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"content": "\u003cp>After a delay, San Francisco is on track to be the first city in California to install automated speed-enforcement cameras, realizing a goal long sought by street safety advocates frustrated by the city’s lack of progress on its long-term goal of \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">eliminating traffic deaths and serious injuries\u003c/a>.\u003c/p>\n\u003cp>City officials say the cameras will begin operating on a warning-only basis in mid-March — nearly a year and a half after Gov. Gavin Newsom signed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202320240AB645\">a bill\u003c/a> authorizing the devices in San Francisco, Oakland, San José, Los Angeles, Long Beach and Glendale. 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Twenty-four pedestrians were among those killed.\u003c/p>\n\u003cp>The spike in fatalities has led to widespread calls for the city to intensify its traffic safety efforts, as activists, the public and some members of the Board of Supervisors chide the \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a> for falling behind on its ambitious “quick build” program to rapidly improve conditions for people walking and rolling at more than 900 locations across the city by the end of 2024.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>About three-fourths of the projects, including improving crosswalks and resetting traffic signals to give pedestrians more time to cross, have been finished, and 15% are in progress.\u003c/p>\n\u003cp>“There is a problem when we articulate a public goal and are very clear about it and respond to people who are concerned about whether we can make that goal and over and over again to reassure them that we can — and then don’t,” Supervisor Rafael Mandelman said at the Dec. 17 meeting of the San Francisco County Transportation Authority Board. “That’s something that I think drives our public a little nuts.”\u003c/p>\n\u003cp>Mandelman asked Shannon Hake, the SFMTA’s Vision Zero program manager, why the cameras are deploying in March after the agency had set a target of February.\u003c/p>\n\u003cp>[aside postID=news_12019378 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GettyImages-182664622-1020x535.jpg']\u003c/p>\n\u003cp>“Are we sure they’re going in March?” he asked.\u003c/p>\n\u003cp>Hake attributed the extended deployment timeline to factors like identifying a contractor to run the system, completing electrical and structural engineering and working out an agreement with the city’s Public Works agency to mount the cameras on light poles.\u003c/p>\n\u003cp>With that work done, Hake said, “I am very, very confident that these will be launching in March.”\u003c/p>\n\u003cp>Between now and then, drivers will see signs that the cameras are coming to \u003ca href=\"https://www.sfmta.com/media/38680/download?inline\">the 33 locations\u003c/a> the city has identified as having at least one significant traffic safety risk, including a history of injury collisions or a high incidence of speeding.\u003c/p>\n\u003cp>Camera installation and testing are scheduled for February, along with a state-required public information campaign featuring warning signs near camera locations.\u003c/p>\n\u003cp>For the first 60 days after cameras begin operating in March, drivers who exceed posted speed limits in the camera zones by at least 11 mph will receive no-fee warning notices. Citations with penalties ranging from $50 up to $500 will be issued starting in mid-May.\u003c/p>\n\u003cp>The penalty schedule, included in the program’s authorizing legislation:\u003c/p>\n\u003cul>\n\u003cli>$50 for driving 11 to 15 mph over the posted speed limit\u003c/li>\n\u003cli>$100 for driving 16 to 25 mph over the posted speed limit\u003c/li>\n\u003cli>$200 for driving 26 mph or more over the posted speed limit\u003c/li>\n\u003cli>$500 for driving at a speed of 100 mph or more.\u003c/li>\n\u003c/ul>\n\u003cp>Under terms of Assembly Bill 645, citations carry civil penalties only, will not be assessed as a DMV penalty point and won’t result in the DMV suspending or revoking a driver’s license.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of AB 645 co-sponsor Walk San Francisco, said she’s confident that cameras will be “a game-changer” for traffic safety in the city.\u003c/p>\n\u003cp>She pointed to Philadelphia, where \u003ca href=\"https://visionzerophl.com/wp-content/uploads/2024/05/Automated-Speed-Enforcement-Expansion-Report-05-2024.pdf\">officials say\u003c/a> speed cameras installed along one notoriously dangerous corridor have reduced speeding by 95% at the locations where the devices are present. Fatal and serious injury crashes throughout the corridor fell by 21% after the cameras began operating. Collisions involving pedestrians were cut in half.\u003c/p>\n\u003cp>“That’s exactly the type of results we want to see in San Francisco,” Medeiros said.\u003c/p>\n\u003cp>She said that while she doesn’t want to see the deployment timeline slip any further, city officials deserve credit for getting cameras up and running before any of the other authorized cities did.\u003c/p>\n\u003cp>“San Francisco is leading the pack in that way, and I think that’s something that we should be proud of,” she said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Are we sure they’re going in March?” he asked.\u003c/p>\n\u003cp>Hake attributed the extended deployment timeline to factors like identifying a contractor to run the system, completing electrical and structural engineering and working out an agreement with the city’s Public Works agency to mount the cameras on light poles.\u003c/p>\n\u003cp>With that work done, Hake said, “I am very, very confident that these will be launching in March.”\u003c/p>\n\u003cp>Between now and then, drivers will see signs that the cameras are coming to \u003ca href=\"https://www.sfmta.com/media/38680/download?inline\">the 33 locations\u003c/a> the city has identified as having at least one significant traffic safety risk, including a history of injury collisions or a high incidence of speeding.\u003c/p>\n\u003cp>Camera installation and testing are scheduled for February, along with a state-required public information campaign featuring warning signs near camera locations.\u003c/p>\n\u003cp>For the first 60 days after cameras begin operating in March, drivers who exceed posted speed limits in the camera zones by at least 11 mph will receive no-fee warning notices. Citations with penalties ranging from $50 up to $500 will be issued starting in mid-May.\u003c/p>\n\u003cp>The penalty schedule, included in the program’s authorizing legislation:\u003c/p>\n\u003cul>\n\u003cli>$50 for driving 11 to 15 mph over the posted speed limit\u003c/li>\n\u003cli>$100 for driving 16 to 25 mph over the posted speed limit\u003c/li>\n\u003cli>$200 for driving 26 mph or more over the posted speed limit\u003c/li>\n\u003cli>$500 for driving at a speed of 100 mph or more.\u003c/li>\n\u003c/ul>\n\u003cp>Under terms of Assembly Bill 645, citations carry civil penalties only, will not be assessed as a DMV penalty point and won’t result in the DMV suspending or revoking a driver’s license.\u003c/p>\n\u003cp>Jodie Medeiros, executive director of AB 645 co-sponsor Walk San Francisco, said she’s confident that cameras will be “a game-changer” for traffic safety in the city.\u003c/p>\n\u003cp>She pointed to Philadelphia, where \u003ca href=\"https://visionzerophl.com/wp-content/uploads/2024/05/Automated-Speed-Enforcement-Expansion-Report-05-2024.pdf\">officials say\u003c/a> speed cameras installed along one notoriously dangerous corridor have reduced speeding by 95% at the locations where the devices are present. Fatal and serious injury crashes throughout the corridor fell by 21% after the cameras began operating. Collisions involving pedestrians were cut in half.\u003c/p>\n\u003cp>“That’s exactly the type of results we want to see in San Francisco,” Medeiros said.\u003c/p>\n\u003cp>She said that while she doesn’t want to see the deployment timeline slip any further, city officials deserve credit for getting cameras up and running before any of the other authorized cities did.\u003c/p>\n\u003cp>“San Francisco is leading the pack in that way, and I think that’s something that we should be proud of,” she said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "These Bay Area Bridge Tolls and Transit Fares Will Rise on New Year's Day",
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"content": "\u003cp>Commuters and day-trippers will find it just a little more expensive to get around the Bay Area in the new year, with tolls going up Jan. 1 for the region’s seven state-owned \u003ca href=\"https://www.kqed.org/news/tag/bridge-tolls\">toll bridges\u003c/a> and fares increasing on its two biggest \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">transit agencies\u003c/a>.\u003c/p>\n\u003cp>Drivers’ cost to cross the \u003ca href=\"https://www.kqed.org/news/12017479/new-bay-bridge-light-installation-underway-after-nearly-2-year-shutdown\">San Francisco-Oakland Bay Bridge\u003c/a> and the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton spans will rise from $7 to $8. That charge covers two-axle cars and trucks; the toll will range up to $38 for tractor-trailer combinations with seven or more axles.\u003c/p>\n\u003cp>The increase is the third and final $1 hike that \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">voters approved in 2018\u003c/a> as part of Regional Measure 3, with revenue dedicated to a wide array of transit and highway improvements across the Bay Area’s nine counties.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>More toll hikes are already on the horizon. Earlier this month, \u003ca href=\"https://mtc.ca.gov/news/toll-authority-approves-2026-toll-hike-carpool-policy-changes\">bridge officials approved\u003c/a> a five-year series of hikes that will raise tolls 50 cents a year starting Jan. 1, 2026. By 2030, drivers using FasTrak toll tags will pay $10.50 per trip. Money raised from the next series of toll increases is earmarked for bridge maintenance and operations.\u003c/p>\n\u003ch2>Transit fares\u003c/h2>\n\u003cp>Travel is also getting a little more expensive for those using \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> and \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a>. Here’s what to know about the increases, as well as fare information for other transit agencies in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/tickets/calculator\">BART\u003c/a>: Fares will go up 5.5% on Jan. 1, marking \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#bart-fares-are-going-up-heres-what-youll-pay-and-heres-when-youll-see-the-next-increase\">the 20th increase\u003c/a> since BART carried its first paying passengers in September 1972.\u003c/p>\n\u003cfigure id=\"attachment_11993195\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993195\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A train approaches the station at the San Leandro BART station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The one-way fare for the shortest trips — for example, those beginning and ending in San Francisco and most trips within Oakland — will rise from $2.30 to $2.40. The one-way cost for the longest trip on the system — from Antioch to San José’s Berryessa station — will increase from $10.85 to $11.45.\u003c/p>\n\u003cp>For more typical commutes? If your trip is from \u003ca href=\"https://www.bart.gov/stations/dbrk\">Downtown Berkeley\u003c/a> station to any of San Francisco’s four downtown stations, the one-way fare will rise from $4.75 to $5. For a longer trip — say Concord to the downtown San Francisco stops — the one-way fare increases from $6.85 to $7.20. See BART’s \u003ca href=\"https://www.bart.gov/tickets/calculator\">fare calculator\u003c/a> for more.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni\u003c/a>: Clipper fares are rising for the first time since before the pandemic, from $2.50 to $2.75. Most of the agency’s extensive list of special fares — daily, weekly, monthly and income-related discounts — are also going up between 7% and 10%. Muni remains free for youth under 18, eligible adults age 65 and older and for people with disabilities. See \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni’s complete fare table\u003c/a> for more.\u003c/p>\n\u003cp>[aside postID=news_12019109 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/GettyImages-1245918306-1020x680.jpg']\u003c/p>\n\u003cp>\u003ca href=\"https://www.actransit.org/fares\">AC Transit\u003c/a>: No change. Local fares were set at $2.25 for Clipper and $2.50 for cash in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vta.org/go/fares\">VTA\u003c/a>: No change. Local fares were set at $2.50 in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caltrain.com/fares\">Caltrain\u003c/a>: No change. The Peninsula train operator will begin a three-year series of fare increases on July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://www.samtrans.com/fares\">SamTrans\u003c/a>: No change. The agency hasn’t increased its basic local and Clipper fares — $2.25 and $2.05, respectively — since 2016.\u003c/p>\n\u003cp>\u003ca href=\"https://www.goldengate.org/bus/bus-fares-payment/fare-tables/\">Golden Gate Transit\u003c/a>: No change on the system’s buses and ferries. The agency approved a 25-cent increase on all fares that took effect July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/general-tickets-payment-options/\">San Francisco Bay Ferry\u003c/a>: No change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sonomamarintrain.org/fares\">SMART:\u003c/a> No change. The rail system remains free for all youth and senior riders — those 18 and under or 65 and older — through June 30, 2025.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Commuters and day-trippers will find it just a little more expensive to get around the Bay Area in the new year, with tolls going up Jan. 1 for the region’s seven state-owned \u003ca href=\"https://www.kqed.org/news/tag/bridge-tolls\">toll bridges\u003c/a> and fares increasing on its two biggest \u003ca href=\"https://www.kqed.org/news/tag/public-transit\">transit agencies\u003c/a>.\u003c/p>\n\u003cp>Drivers’ cost to cross the \u003ca href=\"https://www.kqed.org/news/12017479/new-bay-bridge-light-installation-underway-after-nearly-2-year-shutdown\">San Francisco-Oakland Bay Bridge\u003c/a> and the Antioch, Benicia, Carquinez, Richmond-San Rafael, San Mateo and Dumbarton spans will rise from $7 to $8. That charge covers two-axle cars and trucks; the toll will range up to $38 for tractor-trailer combinations with seven or more axles.\u003c/p>\n\u003cp>The increase is the third and final $1 hike that \u003ca href=\"https://www.kqed.org/news/11671240/10-things-to-know-regional-measure-3-the-proposed-bay-area-bridge-toll-increase\">voters approved in 2018\u003c/a> as part of Regional Measure 3, with revenue dedicated to a wide array of transit and highway improvements across the Bay Area’s nine counties.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>More toll hikes are already on the horizon. Earlier this month, \u003ca href=\"https://mtc.ca.gov/news/toll-authority-approves-2026-toll-hike-carpool-policy-changes\">bridge officials approved\u003c/a> a five-year series of hikes that will raise tolls 50 cents a year starting Jan. 1, 2026. By 2030, drivers using FasTrak toll tags will pay $10.50 per trip. Money raised from the next series of toll increases is earmarked for bridge maintenance and operations.\u003c/p>\n\u003ch2>Transit fares\u003c/h2>\n\u003cp>Travel is also getting a little more expensive for those using \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> and \u003ca href=\"https://www.kqed.org/news/tag/muni\">Muni\u003c/a>. Here’s what to know about the increases, as well as fare information for other transit agencies in the Bay Area:\u003c/p>\n\u003cp>\u003ca href=\"https://www.bart.gov/tickets/calculator\">BART\u003c/a>: Fares will go up 5.5% on Jan. 1, marking \u003ca href=\"https://www.kqed.org/liveblog/bay-area-transportation-news#bart-fares-are-going-up-heres-what-youll-pay-and-heres-when-youll-see-the-next-increase\">the 20th increase\u003c/a> since BART carried its first paying passengers in September 1972.\u003c/p>\n\u003cfigure id=\"attachment_11993195\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11993195\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/240313-BART-CRISIS-INTERVENTION-UNIT-MD-16_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">A train approaches the station at the San Leandro BART station on March 13, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The one-way fare for the shortest trips — for example, those beginning and ending in San Francisco and most trips within Oakland — will rise from $2.30 to $2.40. The one-way cost for the longest trip on the system — from Antioch to San José’s Berryessa station — will increase from $10.85 to $11.45.\u003c/p>\n\u003cp>For more typical commutes? If your trip is from \u003ca href=\"https://www.bart.gov/stations/dbrk\">Downtown Berkeley\u003c/a> station to any of San Francisco’s four downtown stations, the one-way fare will rise from $4.75 to $5. For a longer trip — say Concord to the downtown San Francisco stops — the one-way fare increases from $6.85 to $7.20. See BART’s \u003ca href=\"https://www.bart.gov/tickets/calculator\">fare calculator\u003c/a> for more.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni\u003c/a>: Clipper fares are rising for the first time since before the pandemic, from $2.50 to $2.75. Most of the agency’s extensive list of special fares — daily, weekly, monthly and income-related discounts — are also going up between 7% and 10%. Muni remains free for youth under 18, eligible adults age 65 and older and for people with disabilities. See \u003ca href=\"https://www.sfmta.com/getting-around/muni/fares\">Muni’s complete fare table\u003c/a> for more.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.actransit.org/fares\">AC Transit\u003c/a>: No change. Local fares were set at $2.25 for Clipper and $2.50 for cash in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.vta.org/go/fares\">VTA\u003c/a>: No change. Local fares were set at $2.50 in 2019.\u003c/p>\n\u003cp>\u003ca href=\"https://www.caltrain.com/fares\">Caltrain\u003c/a>: No change. The Peninsula train operator will begin a three-year series of fare increases on July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://www.samtrans.com/fares\">SamTrans\u003c/a>: No change. The agency hasn’t increased its basic local and Clipper fares — $2.25 and $2.05, respectively — since 2016.\u003c/p>\n\u003cp>\u003ca href=\"https://www.goldengate.org/bus/bus-fares-payment/fare-tables/\">Golden Gate Transit\u003c/a>: No change on the system’s buses and ferries. The agency approved a 25-cent increase on all fares that took effect July 1.\u003c/p>\n\u003cp>\u003ca href=\"https://sanfranciscobayferry.com/general-tickets-payment-options/\">San Francisco Bay Ferry\u003c/a>: No change.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sonomamarintrain.org/fares\">SMART:\u003c/a> No change. The rail system remains free for all youth and senior riders — those 18 and under or 65 and older — through June 30, 2025.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "California Could Give You Up To $2,000 For an E-Bike — Applications Now Open",
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"headTitle": "California Could Give You Up To $2,000 For an E-Bike — Applications Now Open | KQED",
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"content": "\u003cp>\u003cstrong>Looking for information about the 2025 California E-Bike Incentive Project application? This story is about the 2024 program and has outdated information but \u003ca href=\"https://www.kqed.org/news/12036516/california-ebike-incentive-project-voucher-lottery-when-do-applications-open-2025-april\">our guide on the latest round is now available\u003c/a>.\u003c/strong>\u003c/p>\n\u003cp>A new multimillion-dollar state fund is offering Californians up to $2,000 each to buy a brand new electric bicycle, \u003ca href=\"#apply-ebike-voucher\">if they qualify\u003c/a> — and \u003ca href=\"https://ebikeincentives.org/apply/\">applications opened on Wednesday at 6 p.m. PDT\u003c/a>.\u003c/p>\n\u003cp>The \u003ca href=\"https://ebikeincentives.org/\">California E-Bike Incentive Project\u003c/a> will provide $7.5 million to help lower- and middle-income families buy an e-bike, which can help riders to cover long distances faster for journeys like commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#apply-ebike-voucher\">How to apply for California’s e-bike vouchers\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>The program, from the California Air Resources Board (CARB), offers $1,750 in vouchers to each qualifying individual — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>State officials say that by helping thousands of Californians buy their own e-bike, the program will give more people access to a no-emissions mode of getting around that fits their lifestyle — especially if they don’t have access to dependable public transportation or the capacity to ride a regular bicycle every day. “Bicycles are a great climate change-fighting tool,” said Kendra Ramsey, executive director of the California Bicycle Coalition, which supports the voucher program.\u003c/p>\n\u003cp>However, only 1,500 vouchers will be given out during this first round of applications, or about 10% of the total money that will be given out. “More vouchers will be released in subsequent application windows,” Ramsey told KQED Forum. “If someone doesn’t get in this time, they will still have other opportunities.” So, in order to get a voucher during this round, Ramsey recommends “folks go to the site before [Wednesday], find out what they need to apply and have that information all ready.”\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for California’s e-bike voucher program once \u003ca href=\"https://ebikeincentives.org/apply/\">applications have opened on Wednesday evening\u003c/a>, including who qualifies for the money, how applications work and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003ca id=\"apply-ebike-voucher\">\u003c/a>Who is eligible to apply for an e-bike voucher?\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program starting \u003ca href=\"https://ebikeincentives.org/apply/\">Wednesday, Dec. 18, at 6 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>In order to meet the residency requirement, you’ll just need a state ID. While for the income requirement, keep in mind that the program takes into account how many people are in your household, including your spouse, kids, parents or roommates. You can check if you qualify using the chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12018184\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975.jpg\" alt=\"\" width=\"1263\" height=\"986\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975.jpg 1263w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-800x625.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-160x125.jpg 160w\" sizes=\"auto, (max-width: 1263px) 100vw, 1263px\">\u003c/p>\n\u003cp>There are many ways to prove your income when completing the application. The preferred way is to upload your \u003ca href=\"https://www.irs.gov/individuals/get-transcript\">IRS tax transcript\u003c/a>, a document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an \u003ca href=\"https://www.irs.gov/payments/online-account-for-individuals\">IRS Individual Online Account\u003c/a> at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>(And while there is \u003ca href=\"https://ebikeincentives.org/wp-content/uploads/2024/12/Income-Documentation-List-v1.2-linked.pdf\">a whole list of documents you can provide to check off this requirement [PDF]\u003c/a>, you just need to provide one.)\u003c/p>\n\u003cp>If you intend to apply, make sure you have this information ready before applications open at 6 p.m. on Wednesday, Dec. 18. Once applications are open, you will be assigned a queue number, said Ramsey from the California Bicycle Coalition.\u003c/p>\n\u003cp>That number, she explained, “is in the order [you] entered the site.” So the sooner you get started on your application, higher are the chances you’ll make it to the first 1,500 vouchers awarded.\u003c/p>\n\u003ch2>\u003cstrong>Once I’ve submitted my application, can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Not yet. Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected for the first round of vouchers — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s very likely that you won’t have a new e-bike in time for the holidays.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll soon receive information through the email you provided that explains how to make your purchase.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003ch2>\u003cstrong>I’m eligible and submitted an application but wasn’t awarded the voucher. Why?\u003c/strong>\u003c/h2>\n\u003cp>If you weren’t chosen this time around, it’s likely you turned in your application by the time the first 1,500 vouchers were given out.[aside label=\"More KQED Guides\" tag=\"kqed-guides\"]\u003c/p>\n\u003cp>But if you weren’t lucky this time around, remember: more vouchers will be given out every 2–3 months until program funding runs out.\u003c/p>\n\u003ch2>\u003cstrong>If I do get a voucher, can I buy an e-bike wherever I want?\u003c/strong>\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://ebikeincentives.org/approved-retailer-map/\">using this map\u003c/a> and see what’s available, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, as your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca href=\"https://ebikeincentives.org/eligible-e-bikes/\">Check out the full list of requirements for the e-bike you choose.\u003c/a> But don’t worry: “You don’t need to know which e-bike you want when you apply,” Ramsey said.\u003c/p>\n\u003cp>There are many different types of e-bikes, and while some focus on speed or sleek design, other e-bikes are designed to help specific needs of parents, delivery workers, older adults and people with disabilities. When buying an e-bike, let folks at the store know all the different ways you foresee using it so they can help you decide the model that’s best for your lifestyle.\u003c/p>\n\u003cp>\u003cem>This guide includes reporting from KQED’s Mina Kim. An earlier version of this guide originally published on Dec. 14.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>Looking for information about the 2025 California E-Bike Incentive Project application? This story is about the 2024 program and has outdated information but \u003ca href=\"https://www.kqed.org/news/12036516/california-ebike-incentive-project-voucher-lottery-when-do-applications-open-2025-april\">our guide on the latest round is now available\u003c/a>.\u003c/strong>\u003c/p>\n\u003cp>A new multimillion-dollar state fund is offering Californians up to $2,000 each to buy a brand new electric bicycle, \u003ca href=\"#apply-ebike-voucher\">if they qualify\u003c/a> — and \u003ca href=\"https://ebikeincentives.org/apply/\">applications opened on Wednesday at 6 p.m. PDT\u003c/a>.\u003c/p>\n\u003cp>The \u003ca href=\"https://ebikeincentives.org/\">California E-Bike Incentive Project\u003c/a> will provide $7.5 million to help lower- and middle-income families buy an e-bike, which can help riders to cover long distances faster for journeys like commutes and make it easier to transport young kids or groceries.\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Jump straight to: \u003ca href=\"#apply-ebike-voucher\">How to apply for California’s e-bike vouchers\u003c/a>\u003c/strong>\u003c/li>\n\u003c/ul>\n\u003cp>The program, from the California Air Resources Board (CARB), offers $1,750 in vouchers to each qualifying individual — along with an extra $250 if they meet additional income requirements. The voucher can be used at hundreds of participating e-bike retailers all over the state to cover the cost of an e-bike, with the program covering a wide range of e-bikes to match the needs of each rider.\u003c/p>\n\u003cp>State officials say that by helping thousands of Californians buy their own e-bike, the program will give more people access to a no-emissions mode of getting around that fits their lifestyle — especially if they don’t have access to dependable public transportation or the capacity to ride a regular bicycle every day. “Bicycles are a great climate change-fighting tool,” said Kendra Ramsey, executive director of the California Bicycle Coalition, which supports the voucher program.\u003c/p>\n\u003cp>However, only 1,500 vouchers will be given out during this first round of applications, or about 10% of the total money that will be given out. “More vouchers will be released in subsequent application windows,” Ramsey told KQED Forum. “If someone doesn’t get in this time, they will still have other opportunities.” So, in order to get a voucher during this round, Ramsey recommends “folks go to the site before [Wednesday], find out what they need to apply and have that information all ready.”\u003c/p>\n\u003cp>Keep reading for everything you need to know about applying for California’s e-bike voucher program once \u003ca href=\"https://ebikeincentives.org/apply/\">applications have opened on Wednesday evening\u003c/a>, including who qualifies for the money, how applications work and what kinds of e-bikes can be purchased.\u003c/p>\n\u003ch2>\u003ca id=\"apply-ebike-voucher\">\u003c/a>Who is eligible to apply for an e-bike voucher?\u003c/h2>\n\u003cp>There are only two requirements to apply for the voucher program starting \u003ca href=\"https://ebikeincentives.org/apply/\">Wednesday, Dec. 18, at 6 p.m.\u003c/a>:\u003c/p>\n\u003cul>\n\u003cli>You must be a California resident 18 years of age or older.\u003c/li>\n\u003cli>You must report a household income of 300% of the Federal Poverty Level (FPL) or less.\u003c/li>\n\u003c/ul>\n\u003cp>In order to meet the residency requirement, you’ll just need a state ID. While for the income requirement, keep in mind that the program takes into account how many people are in your household, including your spouse, kids, parents or roommates. You can check if you qualify using the chart below from CARB:\u003c/p>\n\u003cp>\u003cimg loading=\"lazy\" decoding=\"async\" class=\"aligncenter size-full wp-image-12018184\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30%E2%80%AFAM-scaled-e1734118378975.jpg\" alt=\"\" width=\"1263\" height=\"986\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975.jpg 1263w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-800x625.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-1020x796.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/Image-12-13-24-at-11.30 AM-scaled-e1734118378975-160x125.jpg 160w\" sizes=\"auto, (max-width: 1263px) 100vw, 1263px\">\u003c/p>\n\u003cp>There are many ways to prove your income when completing the application. The preferred way is to upload your \u003ca href=\"https://www.irs.gov/individuals/get-transcript\">IRS tax transcript\u003c/a>, a document that includes only the most essential information you’ll find on your 1040. To access your IRS tax transcript, you’ll need to make an \u003ca href=\"https://www.irs.gov/payments/online-account-for-individuals\">IRS Individual Online Account\u003c/a> at irs.gov.\u003c/p>\n\u003cp>You can also upload other types of documents for this requirement, including:\u003c/p>\n\u003cul>\n\u003cli>Your W-2 or pay stubs for the past three months.\u003c/li>\n\u003cli>A 1099 if you are self-employed.\u003c/li>\n\u003cli>An award letter confirming you’re unemployed and are receiving benefits from a state or federal agency.\u003c/li>\n\u003c/ul>\n\u003cp>(And while there is \u003ca href=\"https://ebikeincentives.org/wp-content/uploads/2024/12/Income-Documentation-List-v1.2-linked.pdf\">a whole list of documents you can provide to check off this requirement [PDF]\u003c/a>, you just need to provide one.)\u003c/p>\n\u003cp>If you intend to apply, make sure you have this information ready before applications open at 6 p.m. on Wednesday, Dec. 18. Once applications are open, you will be assigned a queue number, said Ramsey from the California Bicycle Coalition.\u003c/p>\n\u003cp>That number, she explained, “is in the order [you] entered the site.” So the sooner you get started on your application, higher are the chances you’ll make it to the first 1,500 vouchers awarded.\u003c/p>\n\u003ch2>\u003cstrong>Once I’ve submitted my application, can I get my e-bike?\u003c/strong>\u003c/h2>\n\u003cp>Not yet. Once CARB has your application, they’ll take several weeks to process it and let you know if you’ve been selected for the first round of vouchers — or if there’s anything missing from your materials. According to the agency, this process could take up to 60 days, so it’s very likely that you won’t have a new e-bike in time for the holidays.\u003c/p>\n\u003cp>If everything looks good on your application and you’re chosen to receive a voucher, you’ll soon receive information through the email you provided that explains how to make your purchase.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But if you weren’t lucky this time around, remember: more vouchers will be given out every 2–3 months until program funding runs out.\u003c/p>\n\u003ch2>\u003cstrong>If I do get a voucher, can I buy an e-bike wherever I want?\u003c/strong>\u003c/h2>\n\u003cp>Not necessarily. The program has a list of hundreds of bike shops, athletic stores and other businesses all over California that are approved retailers for the program. You can find a store that’s closest to you \u003ca href=\"https://ebikeincentives.org/approved-retailer-map/\">using this map\u003c/a> and see what’s available, including approved home delivery, based on your zip code.\u003c/p>\n\u003cp>Not all bikes at an approved retailer are included in the program, as your voucher only covers the cost of three types of e-bikes:\u003c/p>\n\u003cul>\n\u003cli>Class 1–3 e-bikes, with top speeds of 28 miles per hour.\u003c/li>\n\u003cli>Cargo e-bikes.\u003c/li>\n\u003cli>Adaptive e-bikes (adult electric trikes, handcycles, recumbents, wheelchair tandems).\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca href=\"https://ebikeincentives.org/eligible-e-bikes/\">Check out the full list of requirements for the e-bike you choose.\u003c/a> But don’t worry: “You don’t need to know which e-bike you want when you apply,” Ramsey said.\u003c/p>\n\u003cp>There are many different types of e-bikes, and while some focus on speed or sleek design, other e-bikes are designed to help specific needs of parents, delivery workers, older adults and people with disabilities. When buying an e-bike, let folks at the store know all the different ways you foresee using it so they can help you decide the model that’s best for your lifestyle.\u003c/p>\n\u003cp>\u003cem>This guide includes reporting from KQED’s Mina Kim. An earlier version of this guide originally published on Dec. 14.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "video-bart-police-shooting-shows-woman-try-drive-off-after-tense-stop",
"title": "Video of BART Police Shooting Shows Woman Try to Drive Off After Tense Stop",
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"content": "\u003cp>Body camera footage released by \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> police on Friday showed an officer shooting at a woman three times last month at the Union City station parking lot. Just over five minutes before the shooting, the traffic stop nearly ended without incident.\u003c/p>\n\u003cp>Jasmine Gao, 32, survived the shooting. The officer was identified as Nicholas Poblete, who has been with BART for over six years and is currently assigned to its Operations Bureau, the department’s release said.\u003c/p>\n\u003cp>Officers responded to the station on \u003ca href=\"https://www.kqed.org/news/12014947/bart-police-shoot-injure-person-at-union-city-station\">the night of Nov. 18\u003c/a> for a report of reckless driving, according to BART’s release, but the body camera footage shows that they determined Gao wasn’t responsible. After the officers began to question her over expired registration, Gao “displayed erratic behavior,” did not comply when officers asked her to get out of her car, then rolled up her window and accelerated forward when an officer reached into the car, the department said.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eSGnU9yxT-w&rco=1\">The video\u003c/a> shows Gao express several times how fearful she was when police accused her of doing donuts while she was parked in a parking lot. She becomes increasingly agitated as Poblete grows more stern and demands she get out of her car.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Gao was treated at a hospital and later discharged. BART’s announcement didn’t say how many times Gao had been shot and where other than “in the upper torso.”\u003c/p>\n\u003cp>As with all police shootings, the case has been referred to the Alameda County District Attorney’s Office to determine whether Poblete, Gao or an unnamed second officer at the scene should face criminal charges.\u003c/p>\n\u003cp>“Due to the seriousness of this incident, we have retained an experienced third-party investigator to conduct the internal administrative investigation to ensure an unbiased and objective review,” BART Police Chief Kevin Franklin said in a statement. “BART remains committed to continuous improvement and ensuring the actions of our police officers meet the highest of standards.”\u003c/p>\n\u003cfigure id=\"attachment_12018301\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018301\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body-worn camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Russell Bloom, BART’s independent police auditor, said his office responded to the scene of the shooting to monitor BART’s investigation, but as of Friday, his office has not received any complaint of misconduct in connection with the shooting.\u003c/p>\n\u003cp>Bloom said he’s working with Franklin to ensure the independent auditor’s office has the same access as the third-party investigators that BART police brought in, as it’s “a departure from our standard approach to monitoring investigations conducted by the BPD Internal Affairs Unit.”\u003c/p>\n\u003cp>“Our goal is to ensure that any investigation of this shooting is objective, thorough, fair, and timely,” Bloom said.\u003c/p>\n\u003cp>Poblete has been placed on administrative leave during the investigation, BART said.\u003c/p>\n\u003ch2>What the body camera shows\u003c/h2>\n\u003cp>The time code on the body camera when the footage starts reads 9:24 p.m. on Nov. 18 as Poblete stops his SUV behind a dark-colored sedan with tinted windows. An unnamed officer stops his SUV off to the front of the sedan. The parking lot is largely empty, but Poblete leaves his emergency lights flashing.\u003c/p>\n\u003cp>“Roll down your back windows, please,” Poblete yells as he walks toward the car and shines a flashlight into the driver’s side window.\u003c/p>\n\u003cp>“Sorry, no,” Gao responds, her head poking out of the window. “There’s no one here,” she says as she rolls down the window, saying she was parked because she was talking to a friend on the phone.\u003c/p>\n\u003cp>Poblete tells her they are investigating a complaint of a car matching hers doing donuts in the parking lot.\u003c/p>\n\u003cp>“I don’t know how to do donuts,” she says. “I’m not that good at driving.”\u003c/p>\n\u003cp>After a few minutes of back-and-forth — during which the woman says her name is Raisa Gao — the other officer touches Gao’s front driver’s side tire. “Yeah, it’s not hot,” he says.\u003c/p>\n\u003cp>“All right. Have a good night, ma’am,” Poblete says as he turns away.\u003c/p>\n\u003cp>“Sorry,” the other officer says.\u003c/p>\n\u003cp>Poblete takes a few steps away and then turns back, telling Gao that his dispatcher says her registration expired. “I do have to address that,” he says.\u003c/p>\n\u003cp>“Oh, no, I just went to the DMV,” Gao says, immediately becoming defensive and flustered.\u003c/p>\n\u003cp>As Poblete tries to tell her about her registration being invalid, she repeatedly interrupts and asks whether she can go home nearby.\u003c/p>\n\u003cp>[aside postID=news_12014947 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/20161217_144416_qed-1020x765.jpg']\u003c/p>\n\u003cp>“I’m just nervous because of all the lights,” she says, gesturing to the flashing emergency lights around her.\u003c/p>\n\u003cp>Poblete again asks for her driver’s license, registration and proof of insurance.\u003c/p>\n\u003cp>“Don’t scare me right now,” she says. “I’m really tired.”\u003c/p>\n\u003cp>Poblete’s tone grows more stern as he says that he doesn’t like her interrupting him and that she is required to give him the documents he requested. Gao becomes increasingly flustered.\u003c/p>\n\u003cp>“Do me a favor, ma’am,” Poblete says. “Because you’re freaking out…”\u003c/p>\n\u003cp>“It’s because you’re cops,” Gao says, “and I’m just in a parking lot.”\u003c/p>\n\u003cp>“Can you turn off your vehicle and then can I see your keys? Please?”\u003c/p>\n\u003cp>“No,” Gao says. “That’s illegal.”\u003c/p>\n\u003cp>“No, it’s not,” Poblete says.\u003c/p>\n\u003cp>Gao then snatches her ID out of Poblete’s hand, and he reaches into the car and grabs Gao by the arm. “Get out of the vehicle,” he says repeatedly.\u003c/p>\n\u003cp>“Stop!” The two struggle for about 30 seconds.\u003c/p>\n\u003cp>“Ma’am, I’m going to pepper spray you,” Poblete says.\u003c/p>\n\u003cp>“No! Stop! You’re scaring me!” she says, putting the keys in the ignition as Poblete continues to hold onto her arm.\u003c/p>\n\u003cp>“Ma’am, I’m going to shoo…” Poblete says as Gao’s window rolls up and she drives away.\u003c/p>\n\u003cp>Poblete fires three times at the car. It stops a short distance away in the same parking lot. Poblete calls in “shots fired,” gets into his SUV, drives closer to Gao’s vehicle, then parks and stands with his door open, gun pointed at Gao.\u003c/p>\n\u003cp>Gao, bleeding as the two officers approach her open car door, cries, “Oh my God! What did you do to me? I’m just a girl!”\u003c/p>\n\u003cp>They cuff her hands behind her back and attempt to give her medical aid.\u003c/p>\n\u003cp>“You’re killing me,” she says. “I didn’t even do anything. Why would you hurt me?”\u003c/p>\n\u003cp>A crowd of people begins to gather as Gao yells out for someone to call her mother and rolls on the ground.\u003c/p>\n\u003cp>“Stop!” Poblete yells at her. “We’re trying to help you! You keep on moving. You’re gonna keep on bleeding! We’re trying to save your life!”\u003c/p>\n\u003cp>“Why did you shoot her?” one onlooker yells.\u003c/p>\n\u003cp>More officers arrive as they try to find Gao’s wounds. In the background, people in the crowd yell at officers as they wait for medical help.\u003c/p>\n\u003cp>When it does, a paramedic says the handcuffs on Gao need to come off so they can properly treat her.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "BART released body camera footage and says it hired a third-party investigator to review the shooting of a 32-year-old woman at its Union City station. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Body camera footage released by \u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> police on Friday showed an officer shooting at a woman three times last month at the Union City station parking lot. Just over five minutes before the shooting, the traffic stop nearly ended without incident.\u003c/p>\n\u003cp>Jasmine Gao, 32, survived the shooting. The officer was identified as Nicholas Poblete, who has been with BART for over six years and is currently assigned to its Operations Bureau, the department’s release said.\u003c/p>\n\u003cp>Officers responded to the station on \u003ca href=\"https://www.kqed.org/news/12014947/bart-police-shoot-injure-person-at-union-city-station\">the night of Nov. 18\u003c/a> for a report of reckless driving, according to BART’s release, but the body camera footage shows that they determined Gao wasn’t responsible. After the officers began to question her over expired registration, Gao “displayed erratic behavior,” did not comply when officers asked her to get out of her car, then rolled up her window and accelerated forward when an officer reached into the car, the department said.\u003c/p>\n\u003cp>\u003ca href=\"https://www.youtube.com/watch?v=eSGnU9yxT-w&rco=1\">The video\u003c/a> shows Gao express several times how fearful she was when police accused her of doing donuts while she was parked in a parking lot. She becomes increasingly agitated as Poblete grows more stern and demands she get out of her car.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Gao was treated at a hospital and later discharged. BART’s announcement didn’t say how many times Gao had been shot and where other than “in the upper torso.”\u003c/p>\n\u003cp>As with all police shootings, the case has been referred to the Alameda County District Attorney’s Office to determine whether Poblete, Gao or an unnamed second officer at the scene should face criminal charges.\u003c/p>\n\u003cp>“Due to the seriousness of this incident, we have retained an experienced third-party investigator to conduct the internal administrative investigation to ensure an unbiased and objective review,” BART Police Chief Kevin Franklin said in a statement. “BART remains committed to continuous improvement and ensuring the actions of our police officers meet the highest of standards.”\u003c/p>\n\u003cfigure id=\"attachment_12018301\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12018301\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg\" alt=\"\" width=\"2000\" height=\"1124\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1020x573.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1536x863.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/BartVideo_0005-1920x1079.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A still from BART Police body-worn camera footage released on Dec. 13, 2024, where an officer fired a gun at an individual before detaining them on Monday, Nov. 18, 2024, in the Union City Station parking lot. \u003ccite>(Courtesy of BART)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Russell Bloom, BART’s independent police auditor, said his office responded to the scene of the shooting to monitor BART’s investigation, but as of Friday, his office has not received any complaint of misconduct in connection with the shooting.\u003c/p>\n\u003cp>Bloom said he’s working with Franklin to ensure the independent auditor’s office has the same access as the third-party investigators that BART police brought in, as it’s “a departure from our standard approach to monitoring investigations conducted by the BPD Internal Affairs Unit.”\u003c/p>\n\u003cp>“Our goal is to ensure that any investigation of this shooting is objective, thorough, fair, and timely,” Bloom said.\u003c/p>\n\u003cp>Poblete has been placed on administrative leave during the investigation, BART said.\u003c/p>\n\u003ch2>What the body camera shows\u003c/h2>\n\u003cp>The time code on the body camera when the footage starts reads 9:24 p.m. on Nov. 18 as Poblete stops his SUV behind a dark-colored sedan with tinted windows. An unnamed officer stops his SUV off to the front of the sedan. The parking lot is largely empty, but Poblete leaves his emergency lights flashing.\u003c/p>\n\u003cp>“Roll down your back windows, please,” Poblete yells as he walks toward the car and shines a flashlight into the driver’s side window.\u003c/p>\n\u003cp>“Sorry, no,” Gao responds, her head poking out of the window. “There’s no one here,” she says as she rolls down the window, saying she was parked because she was talking to a friend on the phone.\u003c/p>\n\u003cp>Poblete tells her they are investigating a complaint of a car matching hers doing donuts in the parking lot.\u003c/p>\n\u003cp>“I don’t know how to do donuts,” she says. “I’m not that good at driving.”\u003c/p>\n\u003cp>After a few minutes of back-and-forth — during which the woman says her name is Raisa Gao — the other officer touches Gao’s front driver’s side tire. “Yeah, it’s not hot,” he says.\u003c/p>\n\u003cp>“All right. Have a good night, ma’am,” Poblete says as he turns away.\u003c/p>\n\u003cp>“Sorry,” the other officer says.\u003c/p>\n\u003cp>Poblete takes a few steps away and then turns back, telling Gao that his dispatcher says her registration expired. “I do have to address that,” he says.\u003c/p>\n\u003cp>“Oh, no, I just went to the DMV,” Gao says, immediately becoming defensive and flustered.\u003c/p>\n\u003cp>As Poblete tries to tell her about her registration being invalid, she repeatedly interrupts and asks whether she can go home nearby.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“I’m just nervous because of all the lights,” she says, gesturing to the flashing emergency lights around her.\u003c/p>\n\u003cp>Poblete again asks for her driver’s license, registration and proof of insurance.\u003c/p>\n\u003cp>“Don’t scare me right now,” she says. “I’m really tired.”\u003c/p>\n\u003cp>Poblete’s tone grows more stern as he says that he doesn’t like her interrupting him and that she is required to give him the documents he requested. Gao becomes increasingly flustered.\u003c/p>\n\u003cp>“Do me a favor, ma’am,” Poblete says. “Because you’re freaking out…”\u003c/p>\n\u003cp>“It’s because you’re cops,” Gao says, “and I’m just in a parking lot.”\u003c/p>\n\u003cp>“Can you turn off your vehicle and then can I see your keys? Please?”\u003c/p>\n\u003cp>“No,” Gao says. “That’s illegal.”\u003c/p>\n\u003cp>“No, it’s not,” Poblete says.\u003c/p>\n\u003cp>Gao then snatches her ID out of Poblete’s hand, and he reaches into the car and grabs Gao by the arm. “Get out of the vehicle,” he says repeatedly.\u003c/p>\n\u003cp>“Stop!” The two struggle for about 30 seconds.\u003c/p>\n\u003cp>“Ma’am, I’m going to pepper spray you,” Poblete says.\u003c/p>\n\u003cp>“No! Stop! You’re scaring me!” she says, putting the keys in the ignition as Poblete continues to hold onto her arm.\u003c/p>\n\u003cp>“Ma’am, I’m going to shoo…” Poblete says as Gao’s window rolls up and she drives away.\u003c/p>\n\u003cp>Poblete fires three times at the car. It stops a short distance away in the same parking lot. Poblete calls in “shots fired,” gets into his SUV, drives closer to Gao’s vehicle, then parks and stands with his door open, gun pointed at Gao.\u003c/p>\n\u003cp>Gao, bleeding as the two officers approach her open car door, cries, “Oh my God! What did you do to me? I’m just a girl!”\u003c/p>\n\u003cp>They cuff her hands behind her back and attempt to give her medical aid.\u003c/p>\n\u003cp>“You’re killing me,” she says. “I didn’t even do anything. Why would you hurt me?”\u003c/p>\n\u003cp>A crowd of people begins to gather as Gao yells out for someone to call her mother and rolls on the ground.\u003c/p>\n\u003cp>“Stop!” Poblete yells at her. “We’re trying to help you! You keep on moving. You’re gonna keep on bleeding! We’re trying to save your life!”\u003c/p>\n\u003cp>“Why did you shoot her?” one onlooker yells.\u003c/p>\n\u003cp>More officers arrive as they try to find Gao’s wounds. In the background, people in the crowd yell at officers as they wait for medical help.\u003c/p>\n\u003cp>When it does, a paramedic says the handcuffs on Gao need to come off so they can properly treat her.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "oakland-airport-puts-up-fight-keep-san-francisco-bay-new-name",
"title": "Oakland Airport Puts Up a Fight to Keep ‘San Francisco Bay’ in Its New Name",
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"headTitle": "Oakland Airport Puts Up a Fight to Keep ‘San Francisco Bay’ in Its New Name | KQED",
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"content": "\u003cp>The Port of Oakland is appealing a federal court order that temporarily \u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\">blocked its controversial name change\u003c/a> for the city’s airport.\u003c/p>\n\u003cp>The appeal, filed Thursday in U.S. District Court, is the latest shot in a months-long legal battle over the new name: “San Francisco Bay Oakland International Airport.” At the heart of the litigation is whether San Francisco International Airport has the sole right to use “San Francisco” in its name.\u003c/p>\n\u003cp>“The Port is appealing because Bay Area travelers deserve adequate choices among airports in the same metro region that are allowed to compete on a level playing field,” the Port of Oakland wrote in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Oakland officials voted to \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approve the new name\u003c/a> in April, but San Francisco quickly filed a lawsuit alleging it \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">infringed on SFO’s trademark\u003c/a>.\u003c/p>\n\u003cp>“Regrettably, for both San Francisco and Oakland, the Port of Oakland seems intent on spending even more public resources defending a name that confuses travelers and infringes on San Francisco’s trademark,” said Jen Kwart, a spokesperson for the San Francisco city attorney’s office.\u003c/p>\n\u003cp>[aside postID=news_12017271 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/CalTrainSFGetty-1020x680.jpg']\u003c/p>\n\u003cp>Although U.S. Magistrate Judge Thomas Hixson found little evidence for the argument that the name change would confuse passengers, his \u003ca href=\"https://s3.documentcloud.org/documents/25290393/ccsf-v-city-of-oakland-airport-name-dispute-241112.pdf\">preliminary injunction\u003c/a> issued last month blocks the OAK name change while the lawsuit weaves through the legal system on the basis that it would falsely imply an affiliation to SFO.\u003c/p>\n\u003cp>“The port has taken San Francisco’s valuable mark and applied it to a smaller, less successful, and lower-rated airport,” Hixson wrote in the Nov. 12 ruling for the preliminary injunction.\u003c/p>\n\u003cp>The Port of Oakland said it has spent years developing distinct branding for OAK and hopes to demonstrate through the appeal that SFO “did not present factual or legal evidence sufficient to support the court’s temporary prohibition.”\u003c/p>\n\u003cp>“San Francisco is trying to relegate OAK and Oakland to second-class citizens. The Port has no interest in passing off OAK as SFO,” Port of Oakland attorney Mary Richardson said in a statement. “OAK is distinctly and proudly Oakland.”\u003c/p>\n\u003cp>The appeal will play out in the U.S. District Court for the Northern District of California over the next several months.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Oakland port officials filed an appeal this week after a federal judge ordered them to stop using the name “San Francisco Bay Oakland International Airport” while a lawsuit plays out. ",
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"title": "Oakland Airport Puts Up a Fight to Keep ‘San Francisco Bay’ in Its New Name | KQED",
"description": "Oakland port officials filed an appeal this week after a federal judge ordered them to stop using the name “San Francisco Bay Oakland International Airport” while a lawsuit plays out. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Port of Oakland is appealing a federal court order that temporarily \u003ca href=\"https://www.kqed.org/news/12014130/judge-blocks-oakland-from-using-san-francisco-bay-in-airport-name\">blocked its controversial name change\u003c/a> for the city’s airport.\u003c/p>\n\u003cp>The appeal, filed Thursday in U.S. District Court, is the latest shot in a months-long legal battle over the new name: “San Francisco Bay Oakland International Airport.” At the heart of the litigation is whether San Francisco International Airport has the sole right to use “San Francisco” in its name.\u003c/p>\n\u003cp>“The Port is appealing because Bay Area travelers deserve adequate choices among airports in the same metro region that are allowed to compete on a level playing field,” the Port of Oakland wrote in a statement.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Oakland officials voted to \u003ca href=\"https://www.kqed.org/news/11982744/oakland-officials-to-proceed-with-controversial-move-to-rename-airport\">approve the new name\u003c/a> in April, but San Francisco quickly filed a lawsuit alleging it \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">infringed on SFO’s trademark\u003c/a>.\u003c/p>\n\u003cp>“Regrettably, for both San Francisco and Oakland, the Port of Oakland seems intent on spending even more public resources defending a name that confuses travelers and infringes on San Francisco’s trademark,” said Jen Kwart, a spokesperson for the San Francisco city attorney’s office.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although U.S. Magistrate Judge Thomas Hixson found little evidence for the argument that the name change would confuse passengers, his \u003ca href=\"https://s3.documentcloud.org/documents/25290393/ccsf-v-city-of-oakland-airport-name-dispute-241112.pdf\">preliminary injunction\u003c/a> issued last month blocks the OAK name change while the lawsuit weaves through the legal system on the basis that it would falsely imply an affiliation to SFO.\u003c/p>\n\u003cp>“The port has taken San Francisco’s valuable mark and applied it to a smaller, less successful, and lower-rated airport,” Hixson wrote in the Nov. 12 ruling for the preliminary injunction.\u003c/p>\n\u003cp>The Port of Oakland said it has spent years developing distinct branding for OAK and hopes to demonstrate through the appeal that SFO “did not present factual or legal evidence sufficient to support the court’s temporary prohibition.”\u003c/p>\n\u003cp>“San Francisco is trying to relegate OAK and Oakland to second-class citizens. The Port has no interest in passing off OAK as SFO,” Port of Oakland attorney Mary Richardson said in a statement. “OAK is distinctly and proudly Oakland.”\u003c/p>\n\u003cp>The appeal will play out in the U.S. District Court for the Northern District of California over the next several months.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "The Ongoing Saga of the Richmond-San Rafael Bridge Bike Lane",
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"content": "\u003cp>\u003cem>\u003cstrong>Updated at 12 p.m.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>The fate of the 10-foot wide, barrier-separated bike and pedestrian path on the upper deck of the Richmond-San Rafael Bridge remains uncertain, as both advocates and critics of the lane eagerly await a decision.\u003c/p>\n\u003cp>The \u003ca href=\"https://mtc.ca.gov/\">Metropolitan Transportation Committee\u003c/a> (MTC) has asked the \u003ca href=\"https://bcdc.ca.gov/\">San Francisco Bay Conservation and Development Commission\u003c/a> (BCDC) for approval to move the barriers over to the side of the bridge from Monday to Thursday, making the lane available in case of crashes or breakdowns. The barriers would be pushed back to where they have been for the last five years for Fridays, weekends and holidays.\u003c/p>\n\u003cp>Many people were expecting the BCDC to vote on the application at its \u003ca href=\"https://marin.granicus.com/ViewPublisherRSS.php?view_id=3&frameborder=0&mode=vpodcast\">November or December meetings\u003c/a>, but Rylan Gervase, a BCDC spokesperson, said this week that the hearing date has yet to be determined and “most likely it will be early next year.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In the meantime, five bodies have voted unanimously on resolutions against the proposal: the city councils of Albany, Berkeley and Richmond; the San Francisco Bay Trail Project Board of Directors; and the West Contra Costa Transportation Advisory Committee.\u003c/p>\n\u003cp>Letters to Marin County’s Board of Supervisors were overwhelmingly in favor of keeping the bike lane open 24/7 as a crucial part of the \u003ca href=\"https://mtc.ca.gov/operations/regional-trails-parks/san-francisco-bay-trail\">San Francisco Bay Trail\u003c/a>, and a \u003ca href=\"https://secure.everyaction.com/2A3aX75jUkSrTH6pp2-zog2\">petition advocating for the bike lane\u003c/a> has gained nearly 3,100 signatures.\u003c/p>\n\u003cp>John Grubb, chief operating officer of the Bay Area Council — a coalition of major businesses that \u003ca href=\"https://web.archive.org/web/20130920040053/http:/www.bayareacouncil.org/bay_area_history.php\">lobbied for creation\u003c/a> of the BCDC and MTC and construction of the Richmond-San Rafael Bridge — said the bike lane pilot was to see if bikers would use the lane for their commutes. “We would argue they haven’t,” he said.\u003c/p>\n\u003cp>The pilot started in November 2019, just months before pandemic-related shutdowns had fewer people commuting to work and moving around less in general. Five years later, people who want the third lane back open to vehicle traffic say there aren’t enough people using the bike lane to justify it being largely unused during the morning commute.\u003c/p>\n\u003cp>\u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348353\">MTC numbers show\u003c/a> that, on average, 140 cyclists per day make trips on the bridge on weekdays and 360 on weekends and holidays. A 2021 survey found that 85% of path users did so for exercise or recreation, while fewer than 5% were using it to commute to work. Nearly 32% said they used the path less than once a month.\u003c/p>\n\u003cp>On a recent weekday afternoon, a handful of people were seen using the bike path on the Richmond side. One of them was Bob Finkelstein, who had ridden over from Albany for one of his near-weekly recreational rides across the bridge to San Quentin and back. “This is a great place to ride,” he said.\u003c/p>\n\u003cp>Finkelstein said while he understands why some people would want to close the bike lane if it’s not being used more, he said reducing its availability isn’t a good idea.\u003c/p>\n\u003cp>“It sends the wrong message,” he said. “They have to leave it open as much as they can to provide alternatives to gas-powered vehicles.”\u003c/p>\n\u003cfigure id=\"attachment_12017831\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017831\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides on the Richmond-San Rafael Bridge Trail on Dec. 11, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge’s peak bicycle traffic day was Nov. 16 this year, when more than a thousand people biked to celebrate the \u003ca href=\"https://richmondside.org/2024/11/19/richmond-bridge-bike-access-at-risk/\">five-year anniversary\u003c/a> of when the lane was first opened to pedestrians and cyclists.\u003c/p>\n\u003cp>Dani Lanis, advocacy manager for \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>, said the bike lane is a justice issue, as people who live in places like Richmond and work in Marin County have fewer options to get across the bridge other than a car because the wait for public transit can sometimes be an hour.\u003c/p>\n\u003cp>“This is a matter of justice that disproportionately impacts low-income communities,” he said. “Closure of the Richmond-San Rafael Bridge trail would cost individuals who currently rely on the trail to drive for more trips, and if they don’t have access to a car, they would be left with no other options.”\u003c/p>\n\u003cp>Grubb, however, said getting the third lane back open during heavy commute times is also a justice issue, as data shows that the majority of the thousands of drivers that travel westbound on the Richmond-San Rafael Bridge in the morning are people of color, making less than the Bay Area median income at blue-collar jobs. They’re the ones stuck when a crash or disabled vehicle grinds traffic to a halt while opening the third lane on the lower deck, he said, has alleviated such congestion on the evening commute.\u003c/p>\n\u003cp>“The Richmond side is saying, ‘What about us?’” Grubb said. “You know, ‘Where’s the justice for us? Why do we get stuck with this huge morning backup that’s getting much worse, but Marin doesn’t have to deal with these things anymore, and we, in fact, got stuck with the bike lane?’”\u003c/p>\n\u003cp>Mark Shotwell, CEO of the Ritter Center, which serves the homeless population in Marin County, \u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348356\">wrote to county leaders\u003c/a> in support of opening the third lane for emergencies because the vast majority of his employees commute to work, which can take up to two hours or more if there’s an accident on the bridge.[aside label=\"Related Stories\" postID=\"news_11971935,news_11971747,news_11941576,news_11985510\"]“This unpredictability of commute time leads to our employees needing to leave for work at least an hour earlier to give them a chance if an accident happens to still be on time to work,” Shotwell wrote.\u003c/p>\n\u003cp>But merely opening up another lane doesn’t mean traffic congestion will disappear.\u003c/p>\n\u003cp>A report by UC Berkeley’s California Partners for Advanced Transportation Technology (PATH) \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6005/4a_ATTACHMENT_B_Phase_II_Pilot_Study_Final_Report.pdf\">released in May\u003c/a> found that while the bike lane reduced the bridge’s capacity, average peak travel times to the end of the bridge all days of the week have remained about the same as before the bike lane was installed.\u003c/p>\n\u003cp>Overall, researchers found that the bike lane has added less than a minute to westbound travel time but has made peak weekday travel less predictable, mainly due to the barrier preventing disabled vehicles from pulling out of traffic.\u003c/p>\n\u003cp>Lanis said \u003ca href=\"https://www.ucdavis.edu/magazine/does-widening-highways-ease-traffic-congestion\">research has shown\u003c/a> that when lanes are added to highways to ease congestion, the usual result is more traffic and increased congestion.\u003c/p>\n\u003cp>Another issue is where the traffic from the third lane would go on the west end of the bridge, as a 2020 study by the Transportation Authority of Marin estimated it could cost up to $90 million to reconfigure traffic to address the new bottleneck. However, one MTC report said that to address traffic congestion to U.S. 101 in both directions could cost as much as $310 million.\u003c/p>\n\u003cp>Instead, Lanis would prefer authorities look at serious investments in public transit, such as ferries and trains, as well as more affordable housing in Marin County.\u003c/p>\n\u003cp>“The controversy around the pathway is a red herring,” he said. “The only way you decrease congestion is by taking people out of cars.”\u003c/p>\n\u003cp>\u003cem>Correction: An earlier version of this story misstated which regional boards voted in favor of restricting the bike lane to three days a week and holidays. \u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "For months, advocates have been waiting for a vote for what’s next with the bike lane on the upper deck of the bridge, but nothing is moving forward.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003cstrong>Updated at 12 p.m.\u003c/strong>\u003c/em>\u003c/p>\n\u003cp>The fate of the 10-foot wide, barrier-separated bike and pedestrian path on the upper deck of the Richmond-San Rafael Bridge remains uncertain, as both advocates and critics of the lane eagerly await a decision.\u003c/p>\n\u003cp>The \u003ca href=\"https://mtc.ca.gov/\">Metropolitan Transportation Committee\u003c/a> (MTC) has asked the \u003ca href=\"https://bcdc.ca.gov/\">San Francisco Bay Conservation and Development Commission\u003c/a> (BCDC) for approval to move the barriers over to the side of the bridge from Monday to Thursday, making the lane available in case of crashes or breakdowns. The barriers would be pushed back to where they have been for the last five years for Fridays, weekends and holidays.\u003c/p>\n\u003cp>Many people were expecting the BCDC to vote on the application at its \u003ca href=\"https://marin.granicus.com/ViewPublisherRSS.php?view_id=3&frameborder=0&mode=vpodcast\">November or December meetings\u003c/a>, but Rylan Gervase, a BCDC spokesperson, said this week that the hearing date has yet to be determined and “most likely it will be early next year.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In the meantime, five bodies have voted unanimously on resolutions against the proposal: the city councils of Albany, Berkeley and Richmond; the San Francisco Bay Trail Project Board of Directors; and the West Contra Costa Transportation Advisory Committee.\u003c/p>\n\u003cp>Letters to Marin County’s Board of Supervisors were overwhelmingly in favor of keeping the bike lane open 24/7 as a crucial part of the \u003ca href=\"https://mtc.ca.gov/operations/regional-trails-parks/san-francisco-bay-trail\">San Francisco Bay Trail\u003c/a>, and a \u003ca href=\"https://secure.everyaction.com/2A3aX75jUkSrTH6pp2-zog2\">petition advocating for the bike lane\u003c/a> has gained nearly 3,100 signatures.\u003c/p>\n\u003cp>John Grubb, chief operating officer of the Bay Area Council — a coalition of major businesses that \u003ca href=\"https://web.archive.org/web/20130920040053/http:/www.bayareacouncil.org/bay_area_history.php\">lobbied for creation\u003c/a> of the BCDC and MTC and construction of the Richmond-San Rafael Bridge — said the bike lane pilot was to see if bikers would use the lane for their commutes. “We would argue they haven’t,” he said.\u003c/p>\n\u003cp>The pilot started in November 2019, just months before pandemic-related shutdowns had fewer people commuting to work and moving around less in general. Five years later, people who want the third lane back open to vehicle traffic say there aren’t enough people using the bike lane to justify it being largely unused during the morning commute.\u003c/p>\n\u003cp>\u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348353\">MTC numbers show\u003c/a> that, on average, 140 cyclists per day make trips on the bridge on weekdays and 360 on weekends and holidays. A 2021 survey found that 85% of path users did so for exercise or recreation, while fewer than 5% were using it to commute to work. Nearly 32% said they used the path less than once a month.\u003c/p>\n\u003cp>On a recent weekday afternoon, a handful of people were seen using the bike path on the Richmond side. One of them was Bob Finkelstein, who had ridden over from Albany for one of his near-weekly recreational rides across the bridge to San Quentin and back. “This is a great place to ride,” he said.\u003c/p>\n\u003cp>Finkelstein said while he understands why some people would want to close the bike lane if it’s not being used more, he said reducing its availability isn’t a good idea.\u003c/p>\n\u003cp>“It sends the wrong message,” he said. “They have to leave it open as much as they can to provide alternatives to gas-powered vehicles.”\u003c/p>\n\u003cfigure id=\"attachment_12017831\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017831\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg\" alt=\"\" width=\"2000\" height=\"1332\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1536x1023.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/20241211_RichmondBridgeBike_GC-19-1920x1279.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A cyclist rides on the Richmond-San Rafael Bridge Trail on Dec. 11, 2024. \u003ccite>(Gina Castro/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The bridge’s peak bicycle traffic day was Nov. 16 this year, when more than a thousand people biked to celebrate the \u003ca href=\"https://richmondside.org/2024/11/19/richmond-bridge-bike-access-at-risk/\">five-year anniversary\u003c/a> of when the lane was first opened to pedestrians and cyclists.\u003c/p>\n\u003cp>Dani Lanis, advocacy manager for \u003ca href=\"https://bikeeastbay.org/\">Bike East Bay\u003c/a>, said the bike lane is a justice issue, as people who live in places like Richmond and work in Marin County have fewer options to get across the bridge other than a car because the wait for public transit can sometimes be an hour.\u003c/p>\n\u003cp>“This is a matter of justice that disproportionately impacts low-income communities,” he said. “Closure of the Richmond-San Rafael Bridge trail would cost individuals who currently rely on the trail to drive for more trips, and if they don’t have access to a car, they would be left with no other options.”\u003c/p>\n\u003cp>Grubb, however, said getting the third lane back open during heavy commute times is also a justice issue, as data shows that the majority of the thousands of drivers that travel westbound on the Richmond-San Rafael Bridge in the morning are people of color, making less than the Bay Area median income at blue-collar jobs. They’re the ones stuck when a crash or disabled vehicle grinds traffic to a halt while opening the third lane on the lower deck, he said, has alleviated such congestion on the evening commute.\u003c/p>\n\u003cp>“The Richmond side is saying, ‘What about us?’” Grubb said. “You know, ‘Where’s the justice for us? Why do we get stuck with this huge morning backup that’s getting much worse, but Marin doesn’t have to deal with these things anymore, and we, in fact, got stuck with the bike lane?’”\u003c/p>\n\u003cp>Mark Shotwell, CEO of the Ritter Center, which serves the homeless population in Marin County, \u003ca href=\"https://marin.granicus.com/MetaViewer.php?view_id=33&clip_id=12399&meta_id=1348356\">wrote to county leaders\u003c/a> in support of opening the third lane for emergencies because the vast majority of his employees commute to work, which can take up to two hours or more if there’s an accident on the bridge.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This unpredictability of commute time leads to our employees needing to leave for work at least an hour earlier to give them a chance if an accident happens to still be on time to work,” Shotwell wrote.\u003c/p>\n\u003cp>But merely opening up another lane doesn’t mean traffic congestion will disappear.\u003c/p>\n\u003cp>A report by UC Berkeley’s California Partners for Advanced Transportation Technology (PATH) \u003ca href=\"https://mtc.ca.gov/sites/default/files/meetings/attachments/6005/4a_ATTACHMENT_B_Phase_II_Pilot_Study_Final_Report.pdf\">released in May\u003c/a> found that while the bike lane reduced the bridge’s capacity, average peak travel times to the end of the bridge all days of the week have remained about the same as before the bike lane was installed.\u003c/p>\n\u003cp>Overall, researchers found that the bike lane has added less than a minute to westbound travel time but has made peak weekday travel less predictable, mainly due to the barrier preventing disabled vehicles from pulling out of traffic.\u003c/p>\n\u003cp>Lanis said \u003ca href=\"https://www.ucdavis.edu/magazine/does-widening-highways-ease-traffic-congestion\">research has shown\u003c/a> that when lanes are added to highways to ease congestion, the usual result is more traffic and increased congestion.\u003c/p>\n\u003cp>Another issue is where the traffic from the third lane would go on the west end of the bridge, as a 2020 study by the Transportation Authority of Marin estimated it could cost up to $90 million to reconfigure traffic to address the new bottleneck. However, one MTC report said that to address traffic congestion to U.S. 101 in both directions could cost as much as $310 million.\u003c/p>\n\u003cp>Instead, Lanis would prefer authorities look at serious investments in public transit, such as ferries and trains, as well as more affordable housing in Marin County.\u003c/p>\n\u003cp>“The controversy around the pathway is a red herring,” he said. “The only way you decrease congestion is by taking people out of cars.”\u003c/p>\n\u003cp>\u003cem>Correction: An earlier version of this story misstated which regional boards voted in favor of restricting the bike lane to three days a week and holidays. \u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> transportation director, Jeffrey Tumlin, is stepping down from the position he’s held for five years, leaving another key position open for \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor-elect Daniel Lurie\u003c/a> to fill in his quest to reshape the city’s government.\u003c/p>\n\u003cp>Tumlin, the executive director of the city’s \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a>, plans to announce his resignation at the agency’s next meeting on Tuesday.\u003c/p>\n\u003cp>“One of the responsibilities of any leader is knowing when it is time to wrap up and hand the keys over to the next generation. And we’re leaving at a high point. Muni is faster and more frequent and more reliable than it has been in decades,” Tumlin told KQED. “I have such an incredible crew at the MTA who’s ready to step it up.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tumlin stepped into the role in 2019 and has steered the public transportation agency through \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">one of its worst fiscal crises\u003c/a> in recent history. Despite recent improvements in ridership after a steep drop-off during the pandemic, SFMTA is facing a nearly $300 million deficit starting in 2026 after state and federal relief is exhausted — leaving a major problem in the lap of Tumlin’s successor.\u003c/p>\n\u003cp>“Every single one of Muni’s main sources of revenue has declined as a result of work from home, particularly our downtown parking garage revenue,” Tumlin said of what’s driving the fiscal crisis. “I would argue there is no path for economic recovery in San Francisco without a strong Muni.”\u003c/p>\n\u003cp>SFMTA is working on a regional ballot measure for 2026 to fund public transit across the nine Bay Area counties. But the ballot measure alone won’t pull SFMTA out of its looming deficit, Tumlin said, and the agency is also working with the city controller to identify areas for potential service cuts and new revenue streams.\u003c/p>\n\u003cp>One of the possible cuts Muni has floated is winding down the city’s \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">historic cable cars\u003c/a>. That idea did not sit well with Mayor-elect Daniel Lurie, who immediately shot it down.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in a \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">post last week\u003c/a> on social media platform X. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie made no comment on the other measures under discussion at the SFMTA, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>Two further meetings of the Muni Funding Working Group have been canceled since Lurie’s comments on the cable cars.[aside postID=news_12015011 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png']\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. Scott Wiener (D–San Francisco). “Service is faster and more reliable due to Jeff’s focus on making Muni work, and as a result, Muni rider satisfaction surveys are at historic highs.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/danbrekke\">Dan Brekke\u003c/a> contributed reporting.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco’s\u003c/a> transportation director, Jeffrey Tumlin, is stepping down from the position he’s held for five years, leaving another key position open for \u003ca href=\"https://www.kqed.org/news/tag/daniel-lurie\">Mayor-elect Daniel Lurie\u003c/a> to fill in his quest to reshape the city’s government.\u003c/p>\n\u003cp>Tumlin, the executive director of the city’s \u003ca href=\"https://www.kqed.org/news/tag/sfmta\">Municipal Transportation Agency\u003c/a>, plans to announce his resignation at the agency’s next meeting on Tuesday.\u003c/p>\n\u003cp>“One of the responsibilities of any leader is knowing when it is time to wrap up and hand the keys over to the next generation. And we’re leaving at a high point. Muni is faster and more frequent and more reliable than it has been in decades,” Tumlin told KQED. “I have such an incredible crew at the MTA who’s ready to step it up.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tumlin stepped into the role in 2019 and has steered the public transportation agency through \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">one of its worst fiscal crises\u003c/a> in recent history. Despite recent improvements in ridership after a steep drop-off during the pandemic, SFMTA is facing a nearly $300 million deficit starting in 2026 after state and federal relief is exhausted — leaving a major problem in the lap of Tumlin’s successor.\u003c/p>\n\u003cp>“Every single one of Muni’s main sources of revenue has declined as a result of work from home, particularly our downtown parking garage revenue,” Tumlin said of what’s driving the fiscal crisis. “I would argue there is no path for economic recovery in San Francisco without a strong Muni.”\u003c/p>\n\u003cp>SFMTA is working on a regional ballot measure for 2026 to fund public transit across the nine Bay Area counties. But the ballot measure alone won’t pull SFMTA out of its looming deficit, Tumlin said, and the agency is also working with the city controller to identify areas for potential service cuts and new revenue streams.\u003c/p>\n\u003cp>One of the possible cuts Muni has floated is winding down the city’s \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">historic cable cars\u003c/a>. That idea did not sit well with Mayor-elect Daniel Lurie, who immediately shot it down.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in a \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">post last week\u003c/a> on social media platform X. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie made no comment on the other measures under discussion at the SFMTA, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>Two further meetings of the Muni Funding Working Group have been canceled since Lurie’s comments on the cable cars.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. Scott Wiener (D–San Francisco). “Service is faster and more reliable due to Jeff’s focus on making Muni work, and as a result, Muni rider satisfaction surveys are at historic highs.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/danbrekke\">Dan Brekke\u003c/a> contributed reporting.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-bridge\">Bay Bridge\u003c/a> will soon be relit, according to the nonprofit behind the iconic light installation that spanned the San Francisco skyline for a decade.\u003c/p>\n\u003cp>Illuminate \u003ca href=\"https://x.com/IlluminatedArts/status/1866191587841077537\">announced\u003c/a> Monday that crews have begun installing 50,000 new LED bulbs across the western span of the bridge and that the renewed installation could be up and running within months.\u003c/p>\n\u003cp>Ben Davis, the founder of Illuminate, told KQED that he is eyeing late March for the grand relighting.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We anticipate celebrating the return of The Bay Lights to our skyline later this winter. … We hope you will join us on the waterfront,” the company said in a post on social media platform X.\u003c/p>\n\u003cp>The Bay Lights — then thought to be the world’s largest LED sculpture — debuted in March 2013, and on its 10th anniversary, it was shut down amid uncertainty over a fundraising effort for repairs. Artist Leo Villareal designed the project, which Illuminate said was Davis’s “brainchild.”\u003c/p>\n\u003cfigure id=\"attachment_12017560\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12017560 size-full\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">The new “Bay Lights 360” will feature bulbs on both sides of the bridge’s cables so that the lights can be seen from the East Bay. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation became a sensation throughout the Bay Area, attracting locals and visitors to the bridge that has long served as an essential commuter channel but not nearly the most famed way to cross the water.\u003c/p>\n\u003cp>The original Bay Lights was comprised of 25,000 bulbs fastened to the sturdy cables that extend down from the Bay Bridge’s arches. At night, lights danced through the sky, creating waves rippling between Oakland to San Francisco and beams falling like rain from the tallest points of the bridge to its road.\u003c/p>\n\u003cp>The optical illusions were the product of a program called \u003ca href=\"https://www.kqed.org/news/90202/watch-video-light-sculpture-to-brighten-the-bay-bridge\">Particle Universe\u003c/a>, which Villareal could use to change how the lights’ mass, velocity and gravity appeared to act from a remote desktop computer, he told KQED before the first official lighting.\u003c/p>\n\u003cp>“He’s spent a significant amount of time on and around the bridge looking at the patterns of nature and sort of the built environment,” Davis said. “[Villareal] has abstracted those and then cultivated them a way for beauty while they’re still randomized.”\u003c/p>\n\u003cfigure id=\"attachment_12017559\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017559\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Crews began installing the 50,000 new bulbs this week. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation went dark in March 2023 after a decade of wear and tear from fog, wind, salt and exhaust over the bay, creating maintenance challenges with some of the bulbs.\u003c/p>\n\u003cp>Illuminate had launched a fundraising campaign to renew the installation with stronger lights, but it did not reach its goal by the time Bay Lights was shut off — leaving the project’s future in doubt.\u003c/p>\n\u003cp>[aside postID=news_12016154 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>In May, the company announced that it had privately fundraised all $11 million needed to revitalize Bay Lights, with custom bulbs designed to withstand harsh weather for years to come. In addition to improving bulb quality with custom LEDs, the nonprofit is attempting to double the number of bulbs, wrapping them around both sides of the western span’s cables to create a wider field of view.\u003c/p>\n\u003cp>“One of the criticisms of Bay Lights was that it points at the penthouses of San Francisco and the North Bay, but it didn’t really shine on Oakland or some of the other communities on the east side of the bay,” Davis said.\u003c/p>\n\u003cp>This was largely for safety, he said — it wasn’t clear whether it would be unsafe or distracting for drivers to see lights on the inside of the cables as they drove across the bridge. But if the expanded version, Bay Lights 360, passes a safety inspection Davis expects will take place in January, the lights on the inside of the cables will be visible from the East Bay and even to commuters.\u003c/p>\n\u003cp>Davis said that in this installation, they are going to “see if we can actually, as a matter of aesthetic equity, address that concern by making it available to everyone really in an excited way.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Crews have begun installing 50,000 new LED bulbs for the second iteration of Bay Lights after an $11 million fundraising effort, according to the nonprofit Illuminate.",
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"title": "New Bay Bridge Light Installation Is Underway After Nearly 2-Year Shutdown | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-bridge\">Bay Bridge\u003c/a> will soon be relit, according to the nonprofit behind the iconic light installation that spanned the San Francisco skyline for a decade.\u003c/p>\n\u003cp>Illuminate \u003ca href=\"https://x.com/IlluminatedArts/status/1866191587841077537\">announced\u003c/a> Monday that crews have begun installing 50,000 new LED bulbs across the western span of the bridge and that the renewed installation could be up and running within months.\u003c/p>\n\u003cp>Ben Davis, the founder of Illuminate, told KQED that he is eyeing late March for the grand relighting.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We anticipate celebrating the return of The Bay Lights to our skyline later this winter. … We hope you will join us on the waterfront,” the company said in a post on social media platform X.\u003c/p>\n\u003cp>The Bay Lights — then thought to be the world’s largest LED sculpture — debuted in March 2013, and on its 10th anniversary, it was shut down amid uncertainty over a fundraising effort for repairs. Artist Leo Villareal designed the project, which Illuminate said was Davis’s “brainchild.”\u003c/p>\n\u003cfigure id=\"attachment_12017560\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12017560 size-full\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">The new “Bay Lights 360” will feature bulbs on both sides of the bridge’s cables so that the lights can be seen from the East Bay. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation became a sensation throughout the Bay Area, attracting locals and visitors to the bridge that has long served as an essential commuter channel but not nearly the most famed way to cross the water.\u003c/p>\n\u003cp>The original Bay Lights was comprised of 25,000 bulbs fastened to the sturdy cables that extend down from the Bay Bridge’s arches. At night, lights danced through the sky, creating waves rippling between Oakland to San Francisco and beams falling like rain from the tallest points of the bridge to its road.\u003c/p>\n\u003cp>The optical illusions were the product of a program called \u003ca href=\"https://www.kqed.org/news/90202/watch-video-light-sculpture-to-brighten-the-bay-bridge\">Particle Universe\u003c/a>, which Villareal could use to change how the lights’ mass, velocity and gravity appeared to act from a remote desktop computer, he told KQED before the first official lighting.\u003c/p>\n\u003cp>“He’s spent a significant amount of time on and around the bridge looking at the patterns of nature and sort of the built environment,” Davis said. “[Villareal] has abstracted those and then cultivated them a way for beauty while they’re still randomized.”\u003c/p>\n\u003cfigure id=\"attachment_12017559\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017559\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Crews began installing the 50,000 new bulbs this week. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation went dark in March 2023 after a decade of wear and tear from fog, wind, salt and exhaust over the bay, creating maintenance challenges with some of the bulbs.\u003c/p>\n\u003cp>Illuminate had launched a fundraising campaign to renew the installation with stronger lights, but it did not reach its goal by the time Bay Lights was shut off — leaving the project’s future in doubt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In May, the company announced that it had privately fundraised all $11 million needed to revitalize Bay Lights, with custom bulbs designed to withstand harsh weather for years to come. In addition to improving bulb quality with custom LEDs, the nonprofit is attempting to double the number of bulbs, wrapping them around both sides of the western span’s cables to create a wider field of view.\u003c/p>\n\u003cp>“One of the criticisms of Bay Lights was that it points at the penthouses of San Francisco and the North Bay, but it didn’t really shine on Oakland or some of the other communities on the east side of the bay,” Davis said.\u003c/p>\n\u003cp>This was largely for safety, he said — it wasn’t clear whether it would be unsafe or distracting for drivers to see lights on the inside of the cables as they drove across the bridge. But if the expanded version, Bay Lights 360, passes a safety inspection Davis expects will take place in January, the lights on the inside of the cables will be visible from the East Bay and even to commuters.\u003c/p>\n\u003cp>Davis said that in this installation, they are going to “see if we can actually, as a matter of aesthetic equity, address that concern by making it available to everyone really in an excited way.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "after-losing-billions-gm-ends-effort-to-develop-cruise-robotaxis",
"title": "After Losing Billions, GM Ends Effort to Develop Cruise Robotaxis",
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"content": "\u003cp>DETROIT — General Motors says it’s leaving the robotaxi business and will stop funding its money-losing Cruise autonomous vehicle unit.\u003c/p>\n\u003cp>Instead the Detroit automaker announced Tuesday will focus on development of partially automated, hands-free “\u003ca href=\"https://www.gmc.com/connectivity-technology/super-cruise\" target=\"_blank\">Super Cruise\u003c/a>” system for personal vehicles.\u003c/p>\n\u003cp>GM said it would get out of robotaxis “given the considerable time and resources that would be needed to scale the business, along with an increasingly competitive robotaxi market.”\u003c/p>\n\u003cp>The company said it will combine Cruise’s technical team with its own to work on advanced systems to assist drivers.\u003c/p>\n\u003cp>GM bought control of San Francisco-based Cruise in 2016 with high hopes of developing a profitable fleet of robotaxis. The company’s white-and-orange Chevy Bolts became a familiar sight across the city — often as part of\u003ca href=\"https://www.sfchronicle.com/bayarea/article/robotaxi-backup-18293208.php\" target=\"_blank\"> self-created traffic tie-ups\u003c/a>. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Over the years GM invested billions in the subsidiary and eventually bought 90% of the company from investors, all while racking up millions in losses.\u003c/p>\n\u003cp>GM’s departure from the autonomous taxi space represents a dramatic about-face from years of full-blown support that left a huge financial dent in the automaker. \u003c/p>\n\u003cp>The company invested $2.4 billion in Cruise only to sustain years of uninterrupted losses, with little in return. Since GM bought a controlling stake in Cruise for $581 million in 2016, the robotaxi service piled up more than $10 billion in operating losses while bringing in less than $500 million in revenue, according to GM shareholder reports filed with the Securities and Exchange Commission.\u003c/p>\n\u003cp>The automaker even announced plans for Cruise to generate $1 billion in annual revenue by 2025, but it scaled back spending on the company after one of its vehicles dragged a San Francisco pedestrian who was hit by another vehicle in 2023.\u003c/p>\n\u003cp>The California Public Utilities Commission \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\" target=\"_blank\">alleged Cruise covered up details\u003c/a> of the crash for more than two weeks.\u003c/p>\n\u003cp>The embarrassing incident resulted in Cruise’s license to operate its driverless fleet in California being suspended by regulators and triggered a purge of its leadership — in addition to layoffs that jettisoned about a quarter of its workforce.\u003c/p>\n\u003cp>GM CEO Mary Barra told analysts on a conference call Tuesday the revamped Cruise will focus on personal vehicles and developing systems that can drive by themselves in certain circumstances.\u003c/p>\n\u003cp>The company has agreements to buy another 7% of Cruise and intends to buy the remaining shares so it owns the whole company.\u003c/p>\n\u003cp>The move is another step back from autonomous vehicles, which have proved far harder to develop than companies once anticipated. Two years ago, crosstown rival Ford Motor Co. disbanded its Argo AI autonomous vehicle venture in Pittsburgh that it co-owned with Volkswagen.\u003c/p>\n\u003cp>At the time the company said it didn’t see a path to profitability for a number of years.\u003c/p>\n\u003cp>Yet other companies are pressing forward with plans to deploy autonomous vehicles and expand their services.\u003c/p>\n\u003cp>Alphabet Inc.’s Waymo is accelerating plans to broaden its robotaxi service beyond areas of metropolitan Phoenix, San Francisco and Los Angeles. Last week the company said it would begin testing its driverless Jaguars in Miami next year, with plans to start charging for rides in 2026.\u003c/p>\n\u003cp>The move comes less than a month after Waymo opened up its robotaxi service to anyone looking for a ride in an 80-square-mile area of Los Angeles. Waymo also has plans to launch fleets in Atlanta and Austin next year in partnership with ride-hailing leader Uber.\u003c/p>\n\u003cp>Tesla CEO Elon Musk has said his company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels using Tesla’s “Full Self-Driving” system would be available in 2026 starting in California and Texas, he said.\u003c/p>\n\u003cp>But an investigation by the National Highway Traffic Safety Administration into Full Self-Driving’s ability to see in low visibility conditions cast doubt on whether Teslas are ready to be deployed without humans behind the wheel.\u003c/p>\n\u003cp>The agency began the investigation in October after getting reports of four crashes involving “Full Self-Driving” when Teslas encountered sun glare, fog and airborne dust. An Arizona pedestrian was killed in one of the crashes.\u003c/p>\n\u003cp>GM said it will work with Cruise’s leadership to restructure the company and refocus Cruise’s operations on driver assist systems. The company expects the restructuring to reduce spending by more than $1 billion annually.\u003c/p>\n\u003cp>Cruise has about 2,300 employees and will retain a presence in San Francisco, GM said. It’s too early to talk about employment levels until the restructuring is completed next year, a spokesman said.\u003c/p>\n\u003cp>Dave Richardson, senior vice president of software and services engineering, said Cruise will bring its software, artificial intelligence and sensor development to GM to team up on improving GM’s driver-assist systems.\u003c/p>\n\u003cp>“We want to leverage what already has been done as we go forward, and we think we can do that very effectively,” Barra said.\u003c/p>\n\u003cp>Shares of GM rose about 3% in trading after Tuesday’s closing bell. They are up about 47% for the year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Technology Writer Michael Liedtke in San Francisco contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — General Motors says it’s leaving the robotaxi business and will stop funding its money-losing Cruise autonomous vehicle unit.\u003c/p>\n\u003cp>Instead the Detroit automaker announced Tuesday will focus on development of partially automated, hands-free “\u003ca href=\"https://www.gmc.com/connectivity-technology/super-cruise\" target=\"_blank\">Super Cruise\u003c/a>” system for personal vehicles.\u003c/p>\n\u003cp>GM said it would get out of robotaxis “given the considerable time and resources that would be needed to scale the business, along with an increasingly competitive robotaxi market.”\u003c/p>\n\u003cp>The company said it will combine Cruise’s technical team with its own to work on advanced systems to assist drivers.\u003c/p>\n\u003cp>GM bought control of San Francisco-based Cruise in 2016 with high hopes of developing a profitable fleet of robotaxis. The company’s white-and-orange Chevy Bolts became a familiar sight across the city — often as part of\u003ca href=\"https://www.sfchronicle.com/bayarea/article/robotaxi-backup-18293208.php\" target=\"_blank\"> self-created traffic tie-ups\u003c/a>. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Over the years GM invested billions in the subsidiary and eventually bought 90% of the company from investors, all while racking up millions in losses.\u003c/p>\n\u003cp>GM’s departure from the autonomous taxi space represents a dramatic about-face from years of full-blown support that left a huge financial dent in the automaker. \u003c/p>\n\u003cp>The company invested $2.4 billion in Cruise only to sustain years of uninterrupted losses, with little in return. Since GM bought a controlling stake in Cruise for $581 million in 2016, the robotaxi service piled up more than $10 billion in operating losses while bringing in less than $500 million in revenue, according to GM shareholder reports filed with the Securities and Exchange Commission.\u003c/p>\n\u003cp>The automaker even announced plans for Cruise to generate $1 billion in annual revenue by 2025, but it scaled back spending on the company after one of its vehicles dragged a San Francisco pedestrian who was hit by another vehicle in 2023.\u003c/p>\n\u003cp>The California Public Utilities Commission \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\" target=\"_blank\">alleged Cruise covered up details\u003c/a> of the crash for more than two weeks.\u003c/p>\n\u003cp>The embarrassing incident resulted in Cruise’s license to operate its driverless fleet in California being suspended by regulators and triggered a purge of its leadership — in addition to layoffs that jettisoned about a quarter of its workforce.\u003c/p>\n\u003cp>GM CEO Mary Barra told analysts on a conference call Tuesday the revamped Cruise will focus on personal vehicles and developing systems that can drive by themselves in certain circumstances.\u003c/p>\n\u003cp>The company has agreements to buy another 7% of Cruise and intends to buy the remaining shares so it owns the whole company.\u003c/p>\n\u003cp>The move is another step back from autonomous vehicles, which have proved far harder to develop than companies once anticipated. Two years ago, crosstown rival Ford Motor Co. disbanded its Argo AI autonomous vehicle venture in Pittsburgh that it co-owned with Volkswagen.\u003c/p>\n\u003cp>At the time the company said it didn’t see a path to profitability for a number of years.\u003c/p>\n\u003cp>Yet other companies are pressing forward with plans to deploy autonomous vehicles and expand their services.\u003c/p>\n\u003cp>Alphabet Inc.’s Waymo is accelerating plans to broaden its robotaxi service beyond areas of metropolitan Phoenix, San Francisco and Los Angeles. Last week the company said it would begin testing its driverless Jaguars in Miami next year, with plans to start charging for rides in 2026.\u003c/p>\n\u003cp>The move comes less than a month after Waymo opened up its robotaxi service to anyone looking for a ride in an 80-square-mile area of Los Angeles. Waymo also has plans to launch fleets in Atlanta and Austin next year in partnership with ride-hailing leader Uber.\u003c/p>\n\u003cp>Tesla CEO Elon Musk has said his company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels using Tesla’s “Full Self-Driving” system would be available in 2026 starting in California and Texas, he said.\u003c/p>\n\u003cp>But an investigation by the National Highway Traffic Safety Administration into Full Self-Driving’s ability to see in low visibility conditions cast doubt on whether Teslas are ready to be deployed without humans behind the wheel.\u003c/p>\n\u003cp>The agency began the investigation in October after getting reports of four crashes involving “Full Self-Driving” when Teslas encountered sun glare, fog and airborne dust. An Arizona pedestrian was killed in one of the crashes.\u003c/p>\n\u003cp>GM said it will work with Cruise’s leadership to restructure the company and refocus Cruise’s operations on driver assist systems. The company expects the restructuring to reduce spending by more than $1 billion annually.\u003c/p>\n\u003cp>Cruise has about 2,300 employees and will retain a presence in San Francisco, GM said. It’s too early to talk about employment levels until the restructuring is completed next year, a spokesman said.\u003c/p>\n\u003cp>Dave Richardson, senior vice president of software and services engineering, said Cruise will bring its software, artificial intelligence and sensor development to GM to team up on improving GM’s driver-assist systems.\u003c/p>\n\u003cp>“We want to leverage what already has been done as we go forward, and we think we can do that very effectively,” Barra said.\u003c/p>\n\u003cp>Shares of GM rose about 3% in trading after Tuesday’s closing bell. They are up about 47% for the year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Technology Writer Michael Liedtke in San Francisco contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>[aside postID=news_12017428 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/01_120224_Drumm-Avenue_CS_CM_08-1020x680.jpg']\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Supports Renaming Oakland's Lake Merritt Station — if Someone Else Pays for It",
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"content": "\u003cp>\u003cem>Updated 3:30 p.m., Thursday\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> directors plan to move forward with renaming Oakland’s Lake Merritt station, but only after they find a funding source for the estimated $750,000 project and complete a community engagement process.\u003c/p>\n\u003cp>The unanimous vote Thursday by the transit agency’s Board of Directors delivered a setback to many community members who had hoped to walk away from the meeting with a clear timeline for the station renaming.\u003c/p>\n\u003cp>“I would ask that it not be called a name change. It really is a name correction,” said Joshua Simon, who showed up to the public comment section of the meeting. “I’ve been getting off at that station now for 40 years, and every time I get off, I look around and say, ‘Where’s Lake Merritt?’ It’s in Chinatown. I think it’s time to fix this.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Board member Robert Raburn, who has spearheaded the renaming effort along with Oakland Chinatown community groups, hoped that board approval Thursday would guarantee the new name in time for the opening of a new \u003ca href=\"https://www.kqed.org/news/12009951/oaklands-lake-merritt-bart-station-renamed-soon\">transit-oriented development on top of the station\u003c/a>, planned for March 2027.\u003c/p>\n\u003cp>Though the board is generally supportive of the name change, the fact that Raburn’s initiative had not followed established BART protocol made some members uneasy.\u003c/p>\n\u003cfigure id=\"attachment_12016759\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Shoppers walk by a shop in Oakland’s Chinatown on Dec. 18, 2020. Many shops keep plywood in their windows while open. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Current policy requires a third-party applicant to apply for and cover all the costs associated with a station renaming. As yet, no such applicant has come forward, making some board members worry the agency could be forced to pay the full cost of the Lake Merritt station renaming.\u003c/p>\n\u003cp>“If we say we’re going to rename it, that means we are on the hook for paying for it if we cannot find the outside funding,” board member Rebecca Saltzman said.\u003c/p>\n\u003cp>Raburn had previously maintained that neither the Chinatown community groups who have advocated for the name change nor the East Bay Asian Local Development Corporation, the new housing project’s developer, should be on the hook for payment, saying instead that the money could come from grants, BART’s capital budget or elsewhere.\u003c/p>\n\u003cp>“I’m not saying that money grows on trees, but we can find the money and this isn’t the kind of dollar amount that’s going to scare us away from taking this action,” Raburn said.\u003c/p>\n\u003cp>[aside postID=news_12016154 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>Meanwhile, BART is facing \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">a bleak fiscal future\u003c/a> as ridership has failed to recover to pre-pandemic levels and federal and state emergency assistance from the pandemic is set to dry up by the end of next year. The agency is projecting a $385 million budget deficit for the 2026 fiscal year.\u003c/p>\n\u003cp>Raburn sees the renaming as a crucial part of the new housing development at the station.\u003c/p>\n\u003cp>“I think it’s a good investment to provide the change now and say that by the time it’s occupied, it will be renamed,” Raburn said. “That gives the developer something to share with potential investors, to somebody that might want to build a hotel or offices in Oakland Chinatown. I think those are the kinds of things that can pay dividends in the long run for BART.”\u003c/p>\n\u003cp>Board policy also calls for a robust community engagement process to rename a station, including at least three public workshops and endorsements from affected local bodies. Although the Lake Merritt renaming has garnered enthusiastic support from community members in BART board meetings and is endorsed by the Oakland Chinatown Chamber of Commerce and the Oakland Chinatown Improvement Council, BART staff said that requirement had so far not been fulfilled.\u003c/p>\n\u003cp>In the end, board member Saltzman introduced a substitute motion, supporting the intent to change the station name, subject to identifying an applicant who would fund the project, and conducting proper outreach. The motion was approved unanimously.\u003c/p>\n\u003cp>BART staff said they are aware of at least two other station renaming requests, including one from the family of Oscar Grant, who was shot and killed by BART police on New Year’s Day 2009 at Fruitvale Station, to rename it after Grant.\u003c/p>\n\u003cp>Staff also said the city of Berkeley has expressed interest in renaming Ashby Station to South Berkeley Station.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "BART directors voted to support renaming the station 'Oakland Chinatown,' but said funding for the $750,000 project needs to be secured and more community engagement needs to happen.",
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"title": "BART Supports Renaming Oakland's Lake Merritt Station — if Someone Else Pays for It | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:30 p.m., Thursday\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> directors plan to move forward with renaming Oakland’s Lake Merritt station, but only after they find a funding source for the estimated $750,000 project and complete a community engagement process.\u003c/p>\n\u003cp>The unanimous vote Thursday by the transit agency’s Board of Directors delivered a setback to many community members who had hoped to walk away from the meeting with a clear timeline for the station renaming.\u003c/p>\n\u003cp>“I would ask that it not be called a name change. It really is a name correction,” said Joshua Simon, who showed up to the public comment section of the meeting. “I’ve been getting off at that station now for 40 years, and every time I get off, I look around and say, ‘Where’s Lake Merritt?’ It’s in Chinatown. I think it’s time to fix this.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Board member Robert Raburn, who has spearheaded the renaming effort along with Oakland Chinatown community groups, hoped that board approval Thursday would guarantee the new name in time for the opening of a new \u003ca href=\"https://www.kqed.org/news/12009951/oaklands-lake-merritt-bart-station-renamed-soon\">transit-oriented development on top of the station\u003c/a>, planned for March 2027.\u003c/p>\n\u003cp>Though the board is generally supportive of the name change, the fact that Raburn’s initiative had not followed established BART protocol made some members uneasy.\u003c/p>\n\u003cfigure id=\"attachment_12016759\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Shoppers walk by a shop in Oakland’s Chinatown on Dec. 18, 2020. Many shops keep plywood in their windows while open. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Current policy requires a third-party applicant to apply for and cover all the costs associated with a station renaming. As yet, no such applicant has come forward, making some board members worry the agency could be forced to pay the full cost of the Lake Merritt station renaming.\u003c/p>\n\u003cp>“If we say we’re going to rename it, that means we are on the hook for paying for it if we cannot find the outside funding,” board member Rebecca Saltzman said.\u003c/p>\n\u003cp>Raburn had previously maintained that neither the Chinatown community groups who have advocated for the name change nor the East Bay Asian Local Development Corporation, the new housing project’s developer, should be on the hook for payment, saying instead that the money could come from grants, BART’s capital budget or elsewhere.\u003c/p>\n\u003cp>“I’m not saying that money grows on trees, but we can find the money and this isn’t the kind of dollar amount that’s going to scare us away from taking this action,” Raburn said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Meanwhile, BART is facing \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">a bleak fiscal future\u003c/a> as ridership has failed to recover to pre-pandemic levels and federal and state emergency assistance from the pandemic is set to dry up by the end of next year. The agency is projecting a $385 million budget deficit for the 2026 fiscal year.\u003c/p>\n\u003cp>Raburn sees the renaming as a crucial part of the new housing development at the station.\u003c/p>\n\u003cp>“I think it’s a good investment to provide the change now and say that by the time it’s occupied, it will be renamed,” Raburn said. “That gives the developer something to share with potential investors, to somebody that might want to build a hotel or offices in Oakland Chinatown. I think those are the kinds of things that can pay dividends in the long run for BART.”\u003c/p>\n\u003cp>Board policy also calls for a robust community engagement process to rename a station, including at least three public workshops and endorsements from affected local bodies. Although the Lake Merritt renaming has garnered enthusiastic support from community members in BART board meetings and is endorsed by the Oakland Chinatown Chamber of Commerce and the Oakland Chinatown Improvement Council, BART staff said that requirement had so far not been fulfilled.\u003c/p>\n\u003cp>In the end, board member Saltzman introduced a substitute motion, supporting the intent to change the station name, subject to identifying an applicant who would fund the project, and conducting proper outreach. The motion was approved unanimously.\u003c/p>\n\u003cp>BART staff said they are aware of at least two other station renaming requests, including one from the family of Oscar Grant, who was shot and killed by BART police on New Year’s Day 2009 at Fruitvale Station, to rename it after Grant.\u003c/p>\n\u003cp>Staff also said the city of Berkeley has expressed interest in renaming Ashby Station to South Berkeley Station.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "despite-trumps-threats-california-doubles-down-on-electric-vehicles",
"title": "Despite Trump’s Threats, California Doubles Down on Electric Vehicles",
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"headTitle": "Despite Trump’s Threats, California Doubles Down on Electric Vehicles | KQED",
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"content": "\u003cp>At this year’s Los Angeles Auto Show, automakers made big bets on zero-emission vehicles. Very big.\u003c/p>\n\u003cp>Commercial car makers like Kia and Cadillac unveiled three-row, family-friendly electric SUVs to appeal to American tastes for larger cars.\u003c/p>\n\u003cp>These honking big vehicles don’t need engines or fuel. But they’re debuting at a dicey moment for the industry.\u003c/p>\n\u003cp>With Donald Trump’s return to the White House in January, advocates in California are concerned about the future of zero-emission vehicles, regardless of size, purpose or environmental impact.\u003c/p>\n\u003cp>Their fear? \u003ca href=\"https://www.kqed.org/news/12016258/californias-embrace-of-zero-emission-vehicles-could-hit-a-wall-with-the-new-trump-presidency\">Trump will repeal tax credits\u003c/a> for purchasing the vehicles, as promised during his campaign.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s quite disappointing, knowing how helpful that tax credit and other incentives have been, especially for those who don’t have a lot of financial means to afford these vehicles,” said Cecelia Sullivan, president emeritus of the North Bay Electric Auto Association (NBEAA).\u003c/p>\n\u003cp>“This is going to be a real test of the durability of federal policies surrounding EVs,” said policy analyst Ingrid Malmgren, with the advocacy group Plug In America.\u003c/p>\n\u003cp>The tax credits Trump targeted were originally introduced as part of President Joe Biden’s Inflation Reduction Act, passed in 2022. The bill provides buyers who \u003ca href=\"https://www.energy.gov/energysaver/new-and-used-clean-vehicle-tax-credits#:~:text=The%20taxpayer%27s%20modified%20adjusted%20gross,on%20another%20taxpayer%27s%20tax%20return.\">meet certain criteria\u003c/a> with up to $7,500 for new EVs and up to $4,000 for used ones. Starting in 2024, customers were able to opt to transfer the credits directly to eligible dealers instead, for a discount upfront.\u003c/p>\n\u003cp>There are already more than two million zero-emission vehicles on California’s roads, according to the \u003ca href=\"https://www.veloz.org/ev-market-report/\">state’s latest available data\u003c/a>. Malmgren said lifting tax credits may make it harder for many drivers to be able to afford an EV in the future.\u003c/p>\n\u003cp>“People who have a lot of money are still going to be able to buy fancy cars, whether they’re EVs or gas cars,” she added. “But if EVs end up being more expensive because these tax credits are taken away or regulations are removed, then the people who will be most impacted are the people who don’t have as much.”\u003c/p>\n\u003cfigure id=\"attachment_12016485\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016485 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">A Toyota electric vehicle on display at the Los Angeles Auto Show on Nov. 21 at the Los Angeles Convention Center. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In response to Trump’s threats to end the credits, Gov. Gavin Newsom announced a plan to restart California’s Clean Vehicle Rebate Program, which ended in 2023.\u003c/p>\n\u003cp>“We will intervene if the Trump administration eliminates the federal tax credit, doubling down on our commitment to clean air and green jobs in California,” Newsom said in a statement. “We’re not turning back on a clean transportation future — we’re going to make it more affordable for people to drive vehicles that don’t pollute.”\u003c/p>\n\u003cp>The program provided up to $7,500 for the purchase or lease of a zero-emission vehicle. During its lifetime, the program funded nearly 600,000 vehicles and saved more than 450 million gallons of fuel, according to a \u003ca href=\"https://www.gov.ca.gov/2024/11/25/as-california-achieves-historic-milestone-governor-newsom-commits-to-restarting-states-zev-rebate-program-if-federal-tax-credit-is-eliminated/\">state press release\u003c/a>.\u003c/p>\n\u003cp>Newsom’s proposed rebates would come from the state’s Greenhouse Gas Reduction Fund, paid for by polluters under the state’s cap-and-trade program, according to the governor’s statement. That fund pays for clean transportation, sustainable housing and other programs that benefit historically disadvantaged communities in the state.\u003c/p>\n\u003cfigure id=\"attachment_12016486\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016486 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">An employee of Phoenix-based brand Nikola operates an electric semi-truck during a demonstration at a commercial zero emission vehicle event, co-sponsored by the California Air Resources Board, at the Los Angeles County Fairgrounds in Pomona, on Nov 13, 2024.. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s rebuttal is the latest in the state’s ongoing battle with the incoming administration over environment, abortion access, immigration and other political issues.\u003c/p>\n\u003cp>State lawmakers \u003ca href=\"https://www.kqed.org/news/12016294/california-democrats-prepare-for-trump-vow-renewed-focus-affordability\">convened a special session\u003c/a> on Monday to pad the budget of the state’s Department of Justice in preparation. As during his first term, the Trump administration is \u003ca href=\"https://www.kqed.org/news/11997168/california-largely-won-its-climate-fight-with-trump-round-2-could-be-tougher\">expected to take aim\u003c/a> at California’s authority to set auto emissions stricter than federal standards.\u003c/p>\n\u003cp>While Trump cannot unilaterally eliminate the electric vehicle tax credits, his transition team views the consumer EV credit as an easy target, believing that eliminating it would get broad consensus in a Republican-controlled Congress, \u003ca href=\"https://www.reuters.com/business/autos-transportation/trumps-transition-team-aims-kill-biden-ev-tax-credit-2024-11-14/\">Reuters reported\u003c/a>.\u003c/p>\n\u003cp>Tesla CEO Elon Musk, who emerged as a key player in the upcoming Trump administration, effectively \u003ca href=\"https://x.com/elonmusk/status/1813112958157005259\">endorsed the credit’s elimination\u003c/a> on his social media platform X. As the most popular EV maker on the market, Tesla’s competitors are more reliant upon the credits to support sales.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[aside label='Related Coverage' tag='electric-cars']\u003c/span>\u003c/p>\n\u003cp>However, other advocates are not as concerned about the industry’s longevity. Sullivan, of the NBEAA, pointed out that some municipalities, including the \u003ca href=\"https://www.baaqmd.gov/funding-and-incentives/residents/clean-cars-for-all\">Bay Area Air Quality Management District\u003c/a>, offer their own grants for income-eligible residents to replace their cars with electric vehicles.\u003c/p>\n\u003cp>“There are still local programs and opportunities for state governments and lower down to provide incentives,” Sullivan said.\u003c/p>\n\u003cp>Bruce Tuter, a Supervisor at California’s Air Resources Board, is drawing hope from the momentum of the electric and hydrogen vehicle market, like those unveiled at this month’s L.A. Auto Show.\u003c/p>\n\u003cp>A lot of Californians are driving electric cars, Tuter told KQED. No matter Trump’s goals, the zero-emission vehicle market may be too big to fail.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“There are a lot of jobs that have been created in producing these vehicles and producing all the parts that go into those vehicles,” Tuter said. “There is a lot of positive economic pressure to continue with these kinds of vehicles.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>At this year’s Los Angeles Auto Show, automakers made big bets on zero-emission vehicles. Very big.\u003c/p>\n\u003cp>Commercial car makers like Kia and Cadillac unveiled three-row, family-friendly electric SUVs to appeal to American tastes for larger cars.\u003c/p>\n\u003cp>These honking big vehicles don’t need engines or fuel. But they’re debuting at a dicey moment for the industry.\u003c/p>\n\u003cp>With Donald Trump’s return to the White House in January, advocates in California are concerned about the future of zero-emission vehicles, regardless of size, purpose or environmental impact.\u003c/p>\n\u003cp>Their fear? \u003ca href=\"https://www.kqed.org/news/12016258/californias-embrace-of-zero-emission-vehicles-could-hit-a-wall-with-the-new-trump-presidency\">Trump will repeal tax credits\u003c/a> for purchasing the vehicles, as promised during his campaign.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s quite disappointing, knowing how helpful that tax credit and other incentives have been, especially for those who don’t have a lot of financial means to afford these vehicles,” said Cecelia Sullivan, president emeritus of the North Bay Electric Auto Association (NBEAA).\u003c/p>\n\u003cp>“This is going to be a real test of the durability of federal policies surrounding EVs,” said policy analyst Ingrid Malmgren, with the advocacy group Plug In America.\u003c/p>\n\u003cp>The tax credits Trump targeted were originally introduced as part of President Joe Biden’s Inflation Reduction Act, passed in 2022. The bill provides buyers who \u003ca href=\"https://www.energy.gov/energysaver/new-and-used-clean-vehicle-tax-credits#:~:text=The%20taxpayer%27s%20modified%20adjusted%20gross,on%20another%20taxpayer%27s%20tax%20return.\">meet certain criteria\u003c/a> with up to $7,500 for new EVs and up to $4,000 for used ones. Starting in 2024, customers were able to opt to transfer the credits directly to eligible dealers instead, for a discount upfront.\u003c/p>\n\u003cp>There are already more than two million zero-emission vehicles on California’s roads, according to the \u003ca href=\"https://www.veloz.org/ev-market-report/\">state’s latest available data\u003c/a>. Malmgren said lifting tax credits may make it harder for many drivers to be able to afford an EV in the future.\u003c/p>\n\u003cp>“People who have a lot of money are still going to be able to buy fancy cars, whether they’re EVs or gas cars,” she added. “But if EVs end up being more expensive because these tax credits are taken away or regulations are removed, then the people who will be most impacted are the people who don’t have as much.”\u003c/p>\n\u003cfigure id=\"attachment_12016485\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016485 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">A Toyota electric vehicle on display at the Los Angeles Auto Show on Nov. 21 at the Los Angeles Convention Center. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In response to Trump’s threats to end the credits, Gov. Gavin Newsom announced a plan to restart California’s Clean Vehicle Rebate Program, which ended in 2023.\u003c/p>\n\u003cp>“We will intervene if the Trump administration eliminates the federal tax credit, doubling down on our commitment to clean air and green jobs in California,” Newsom said in a statement. “We’re not turning back on a clean transportation future — we’re going to make it more affordable for people to drive vehicles that don’t pollute.”\u003c/p>\n\u003cp>The program provided up to $7,500 for the purchase or lease of a zero-emission vehicle. During its lifetime, the program funded nearly 600,000 vehicles and saved more than 450 million gallons of fuel, according to a \u003ca href=\"https://www.gov.ca.gov/2024/11/25/as-california-achieves-historic-milestone-governor-newsom-commits-to-restarting-states-zev-rebate-program-if-federal-tax-credit-is-eliminated/\">state press release\u003c/a>.\u003c/p>\n\u003cp>Newsom’s proposed rebates would come from the state’s Greenhouse Gas Reduction Fund, paid for by polluters under the state’s cap-and-trade program, according to the governor’s statement. That fund pays for clean transportation, sustainable housing and other programs that benefit historically disadvantaged communities in the state.\u003c/p>\n\u003cfigure id=\"attachment_12016486\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016486 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">An employee of Phoenix-based brand Nikola operates an electric semi-truck during a demonstration at a commercial zero emission vehicle event, co-sponsored by the California Air Resources Board, at the Los Angeles County Fairgrounds in Pomona, on Nov 13, 2024.. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s rebuttal is the latest in the state’s ongoing battle with the incoming administration over environment, abortion access, immigration and other political issues.\u003c/p>\n\u003cp>State lawmakers \u003ca href=\"https://www.kqed.org/news/12016294/california-democrats-prepare-for-trump-vow-renewed-focus-affordability\">convened a special session\u003c/a> on Monday to pad the budget of the state’s Department of Justice in preparation. As during his first term, the Trump administration is \u003ca href=\"https://www.kqed.org/news/11997168/california-largely-won-its-climate-fight-with-trump-round-2-could-be-tougher\">expected to take aim\u003c/a> at California’s authority to set auto emissions stricter than federal standards.\u003c/p>\n\u003cp>While Trump cannot unilaterally eliminate the electric vehicle tax credits, his transition team views the consumer EV credit as an easy target, believing that eliminating it would get broad consensus in a Republican-controlled Congress, \u003ca href=\"https://www.reuters.com/business/autos-transportation/trumps-transition-team-aims-kill-biden-ev-tax-credit-2024-11-14/\">Reuters reported\u003c/a>.\u003c/p>\n\u003cp>Tesla CEO Elon Musk, who emerged as a key player in the upcoming Trump administration, effectively \u003ca href=\"https://x.com/elonmusk/status/1813112958157005259\">endorsed the credit’s elimination\u003c/a> on his social media platform X. As the most popular EV maker on the market, Tesla’s competitors are more reliant upon the credits to support sales.\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>However, other advocates are not as concerned about the industry’s longevity. Sullivan, of the NBEAA, pointed out that some municipalities, including the \u003ca href=\"https://www.baaqmd.gov/funding-and-incentives/residents/clean-cars-for-all\">Bay Area Air Quality Management District\u003c/a>, offer their own grants for income-eligible residents to replace their cars with electric vehicles.\u003c/p>\n\u003cp>“There are still local programs and opportunities for state governments and lower down to provide incentives,” Sullivan said.\u003c/p>\n\u003cp>Bruce Tuter, a Supervisor at California’s Air Resources Board, is drawing hope from the momentum of the electric and hydrogen vehicle market, like those unveiled at this month’s L.A. Auto Show.\u003c/p>\n\u003cp>A lot of Californians are driving electric cars, Tuter told KQED. No matter Trump’s goals, the zero-emission vehicle market may be too big to fail.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“There are a lot of jobs that have been created in producing these vehicles and producing all the parts that go into those vehicles,” Tuter said. “There is a lot of positive economic pressure to continue with these kinds of vehicles.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"order": 9
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"id": "fresh-air",
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"airtime": "SUN 7:30pm-8pm",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
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"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"order": 18
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
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"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
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"source": "American Public Media"
},
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
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"meta": {
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"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"morning-edition": {
"id": "morning-edition",
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"order": 11
},
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"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"link": "/radio/program/on-the-media",
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},
"pbs-newshour": {
"id": "pbs-newshour",
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"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
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},
"perspectives": {
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"order": 14
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
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},
"link": "/radio/program/planet-money",
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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},
"politicalbreakdown": {
"id": "politicalbreakdown",
"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"order": 5
},
"link": "/podcasts/politicalbreakdown",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
"subscribe": {
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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