u003cp>“I think that turning Valencia Street into a wonderful place for bikers really serves a tiny demographic of our city,” said Betsy Barron, the owner of Love and Luxe, a jewelry store on Valencia Street. “I hope that we can create a corridor that’s family-friendly and friendly to people with disabilities because they are being overlooked.”\u003c/p>\n\u003cp>Others remain optimistic about the next phase of the redesigned Valencia Street.\u003c/p>\n\u003cp>“The curbside protected bike lanes will allow people biking and scooting to easily stop and park at businesses along the street,” said Matt Bigger, a father who lives in the Castro District, “So I really believe this is a move to bring our local businesses, biking, and walking together in a very vibrant way.”\u003c/p>\n\u003cp>The transition to a curbside-protected bikeway is expected to take two to three months, weather permitting.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The family of a woman who died last summer after \u003ca href=\"https://www.kqed.org/news/11993189/suspect-in-bart-killing-is-in-hospital-misses-court-appearance\">being pushed into the side of a moving BART train\u003c/a> in downtown San Francisco is suing the agency for what their attorneys call a “complete failure” to keep riders safe from crime and other dangers.\u003c/p>\n\u003cp>Corazon Dandan, 74, of Daly City, was returning home from her job as a telephone operator at a downtown hotel the night of July 1 when a man on the platform at BART’s Powell Street station shoved her into a moving train, according to police. Dandan suffered severe head injuries and died less than an hour later at San Francisco General Hospital.\u003c/p>\n\u003cp>BART police arrested Trevor Belmont, 49, who \u003ca href=\"https://sfdistrictattorney.org/press-release/man-charged-in-fatal-pushing-incident-at-powell-street-bart-station/\">was later charged\u003c/a> with murder, inflicting great bodily injury on a vulnerable person and a special circumstance of lying in wait.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The\u003ca href=\"https://www.documentcloud.org/documents/25501338-dandan-v-bart-250121/#document/p1\"> suit filed in San Francisco Superior Court\u003c/a> on behalf of one of Dandan’s nephews and half a dozen of her siblings blames her death on what it calls BART’s long-term failure to effectively address crime and fare evasion on the system.\u003c/p>\n\u003cp>The suspect in the case had been arrested at least five times by BART police since 2018, the suit notes, and had fare-evaded into the system the night Dandan was killed.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Dandan’s death “does not constitute an unforeseeable accident but rather is a direct result of the violence that BART has ignored and enabled throughout their stations through its negligent conduct,” the suit says.\u003c/p>\n\u003cp>The complaint goes on to recite a long series of public safety and security lapses at the agency over the past decade. Those include \u003ca href=\"https://www.sfgate.com/crime/article/BART-killing-exposes-security-gap-many-train-6757514.php\">the disclosure\u003c/a> after a fatal shooting aboard a train in 2016 that most of what looked like surveillance cameras on BART cars were merely empty shells.\u003c/p>\n\u003cp>The suit also cites \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">a November 2024 letter\u003c/a> to Gov. Gavin Newsom from the Bay Area Council business group and dozens of public officials across the region calling for increasing police presence on BART by deploying California Highway Patrol officers. Newsom declined to take action on the request.\u003c/p>\n\u003cp>[aside postID=news_12021178 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/20231128-Muni-013-JY_qed-1020x680.jpg']\u003c/p>\n\u003cp>The complaint lists incidents in which riders have fallen, jumped or been pushed onto the tracks, arguing that BART has been negligent in failing to adopt measures such as \u003ca href=\"https://en.wikipedia.org/wiki/Platform_screen_doors\">platform barrier doors\u003c/a> to prevent such incidents.\u003c/p>\n\u003cp>Reached by email on Wednesday, BART officials declined to comment on the lawsuit.\u003c/p>\n\u003cp>The agency has been under fire for years because of fare evasion and high-profile crimes like the still-unsolved 2016 shooting that exposed its dummy cameras, the \u003ca href=\"https://www.kqed.org/news/11829410/man-who-killed-nia-wilson-on-oakland-bart-platform-sentenced-to-life-in-prison\">2018 murder of Oakland teenager Nia Wilson\u003c/a> and the\u003ca href=\"https://www.sfchronicle.com/crime/article/Witness-to-BART-killing-says-victim-had-defended-14853795.php\"> fatal stabbing of a passenger in 2019\u003c/a> in a confrontation that began with a dispute over a pair of shoes.\u003c/p>\n\u003cp>In recent years, BART has also heard a drumbeat of complaints about filthy cars and stations and the increasing presence of riders who are using drugs or in the middle of a mental health episode. Safety and “quality of life” concerns among patrons have often been cited as one of the reasons BART has been slow to recover ridership in the wake of the pandemic.\u003c/p>\n\u003cp>Partly on its own initiative and partly at the prodding of state legislators, BART has launched a “\u003ca href=\"https://www.bart.gov/guide/safe-and-clean\">safe and clean plan\u003c/a>” that aims to address customer concerns.\u003c/p>\n\u003cp>The program includes redeploying police officers to increase their presence in trains and stations, hiring crisis intervention specialists to address riders experiencing mental health or other problems, installing new fare gates at all 50 stations by the end of this year and doubling down on efforts to keep the system clean.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The complaint filed on behalf of the Daly City woman’s family says BART fails to keep riders safe, noting that the suspect in her death had fare-evaded onto the system that night.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The family of a woman who died last summer after \u003ca href=\"https://www.kqed.org/news/11993189/suspect-in-bart-killing-is-in-hospital-misses-court-appearance\">being pushed into the side of a moving BART train\u003c/a> in downtown San Francisco is suing the agency for what their attorneys call a “complete failure” to keep riders safe from crime and other dangers.\u003c/p>\n\u003cp>Corazon Dandan, 74, of Daly City, was returning home from her job as a telephone operator at a downtown hotel the night of July 1 when a man on the platform at BART’s Powell Street station shoved her into a moving train, according to police. Dandan suffered severe head injuries and died less than an hour later at San Francisco General Hospital.\u003c/p>\n\u003cp>BART police arrested Trevor Belmont, 49, who \u003ca href=\"https://sfdistrictattorney.org/press-release/man-charged-in-fatal-pushing-incident-at-powell-street-bart-station/\">was later charged\u003c/a> with murder, inflicting great bodily injury on a vulnerable person and a special circumstance of lying in wait.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The\u003ca href=\"https://www.documentcloud.org/documents/25501338-dandan-v-bart-250121/#document/p1\"> suit filed in San Francisco Superior Court\u003c/a> on behalf of one of Dandan’s nephews and half a dozen of her siblings blames her death on what it calls BART’s long-term failure to effectively address crime and fare evasion on the system.\u003c/p>\n\u003cp>The suspect in the case had been arrested at least five times by BART police since 2018, the suit notes, and had fare-evaded into the system the night Dandan was killed.\u003c/p>\n\u003cfigure id=\"attachment_12023588\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12023588\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg\" alt=\"\" width=\"2000\" height=\"1340\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-800x536.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1020x683.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1536x1029.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/PowellStation1-1920x1286.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">BART passengers stand on the platform as a train pulls into the Powell Street station on May 12, 2008, in San Francisco, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Dandan’s death “does not constitute an unforeseeable accident but rather is a direct result of the violence that BART has ignored and enabled throughout their stations through its negligent conduct,” the suit says.\u003c/p>\n\u003cp>The complaint goes on to recite a long series of public safety and security lapses at the agency over the past decade. Those include \u003ca href=\"https://www.sfgate.com/crime/article/BART-killing-exposes-security-gap-many-train-6757514.php\">the disclosure\u003c/a> after a fatal shooting aboard a train in 2016 that most of what looked like surveillance cameras on BART cars were merely empty shells.\u003c/p>\n\u003cp>The suit also cites \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">a November 2024 letter\u003c/a> to Gov. Gavin Newsom from the Bay Area Council business group and dozens of public officials across the region calling for increasing police presence on BART by deploying California Highway Patrol officers. Newsom declined to take action on the request.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The complaint lists incidents in which riders have fallen, jumped or been pushed onto the tracks, arguing that BART has been negligent in failing to adopt measures such as \u003ca href=\"https://en.wikipedia.org/wiki/Platform_screen_doors\">platform barrier doors\u003c/a> to prevent such incidents.\u003c/p>\n\u003cp>Reached by email on Wednesday, BART officials declined to comment on the lawsuit.\u003c/p>\n\u003cp>The agency has been under fire for years because of fare evasion and high-profile crimes like the still-unsolved 2016 shooting that exposed its dummy cameras, the \u003ca href=\"https://www.kqed.org/news/11829410/man-who-killed-nia-wilson-on-oakland-bart-platform-sentenced-to-life-in-prison\">2018 murder of Oakland teenager Nia Wilson\u003c/a> and the\u003ca href=\"https://www.sfchronicle.com/crime/article/Witness-to-BART-killing-says-victim-had-defended-14853795.php\"> fatal stabbing of a passenger in 2019\u003c/a> in a confrontation that began with a dispute over a pair of shoes.\u003c/p>\n\u003cp>In recent years, BART has also heard a drumbeat of complaints about filthy cars and stations and the increasing presence of riders who are using drugs or in the middle of a mental health episode. Safety and “quality of life” concerns among patrons have often been cited as one of the reasons BART has been slow to recover ridership in the wake of the pandemic.\u003c/p>\n\u003cp>Partly on its own initiative and partly at the prodding of state legislators, BART has launched a “\u003ca href=\"https://www.bart.gov/guide/safe-and-clean\">safe and clean plan\u003c/a>” that aims to address customer concerns.\u003c/p>\n\u003cp>The program includes redeploying police officers to increase their presence in trains and stations, hiring crisis intervention specialists to address riders experiencing mental health or other problems, installing new fare gates at all 50 stations by the end of this year and doubling down on efforts to keep the system clean.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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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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"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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"possible": {
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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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"radiolab": {
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},
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"title": "Rightnowish",
"tagline": "Art is where you find it",
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"tagline": "Real stories with killer beats",
"info": "The Snap Judgment radio show and podcast mixes real stories with killer beats to produce cinematic, dramatic radio. Snap's musical brand of storytelling dares listeners to see the world through the eyes of another. This is storytelling... with a BEAT!! Snap first aired on public radio stations nationwide in July 2010. Today, Snap Judgment airs on over 450 public radio stations and is brought to the airwaves by KQED & PRX.",
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"soldout": {
"id": "soldout",
"title": "SOLD OUT: Rethinking Housing in America",
"tagline": "A new future for housing",
"info": "Sold Out: Rethinking Housing in America",
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