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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, however, made no mention of the other measures under discussion at the city’s \u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a>, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The agency has gone out of its way to emphasize that the measures are not formal proposals for cuts but an example of what might be necessary to close annual deficits that could top $300 million if it doesn’t raise more funding.\u003c/p>\n\u003cp>Muni estimates suspending cable car service would save $33 million a year. Cuts to bus and train service and reductions in fare subsidies and other programs for low-income San Franciscans would save about $170 million more — not nearly enough to fill projected deficits that will start in 2026.\u003c/p>\n\u003cfigure id=\"attachment_12016413\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016413\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/025_SanFrancisco_Rain_11092021_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Two cable cars pass over California Street as a light rain falls in San Francisco on Nov. 9, 2021. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Last month, SFMTA Executive Director Jeff Tumlin told a select group of city officials, the Muni Funding Working Group, that his goal in outlining the draconian service reductions is to show the importance of finding politically viable revenue sources.\u003c/p>\n\u003cp>He said he wants to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\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>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>He made that point again Tuesday when asked about plans for service cuts during a meeting of the SFMTA Board of Directors.\u003c/p>\n\u003cp>“There seems to be a lot of confusion about the different directions that we’re going in terms of what we’re cutting, what we’re not cutting, when are we cutting these services, things like that,” board member \u003ca href=\"https://sfmta.com/blog/mta-board-directors-welcomes-stephanie-cajina\">Stephanie Cajina\u003c/a> told Tumlin. “I just want to offer you the opportunity to discuss a little bit more about the timeline of different decisions, especially around service cuts.”\u003c/p>\n\u003cp>“One of the things we’ve been trying to do on every single slide of every single presentation is offer a disclaimer: ‘There are no current plans for major service cuts,'” Tumlin said. “What we’re trying to lay out is what is at stake if we don’t solve the problem that we know is heading at us in calendar year 2026.”\u003c/p>\n\u003cp>Noting that ride-hailing services Uber, Lyft and Waymo have cut into the once-hefty revenue from the city’s parking garages, Tumlin said the goal of the current funding discussions is “to come to consensus this winter on how to rebuild the financial base for the SFMTA, which has been unsustainable already for many years.”\u003c/p>\n\u003cp>Lurie spokesman Max Szabo said the mayor-elect was not available to discuss the transit agency’s budget challenges. Instead, he offered a statement in the mayor-elect’s name.\u003c/p>\n\u003cp>“I’m building a team rooted in accountability, service and change to tackle the city’s historic challenges,” Lurie said. “That includes ensuring that transit is safe, well-funded and accessible for all.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders’ commutes are about to get more expensive.\u003c/p>\n\u003cp>Fares will increase 5.5% in the new year to keep up with the cost of inflation, the agency announced Wednesday. It said that the price bump is necessary to continue to pay for operations and restore financial stability after multiple years of low ridership.\u003c/p>\n\u003cp>“BART fares remain a vital source of funds even with ridership lower than they were before the pandemic,” board vice president Mark Foley said in a statement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The price change is the second half of an increase passed by BART’s board in June 2023, totaling an 11% bump. The first fare increase took effect in January of this year.\u003c/p>\n\u003cp>The agency said its goal is to help bridge a massive budget deficit looming on the horizon. BART is expected to come up $35 million short in the 2026 fiscal year, a gap that is projected to balloon to nearly $400 million in 2027.\u003c/p>\n\u003cp>Like other transit agencies in the Bay Area, BART is growing desperate for new sources of funding, especially after an ambitious proposal for a new regional tax\u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\"> died in the state Legislature\u003c/a> this year amid growing opposition. It says that its reliance on passenger fares is outdated and “no longer feasible because of remote work.”\u003c/p>\n\u003cp>“The agency must modernize its funding sources to better match other transit systems throughout the country that receive larger amounts of public funding,” BART said in a press release.\u003c/p>\n\u003cp>[aside postID=news_12014573 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNISF-1020x709.jpg']\u003c/p>\n\u003cp>Next year’s fare increase will raise the cost of an average ride by 25 cents, from $4.47 to $4.72. It’s expected to generate about $14 million annually and about $30 million when combined with the last increase.\u003c/p>\n\u003cp>The agency said it would use the increased revenue to pay for train services, enhance cleaning and add \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">additional safety officers\u003c/a> at stops. The money will also help support the implementation of its \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new fare gates\u003c/a>, which make it more difficult for people to evade paying for the train.\u003c/p>\n\u003cp>To offset the burden of higher costs on low-income riders, the BART board also voted last year to increase its \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper START\u003c/a> means-based discount from 20% to 50%. That program provides reduced fares on several Bay Area transit services.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The 5.5% fare hike will make the average trip 25 cents more expensive, BART said, as Bay Area transit agencies struggle with budget deficits and low ridership.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The price change is the second half of an increase passed by BART’s board in June 2023, totaling an 11% bump. The first fare increase took effect in January of this year.\u003c/p>\n\u003cp>The agency said its goal is to help bridge a massive budget deficit looming on the horizon. BART is expected to come up $35 million short in the 2026 fiscal year, a gap that is projected to balloon to nearly $400 million in 2027.\u003c/p>\n\u003cp>Like other transit agencies in the Bay Area, BART is growing desperate for new sources of funding, especially after an ambitious proposal for a new regional tax\u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\"> died in the state Legislature\u003c/a> this year amid growing opposition. It says that its reliance on passenger fares is outdated and “no longer feasible because of remote work.”\u003c/p>\n\u003cp>“The agency must modernize its funding sources to better match other transit systems throughout the country that receive larger amounts of public funding,” BART said in a press release.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Next year’s fare increase will raise the cost of an average ride by 25 cents, from $4.47 to $4.72. It’s expected to generate about $14 million annually and about $30 million when combined with the last increase.\u003c/p>\n\u003cp>The agency said it would use the increased revenue to pay for train services, enhance cleaning and add \u003ca href=\"https://www.kqed.org/news/12014817/bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how\">additional safety officers\u003c/a> at stops. The money will also help support the implementation of its \u003ca href=\"https://www.kqed.org/news/11997857/barts-new-evasion-resistant-gates-arrive-in-san-francisco-for-the-first-time\">new fare gates\u003c/a>, which make it more difficult for people to evade paying for the train.\u003c/p>\n\u003cp>To offset the burden of higher costs on low-income riders, the BART board also voted last year to increase its \u003ca href=\"https://www.clipperstartcard.com/s/\">Clipper START\u003c/a> means-based discount from 20% to 50%. That program provides reduced fares on several Bay Area transit services.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Monahan said that when police and fire units arrived, they found the car engulfed in flames.\u003c/p>\n\u003cp>The three victims inside the vehicle died at the scene. A fourth person was pulled out of the car by another driver, who arrived shortly after the crash occurred and taken to a nearby hospital. That person is in stable condition.\u003c/p>\n\u003cp>The cause of the crash was not immediately clear.\u003c/p>\n\u003cp>The identities of the victims are unknown, and the California Highway Patrol will be taking the lead in investigating the incident.\u003c/p>\n\u003cp>Monahan expected the residential road to remain closed past 9 a.m.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-francisco-launches-on-demand-shuttle-service-in-bayview-hunters-point",
"title": "San Francisco Launches On-Demand Shuttle Service in Bayview-Hunters Point",
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"content": "\u003cp>San Francisco transportation officials on Wednesday announced the launch of an on-demand shuttle service in Bayview-Hunters Point that costs the same as a Muni fare.\u003c/p>\n\u003cp>The Bayview Community Shuttle, which can be accessed through an \u003ca href=\"https://apps.apple.com/in/app/bayview-shuttle/id6695742343?uo=2\">app\u003c/a>, includes a fleet of bright purple and yellow electric vans — some designed specifically for wheelchair accessibility. The service is offering free rides through Dec. 11.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">The grant-funded initiative\u003c/a>, which is set to run until at least 2026, is a response to “years of disinvestment from agencies such as mine,” Jeffrey Tumlin, director of the San Francisco Municipal Transportation Authority, said at Wednesday’s launch event in the Bayview neighborhood.\u003c/p>\n\u003cp>“We are here in repair, and we are here as a result of listening,” added Tumlin, whose agency launched the initiative in partnership with the California Air Resources Board and Via, a transportation software company. \u003cstrong>“\u003c/strong>We worked with the community in order to understand what our community needs and how we can co-design a strategy in order to repair decades of disinvestment in this neighborhood.”\u003c/p>\n\u003cp>Through the app — which has Tagalog, Cantonese and Spanish translation options — users can hail a ride from \u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">anywhere in the shuttle service zone\u003c/a>, and be dropped off at any location within that area. The shuttle also travels to several outside locations, including the 24th Street Mission BART Station and Zuckerberg San Francisco General Hospital — both of which can be difficult to access through the limited public transit options available in the neighborhood.\u003c/p>\n\u003cfigure id=\"attachment_12015463\" class=\"wp-caption alignnone\" style=\"max-width: 1146px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015463\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\" alt=\"A transportation map showing a shuttle service zone.\" width=\"1146\" height=\"649\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png 1146w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-800x453.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-1020x578.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-160x91.png 160w\" sizes=\"(max-width: 1146px) 100vw, 1146px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bayview Shuttle service zone. \u003ccite>(\u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">SFMTA\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I don’t need to repeat or to tell folks in this community what you already know and what you’ve heard already: That you’ve suffered from years of being burdened by pollution as well as lacking access to clean, safe, affordable transit options,” California Air Resources Board Member Cliff Rechtschaffen said, noting the decades of underinvestment in the historically lower-income community, that’s long been home to many of the city’s Black residents.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Marlene Tran, a resident of nearby Visitacion Valley, who has for decades lobbied for more accessible transit options and language interpreters, attended Wednesday’s event to see the new shuttle buses in action.\u003c/p>\n\u003cp>Tran, who relies heavily on Muni, said public transit is a “lifeline” for people like her and urged Muni to focus more on outreach to minority ethnic groups.\u003c/p>\n\u003cp>“Very few call into 311 — and they wonder why,” she said. “It’s because they need more multilingual modes of communication.”\u003c/p>\n\u003cp>[aside label=\"more on Bayview-Hunters Point\" tag=\"bayview-hunters-point\"]The new initiative also aims to create local workforce pathways by recruiting Bayview residents to be shuttle drivers, with the goal of eventually getting Muni jobs, said Supervisor Shamann Walton, who represents the community.\u003c/p>\n\u003cp>“We wanted to make sure that the jobs provided were actually union-wage jobs,” he said. “I’m super excited about what this shuttle is going to do for access and transportation in our community.”\u003c/p>\n\u003cp>Dyanna Volek, a Bayview resident who works at the San Francisco International Airport, said the new program will make her commute far more convenient.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>Being able to access outer points and get to work, and being able to access BART, will be really helpful,” she said. “It’s been really difficult living in the southeast side, and I think this will make it a lot easier.”\u003c/p>\n\u003cp>Volek also said she was optimistic that the shuttle service could revitalize struggling small businesses in her neighborhood by increasing accessibility to the Third Street commercial corridor.\u003c/p>\n\u003cp>While acknowledging the city’s efforts in supporting the project, Volek said the Bayview-Hunters Point community deserved the most credit.\u003c/p>\n\u003cp>“Really, it’s the community who put a lot of input and told the city what they needed and what they wanted — instead of the city telling them what they needed.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story originally stated that the shuttle drops off passengers at only six established locations in the neighborhood. Passengers can actually be dropped off anywhere within the shuttle’s service area.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco transportation officials on Wednesday announced the launch of an on-demand shuttle service in Bayview-Hunters Point that costs the same as a Muni fare.\u003c/p>\n\u003cp>The Bayview Community Shuttle, which can be accessed through an \u003ca href=\"https://apps.apple.com/in/app/bayview-shuttle/id6695742343?uo=2\">app\u003c/a>, includes a fleet of bright purple and yellow electric vans — some designed specifically for wheelchair accessibility. The service is offering free rides through Dec. 11.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sfmta.com/projects/bayview-community-shuttle\">The grant-funded initiative\u003c/a>, which is set to run until at least 2026, is a response to “years of disinvestment from agencies such as mine,” Jeffrey Tumlin, director of the San Francisco Municipal Transportation Authority, said at Wednesday’s launch event in the Bayview neighborhood.\u003c/p>\n\u003cp>“We are here in repair, and we are here as a result of listening,” added Tumlin, whose agency launched the initiative in partnership with the California Air Resources Board and Via, a transportation software company. \u003cstrong>“\u003c/strong>We worked with the community in order to understand what our community needs and how we can co-design a strategy in order to repair decades of disinvestment in this neighborhood.”\u003c/p>\n\u003cp>Through the app — which has Tagalog, Cantonese and Spanish translation options — users can hail a ride from \u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">anywhere in the shuttle service zone\u003c/a>, and be dropped off at any location within that area. The shuttle also travels to several outside locations, including the 24th Street Mission BART Station and Zuckerberg San Francisco General Hospital — both of which can be difficult to access through the limited public transit options available in the neighborhood.\u003c/p>\n\u003cfigure id=\"attachment_12015463\" class=\"wp-caption alignnone\" style=\"max-width: 1146px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12015463\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png\" alt=\"A transportation map showing a shuttle service zone.\" width=\"1146\" height=\"649\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1.png 1146w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-800x453.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-1020x578.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/Photo-2-1-160x91.png 160w\" sizes=\"(max-width: 1146px) 100vw, 1146px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bayview Shuttle service zone. \u003ccite>(\u003ca href=\"https://www.sfmta.com/blog/new-community-shuttle-launched-bayview-take-ride\">SFMTA\u003c/a>)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“I don’t need to repeat or to tell folks in this community what you already know and what you’ve heard already: That you’ve suffered from years of being burdened by pollution as well as lacking access to clean, safe, affordable transit options,” California Air Resources Board Member Cliff Rechtschaffen said, noting the decades of underinvestment in the historically lower-income community, that’s long been home to many of the city’s Black residents.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Marlene Tran, a resident of nearby Visitacion Valley, who has for decades lobbied for more accessible transit options and language interpreters, attended Wednesday’s event to see the new shuttle buses in action.\u003c/p>\n\u003cp>Tran, who relies heavily on Muni, said public transit is a “lifeline” for people like her and urged Muni to focus more on outreach to minority ethnic groups.\u003c/p>\n\u003cp>“Very few call into 311 — and they wonder why,” she said. “It’s because they need more multilingual modes of communication.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The new initiative also aims to create local workforce pathways by recruiting Bayview residents to be shuttle drivers, with the goal of eventually getting Muni jobs, said Supervisor Shamann Walton, who represents the community.\u003c/p>\n\u003cp>“We wanted to make sure that the jobs provided were actually union-wage jobs,” he said. “I’m super excited about what this shuttle is going to do for access and transportation in our community.”\u003c/p>\n\u003cp>Dyanna Volek, a Bayview resident who works at the San Francisco International Airport, said the new program will make her commute far more convenient.\u003c/p>\n\u003cp>\u003cstrong>“\u003c/strong>Being able to access outer points and get to work, and being able to access BART, will be really helpful,” she said. “It’s been really difficult living in the southeast side, and I think this will make it a lot easier.”\u003c/p>\n\u003cp>Volek also said she was optimistic that the shuttle service could revitalize struggling small businesses in her neighborhood by increasing accessibility to the Third Street commercial corridor.\u003c/p>\n\u003cp>While acknowledging the city’s efforts in supporting the project, Volek said the Bayview-Hunters Point community deserved the most credit.\u003c/p>\n\u003cp>“Really, it’s the community who put a lot of input and told the city what they needed and what they wanted — instead of the city telling them what they needed.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: This story originally stated that the shuttle drops off passengers at only six established locations in the neighborhood. Passengers can actually be dropped off anywhere within the shuttle’s service area.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "SF’s Controversial Valencia Street Center Bike Lane Will Be Removed",
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"content": "\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.[aside postID=news_12005173 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-14-BL-KQED.jpg']\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated at 4 a.m. Nov. 20\u003c/em>\u003c/p>\n\u003cp>The center-running bike lane pilot on San Francisco’s \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a> reached the end of the road, as the city’s Municipal Transportation Agency board voted unanimously to replace it with a side-running protected bike lane.\u003c/p>\n\u003cp>The Tuesday evening vote sets in motion \u003ca href=\"https://www.kqed.org/news/12005173/the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it\">another round of dramatic changes\u003c/a> for one of San Francisco’s most popular corridors — a major bicycle route and a hub for nightlife dense with independent restaurants and businesses.\u003c/p>\n\u003cp>While the center bike lane, which rolled out last year, drew criticism from merchants as well as some cyclists, many of the dozens of San Franciscans who showed up for public comment at Tuesday’s meeting tried to persuade the board to keep it.\u003c/p>\n\u003cp>“I noticed that the moment I turned onto the Valencia Street center bike lane, the intensity of biking through city traffic subsided and I was able to ride with peace and safety, even calmly bringing my friends and loved ones along without worry,” Dylan Harris said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Others commenters implored the SFMTA Board to make the change.\u003c/p>\n\u003cp>“The center lane brings cyclists through the neighborhood past small businesses, whereas protected side lanes mean it’s easy to see a small business and stop,” said Zach Lipton, a volunteer with the neighborhood group Friends of Valencia.\u003c/p>\n\u003cp>The side-running design calls for a bike lane that mostly runs alongside the sidewalk, with parking spots for cars placed farther out towards the street. This is what’s known as a “protected” bike lane, because parked cars separate people moving down the bike lane from traffic.\u003c/p>\n\u003cp>When the bike lane encounters one of the 21 curbside parklets located on the 8-block section between 15th and 23rd streets, it will \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">curve around those parklets\u003c/a>, something SFMTA staff describe as “slaloming.” Three additional parklets will be “floated” away from the sidewalk, allowing the bike lane to continue in a straight line, but forcing people entering and exiting those parklets to cross the bike lane.\u003c/p>\n\u003cp>Left turns will continue to be banned on the section of Valencia under this plan, which also proposes a new prohibition on making a right turn at a red light, and adding posts and speed bumps around the edges of intersections to help protect pedestrians.\u003c/p>\n\u003cp>Despite the decision to scrap it, SFMTA maintains that the \u003ca href=\"https://westernite.org/western-district-awards/transportation-project-of-the-year/\">award-winning pilot\u003c/a> achieved its goals. A newly released 12-month evaluation of the pilot shows a reduction in vehicles double parking in the bike lane and a downward trend in traffic collisions, although the agency said collisions “are not drastically lower than pre-implementation conditions.” However, daily vehicle volume is down 14% from before the pilot, and pedestrian volume is down 8%.\u003c/p>\n\u003cfigure id=\"attachment_12001833\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12001833\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-11-BL-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Bicyclists ride on the Valencia Street center bike lane in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Steve Heminger, an SFMTA board member, asked SFMTA’s Paul Stanis why staff was recommending the change when data indicated that the project was achieving its goals.\u003c/p>\n\u003cp>“Data tells one side of the story. There’s this whole non-data component, and that’s how people experience the street,” said Stanis, who gave examples of how the current design can cause backups when cars double park, or be startling to cyclists when cars illegally enter the center-running lane. “That doesn’t necessarily show up in any of our evaluation data.”\u003c/p>\n\u003cp>Last week, the Valencia Corridor Merchants Association said in a press release that it believes that the side-running bike lane could be an improvement, but the group found the new design equally problematic and said it could not endorse it.\u003c/p>\n\u003cp>“Our concerns are that all left-hand turns are still eliminated, nearly half of parking/loading spaces will be lost making it difficult and frustrating for customers to park, and pedestrians, deliveries, and cyclists will collide with each other in the lane,” reads the press release. “Inconsistency in how the SFMTA has treated Parklets and Shared Spaces not only reduces customer parking, but makes the experience unpredictable and confusing.”\u003c/p>\n\u003cp>SFMTA says the side-running design will remove 37% of the parking spaces in the current road design. That’s on top of 71 metered parking spots that were lost when \u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">the center-running design was installed\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Bicycle Coalition supported the SFMTA’s move to begin designing a side-running protected bike lane in June, but wrote in a \u003ca href=\"https://sfbike.org/news/new-design-on-valencia-forces-compromise-for-everyone/?j=4723956&sfmc_sub=164117404&l=502_HTML&u=147234977&mid=7208971&jb=8004\">blog post\u003c/a> last week that it has “serious concerns” about SFMTA’s plans to have three floating parklets in the new design.\u003c/p>\n\u003cp>“Floating parklets introduce potentially dangerous conflicts between people biking and staff and customers who use the parklets. The mix of curbside and floating parklets is unpredictable and confusing, making the design less safe for everyone,” said SF Bicycle Coalition advocacy director Claire Amable at the meeting.\u003c/p>\n\u003cp>Floating parklets exist on a section of Telegraph Avenue in Oakland’s Temescal neighborhood, something SFMTA staff say they have \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">studied\u003c/a> and point to as an example of success with floating parklets.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In August 2023, SFMTA began the Mid-Valencia pilot, which moved the traditional bike lane that ran alongside parked cars on either side of the street and placed it in the center of the road. The pilot also prohibited vehicles from making left and U-turns.\u003c/p>\n\u003cp>At the time, SFMTA leaders said the changes were meant to improve traffic safety on the corridor, improve access for businesses and promote the free movement of people and goods.\u003c/p>\n\u003cp>The bike lane split both the road and the community in two. Almost immediately, merchant groups on the street blamed the lane for a drop in sales, and some cyclists said the design was unsafe and unintuitive.\u003c/p>\n\u003cp>Unlike the center-running bike lane pilot, the side-running lane will be a permanent installation, with estimated costs of just over $1.2 million for design and construction. That doesn’t include an additional $900,000 that a staff report says is necessary to fund repaving of the center of the roadway, planters, landscaping and parklet reimbursement assistance for merchants, for which funding has not been identified.\u003c/p>\n\u003cp>Construction could begin as soon as January.\u003c/p>\n\u003cp>SFMTA Board Vice Chair Stephanie Cajina framed the center-running bike lane as an “experiment” and “learning moment” for the agency.\u003c/p>\n\u003cp>“We have to be very careful about experimenting in commercial corridors, specifically, and that requires a certain level of care that perhaps we did not perceive when we initially approved this particular item,” Cajina said.\u003c/p>\n\u003cp>Citing positive SFMTA data about the impacts of the project, and the positive public comment at the meeting, Cajina told SFMTA staff she hoped they would feel a “sense of agency” to implement another center-running bike lane on another corridor in the city in the future.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Bay Area Leaders Want Newsom to Make BART Safer. But No One Agrees on How",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> business and elected leaders publicly urged Gov. Gavin Newsom to intervene and improve BART’s safety last week, sparking a clash with transit officials. The dispute sheds light on the disagreement over how to manage safety in the Bay Area’s transit system or whether it’s a problem at all.\u003c/p>\n\u003cp>Recent frightening attacks on BART trains, including one involving a man \u003ca href=\"https://www.sfchronicle.com/crime/article/bart-sf-throat-slash-jovany-portades-19886395.php\">slashing a woman’s throat\u003c/a>, prompted the Bay Area Council to send a letter to Newsom’s office, requesting he deploy a surge of California Highway Patrol officers on trains and in stations, similar to recent \u003ca href=\"https://www.kqed.org/news/11993611/newsom-to-quadruple-chp-deployment-in-oakland-ramping-up-states-policing-role\">operations in Oakland\u003c/a> to address crime.\u003c/p>\n\u003cp>“Urgent action and additional resources are needed to ensure that no more lives are lost or injured and that travelers in the AAPI community and other vulnerable populations feel safe on transit,” the letter states, calling it a “life-saving request.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Multiple Bay Area elected officials signed the letter, including Assemblymembers Mike Fong and Matt Haney and state Sen. Dave Min.\u003c/p>\n\u003cp>However, the resulting back-and-forth between the council, BART, and Newsom’s office suggests that no one agrees on where to deploy the officers or whether to deploy them at all.\u003c/p>\n\u003cp>A coalition of over 100 Asian American Pacific Islander groups and individual leaders signed the letter. A quarter of all BART riders are Asian American, according to the council. And while BART does track crime in its trains and stations, it doesn’t break the data down demographically, so it’s difficult to tell whether the group is disproportionately targeted.\u003c/p>\n\u003cp>In its response to the letter, a BART spokesperson wrote that the agency “would welcome the strategic deployment of the CHP in the areas around our stations. This will help keep problems out of BART.” The agency declined to comment specifically on whether they would welcome CHP officers on trains and in stations.\u003c/p>\n\u003cp>In its response, the BART spokesperson also noted that, according to the agency’s data, the overall crime rate is down 12% compared to this time last year, and violent crime is down 6%.\u003c/p>\n\u003cp>“Perhaps the most impactful thing that can be done to increase safety presence at BART is the Bay Area Council’s commitment to run a marketing campaign to recruit more police officers, Ambassadors, and Crisis Intervention Specialists,” the agency wrote. “While 2023 has been BART’s strongest year for hiring new officers since 2019, recruiting for officers remains challenging for the entire region … We look forward to seeing their marketing campaign to help with these efforts.”\u003c/p>\n\u003cp>The agency seemed to refer to an informal recruitment campaign the council previously worked on for law enforcement more generally, not for BART specifically, Bay Area Council spokesperson Rufus Jeffris said.\u003c/p>\n\u003cp>“It’s very disappointing to hear that BART’s only response is to deflect from its responsibility and obligation to keep riders safe and instead blame others,” Jeffris wrote in an email to KQED. “We helped secure more than $1.2 billion in federal and other funding for BART of which none that we’re aware was used to recruit or deploy more uniformed officers throughout the system.”\u003c/p>\n\u003cp>Meanwhile, Newsom’s office — now in the middle of the disagreement — has been noncommittal.\u003c/p>\n\u003cp>In response to KQED’s request for comment, a spokesperson for Newsom deferred to BART.[aside label=\"Related Stories\" postID=\"news_11993611,news_12004742,news_11993189,news_12005310\"]“The state is not responsible for managing or governing BART’s operations or budget — it’s run independently by an elected board of directors,” the spokesperson wrote. “However, the state has committed nearly $550 million to support BART this year and over $400 million to fight hate crimes since the Governor took office.”\u003c/p>\n\u003cp>Newsom’s office gave the Bay Area Council a similar response.\u003c/p>\n\u003cp>“We met with Newsom’s folks, but they indicated there is little they can do within the CHP’s jurisdiction to assist BART,” Jeffris said in an email. “We are continuing to engage with them on the issue to see what other strategies or workarounds might exist.”\u003c/p>\n\u003cp>The council said it continues to engage directly with BART on the issue, particularly around how the agency currently deploys its own officers.\u003c/p>\n\u003cp>Finding common ground on passenger safety is critical for the success of the transit agency and for the Bay Area more broadly, council CEO Jim Wunderman said.\u003c/p>\n\u003cp>“It’s an incredible region built around this incredible bay,” he said. “But for it to work, there needs to be safe and convenient and reliable ways people can cross the bay.”\u003c/p>\n\u003cp>\u003cem>KQED’s Dan Brekke contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "In light of recent violent incidents on BART, some Bay Area elected leaders signed onto a letter asking Gov. Gavin Newsom to increase police presence on trains and in stations. So far, Newsom doesn’t seem likely to act.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> business and elected leaders publicly urged Gov. Gavin Newsom to intervene and improve BART’s safety last week, sparking a clash with transit officials. The dispute sheds light on the disagreement over how to manage safety in the Bay Area’s transit system or whether it’s a problem at all.\u003c/p>\n\u003cp>Recent frightening attacks on BART trains, including one involving a man \u003ca href=\"https://www.sfchronicle.com/crime/article/bart-sf-throat-slash-jovany-portades-19886395.php\">slashing a woman’s throat\u003c/a>, prompted the Bay Area Council to send a letter to Newsom’s office, requesting he deploy a surge of California Highway Patrol officers on trains and in stations, similar to recent \u003ca href=\"https://www.kqed.org/news/11993611/newsom-to-quadruple-chp-deployment-in-oakland-ramping-up-states-policing-role\">operations in Oakland\u003c/a> to address crime.\u003c/p>\n\u003cp>“Urgent action and additional resources are needed to ensure that no more lives are lost or injured and that travelers in the AAPI community and other vulnerable populations feel safe on transit,” the letter states, calling it a “life-saving request.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Multiple Bay Area elected officials signed the letter, including Assemblymembers Mike Fong and Matt Haney and state Sen. Dave Min.\u003c/p>\n\u003cp>However, the resulting back-and-forth between the council, BART, and Newsom’s office suggests that no one agrees on where to deploy the officers or whether to deploy them at all.\u003c/p>\n\u003cp>A coalition of over 100 Asian American Pacific Islander groups and individual leaders signed the letter. A quarter of all BART riders are Asian American, according to the council. And while BART does track crime in its trains and stations, it doesn’t break the data down demographically, so it’s difficult to tell whether the group is disproportionately targeted.\u003c/p>\n\u003cp>In its response to the letter, a BART spokesperson wrote that the agency “would welcome the strategic deployment of the CHP in the areas around our stations. This will help keep problems out of BART.” The agency declined to comment specifically on whether they would welcome CHP officers on trains and in stations.\u003c/p>\n\u003cp>In its response, the BART spokesperson also noted that, according to the agency’s data, the overall crime rate is down 12% compared to this time last year, and violent crime is down 6%.\u003c/p>\n\u003cp>“Perhaps the most impactful thing that can be done to increase safety presence at BART is the Bay Area Council’s commitment to run a marketing campaign to recruit more police officers, Ambassadors, and Crisis Intervention Specialists,” the agency wrote. “While 2023 has been BART’s strongest year for hiring new officers since 2019, recruiting for officers remains challenging for the entire region … We look forward to seeing their marketing campaign to help with these efforts.”\u003c/p>\n\u003cp>The agency seemed to refer to an informal recruitment campaign the council previously worked on for law enforcement more generally, not for BART specifically, Bay Area Council spokesperson Rufus Jeffris said.\u003c/p>\n\u003cp>“It’s very disappointing to hear that BART’s only response is to deflect from its responsibility and obligation to keep riders safe and instead blame others,” Jeffris wrote in an email to KQED. “We helped secure more than $1.2 billion in federal and other funding for BART of which none that we’re aware was used to recruit or deploy more uniformed officers throughout the system.”\u003c/p>\n\u003cp>Meanwhile, Newsom’s office — now in the middle of the disagreement — has been noncommittal.\u003c/p>\n\u003cp>In response to KQED’s request for comment, a spokesperson for Newsom deferred to BART.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“The state is not responsible for managing or governing BART’s operations or budget — it’s run independently by an elected board of directors,” the spokesperson wrote. “However, the state has committed nearly $550 million to support BART this year and over $400 million to fight hate crimes since the Governor took office.”\u003c/p>\n\u003cp>Newsom’s office gave the Bay Area Council a similar response.\u003c/p>\n\u003cp>“We met with Newsom’s folks, but they indicated there is little they can do within the CHP’s jurisdiction to assist BART,” Jeffris said in an email. “We are continuing to engage with them on the issue to see what other strategies or workarounds might exist.”\u003c/p>\n\u003cp>The council said it continues to engage directly with BART on the issue, particularly around how the agency currently deploys its own officers.\u003c/p>\n\u003cp>Finding common ground on passenger safety is critical for the success of the transit agency and for the Bay Area more broadly, council CEO Jim Wunderman said.\u003c/p>\n\u003cp>“It’s an incredible region built around this incredible bay,” he said. “But for it to work, there needs to be safe and convenient and reliable ways people can cross the bay.”\u003c/p>\n\u003cp>\u003cem>KQED’s Dan Brekke contributed to this story.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Advocates for Historic Oakland Train Station, Fallen Into Disrepair, Eye a Lifeline",
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"headTitle": "Advocates for Historic Oakland Train Station, Fallen Into Disrepair, Eye a Lifeline | KQED",
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"content": "\u003cp>People who have been advocating for decades to restore \u003ca href=\"https://www.kqed.org/news/tag/west-oakland\">West Oakland\u003c/a>’s once-bustling 16th Street train station see a potential light at the end of their tunnel in the form of federal historic recognition.\u003c/p>\n\u003cp>By early January, the National Park Service will decide whether to list the station — which played a critical role in the development of West Oakland as a thriving Black neighborhood — on the National Register of Historic Places. That would open it up to a 20% tax credit that could be used to help with badly needed repairs and rehabilitation work, estimated to cost $50 million.\u003c/p>\n\u003cp>“It’s about time. I’m hoping this will get folks to say, ‘Well, what can we really do with this asset?’” said Feleciai Favroth, the treasurer of the Oakland Heritage Alliance, a nonprofit organization that submitted the station’s application to the California State Historical Resources Commission.\u003c/p>\n\u003cp>The commission voted unanimously last week to nominate the station and its signal tower for consideration to the national register, citing its cultural, architectural and transportation-related significance.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In addition to the tax credit, the Oakland Heritage Alliance hopes designation as a historic place will attract grants and additional attention that could give the station a second life.\u003c/p>\n\u003cp>Opened in 1912, the station was once a sort of Grand Central Station of the West, welcoming generations of newly arrived Oaklanders from all parts of the country on their way to the city’s once-plentiful jobs working for the railroad, Navy and other industries.\u003c/p>\n\u003cfigure id=\"attachment_12007815\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12007815\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg\" alt=\"The front exterior of an abandoned building with fencing around it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The front exterior of the now abandoned 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Soaring arched windows evoke Roman baths and flood the grand main hall with natural light, providing the visitor with a majestic portal into Oakland,” reads the Oakland Heritage Alliance’s application for the station.\u003c/p>\n\u003cp>Porters who worked out of the station’s baggage wing established the West Coast headquarters for the Brotherhood of Sleeping Car Porters — the first Black union in the United States.\u003c/p>\n\u003cp>However, after the slow decline of rail travel and the deindustrialization of Oakland, the station fell out of use and into disrepair. After being damaged in the 1989 Loma Prieta earthquake, it saw its last train in 1994 and has sat vacant and in neglect for the past 30 years.\u003c/p>\n\u003cp>If the station is repaired, Favroth said she would hope to see it used in a way that benefits the West Oakland community now and honors its past. She suggested the space could be used as a hybrid events space and business incubator.\u003c/p>\n\u003cfigure id=\"attachment_11910897\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11910897\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Plaster has crumbled to reveal brick in the Main Hall of 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“African American places are rarely saved, rarely counted, rarely documented. This is an opportunity to say to West Oakland in particular, we hear you, your stories are important, and we are willing to help you save a physical asset that hopefully will reinvigorate the community and be able to be a physical representation of your story,” Favroth said.\u003c/p>\n\u003cp>The current owner, housing developer City Ventures, has an application pending with the city of Oakland to build a 77-unit townhome-style development — dubbed “Signal House” — in the areas around the station.\u003c/p>\n\u003cp>[aside postID=news_11910890 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/16thStreetStationOakland_02162022-qut-1038x576.jpg']\u003c/p>\n\u003cp>The proposal has been under review since May 2023 and does not include rehabilitation of the station. City Ventures has hired the OE Consulting firm to explore fundraising for the repair of the station.\u003c/p>\n\u003cp>“We and our client are delighted with the nomination and grateful to the Oakland Heritage Alliance for their efforts,” said Arthur Combs, the principal of OE Consulting. “The prospect of tax credits helps with our funder conversations. In order to be successful, this restoration campaign will have to make use of every possible avenue for resources; it’s always a complex mix of private and public support, and this will be no different.”\u003c/p>\n\u003cp>Members of the Oakland Heritage Alliance are hopeful that if the station is added to the national register, it will spur a drive to repair it before it falls.\u003c/p>\n\u003cp>“We really look forward to finding a way to get this station rejuvenated as an activity hub for West Oakland, and celebrating its role in Oakland’s rail, and multimodal transportation history,” said Naomi Schiff, secretary of the Oakland Heritage Alliance.\u003c/p>\n\u003cp>Favroth said a place on the national register would cement the station’s significance not just as an architectural gem but also as a place of significance for the community.\u003c/p>\n\u003cp>“We need the world to know that it’s more than just this physical structure that trains went through. We need to talk about the people,” Favroth said.\u003c/p>\n\u003cp>The State Historical Resources Commission passed the nomination on to the National Park Service on Nov. 7. The park service has 60 days to respond.\u003c/p>\n\u003cp>\u003c/p>\n",
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"title": "Advocates for Historic Oakland Train Station, Fallen Into Disrepair, Eye a Lifeline | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>People who have been advocating for decades to restore \u003ca href=\"https://www.kqed.org/news/tag/west-oakland\">West Oakland\u003c/a>’s once-bustling 16th Street train station see a potential light at the end of their tunnel in the form of federal historic recognition.\u003c/p>\n\u003cp>By early January, the National Park Service will decide whether to list the station — which played a critical role in the development of West Oakland as a thriving Black neighborhood — on the National Register of Historic Places. That would open it up to a 20% tax credit that could be used to help with badly needed repairs and rehabilitation work, estimated to cost $50 million.\u003c/p>\n\u003cp>“It’s about time. I’m hoping this will get folks to say, ‘Well, what can we really do with this asset?’” said Feleciai Favroth, the treasurer of the Oakland Heritage Alliance, a nonprofit organization that submitted the station’s application to the California State Historical Resources Commission.\u003c/p>\n\u003cp>The commission voted unanimously last week to nominate the station and its signal tower for consideration to the national register, citing its cultural, architectural and transportation-related significance.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In addition to the tax credit, the Oakland Heritage Alliance hopes designation as a historic place will attract grants and additional attention that could give the station a second life.\u003c/p>\n\u003cp>Opened in 1912, the station was once a sort of Grand Central Station of the West, welcoming generations of newly arrived Oaklanders from all parts of the country on their way to the city’s once-plentiful jobs working for the railroad, Navy and other industries.\u003c/p>\n\u003cfigure id=\"attachment_12007815\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12007815\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg\" alt=\"The front exterior of an abandoned building with fencing around it.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/007_KQED_16thStreetStationOakland_02162022_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The front exterior of the now abandoned 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Soaring arched windows evoke Roman baths and flood the grand main hall with natural light, providing the visitor with a majestic portal into Oakland,” reads the Oakland Heritage Alliance’s application for the station.\u003c/p>\n\u003cp>Porters who worked out of the station’s baggage wing established the West Coast headquarters for the Brotherhood of Sleeping Car Porters — the first Black union in the United States.\u003c/p>\n\u003cp>However, after the slow decline of rail travel and the deindustrialization of Oakland, the station fell out of use and into disrepair. After being damaged in the 1989 Loma Prieta earthquake, it saw its last train in 1994 and has sat vacant and in neglect for the past 30 years.\u003c/p>\n\u003cp>If the station is repaired, Favroth said she would hope to see it used in a way that benefits the West Oakland community now and honors its past. She suggested the space could be used as a hybrid events space and business incubator.\u003c/p>\n\u003cfigure id=\"attachment_11910897\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11910897\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg\" alt=\"\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/Disrepair_16thStreetStationOakland_02162022-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Plaster has crumbled to reveal brick in the Main Hall of 16th Street Station in West Oakland on Feb. 16, 2022. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“African American places are rarely saved, rarely counted, rarely documented. This is an opportunity to say to West Oakland in particular, we hear you, your stories are important, and we are willing to help you save a physical asset that hopefully will reinvigorate the community and be able to be a physical representation of your story,” Favroth said.\u003c/p>\n\u003cp>The current owner, housing developer City Ventures, has an application pending with the city of Oakland to build a 77-unit townhome-style development — dubbed “Signal House” — in the areas around the station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposal has been under review since May 2023 and does not include rehabilitation of the station. City Ventures has hired the OE Consulting firm to explore fundraising for the repair of the station.\u003c/p>\n\u003cp>“We and our client are delighted with the nomination and grateful to the Oakland Heritage Alliance for their efforts,” said Arthur Combs, the principal of OE Consulting. “The prospect of tax credits helps with our funder conversations. In order to be successful, this restoration campaign will have to make use of every possible avenue for resources; it’s always a complex mix of private and public support, and this will be no different.”\u003c/p>\n\u003cp>Members of the Oakland Heritage Alliance are hopeful that if the station is added to the national register, it will spur a drive to repair it before it falls.\u003c/p>\n\u003cp>“We really look forward to finding a way to get this station rejuvenated as an activity hub for West Oakland, and celebrating its role in Oakland’s rail, and multimodal transportation history,” said Naomi Schiff, secretary of the Oakland Heritage Alliance.\u003c/p>\n\u003cp>Favroth said a place on the national register would cement the station’s significance not just as an architectural gem but also as a place of significance for the community.\u003c/p>\n\u003cp>“We need the world to know that it’s more than just this physical structure that trains went through. We need to talk about the people,” Favroth said.\u003c/p>\n\u003cp>The State Historical Resources Commission passed the nomination on to the National Park Service on Nov. 7. The park service has 60 days to respond.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sf-muni-dire-need-funding-without-cuts-could-be-devastating",
"title": "SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’",
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"headTitle": "SF Muni Is in Dire Need of Funding. Without It, Cuts Could Be ‘Devastating’ | KQED",
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"content": "\u003cp>San Franciscans got a shocking look this week at what their city’s much-celebrated but \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">financially fragile transit system\u003c/a> might be reduced to if city leaders fail to come up with a workable plan to raise more funding.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a> leaders unveiled a short but sobering list of possible cuts during a Wednesday meeting of a special panel set up this year to come up with a Muni rescue plan.\u003c/p>\n\u003cp>The service reductions that the SFMTA said could be needed to help reduce future annual deficits topping $300 million include reducing the frequency of many busy bus and train lines, ending service on bus routes with the lowest ridership and mothballing the city’s historic cable cars and trolleys.\u003c/p>\n\u003cp>That presentation came just days after what should have been good news for the Bay Area’s busiest transit system: \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-l\">Proposition L\u003c/a>, a community-led ballot measure that would have raised about $25 million a year through a new tax on ride-hailing services, won 57% approval. However, to take effect, the measure would have had to outpoll another successful tax measure, \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-m\">Proposition M\u003c/a>, which won a 70% “yes” vote.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Although revenue from Proposition L would not have been enough to make or break Muni’s $1.4 billion annual budget, funds would have been earmarked for transit operations — the day-to-day work of getting service on the street for its half-million weekday passengers.\u003c/p>\n\u003cp>In Muni’s current precarious state, that $25 million would make a difference.\u003c/p>\n\u003cfigure id=\"attachment_11868497\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11868497\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg\" alt=\"San Francisco MUNI buses sit parked at an SF Municipal Railway yard during the coronavirus (COVID-19) pandemic on April 06, 2020 in San Francisco, California. The San Francisco Municipal Transportation Agency (SFMTA) announced that they are cutting service to a majority of their 89 bus lines in the City of San Francisco as ridership plummets due to the coronavirus shelter in place.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco MUNI buses sit parked at an SF Municipal Railway yard. \u003ccite>(Justin Sullivan/Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA Executive Director Jeff Tumlin told the \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a> on Wednesday that his goal in outlining the draconian service-reduction scenarios is to show the importance of coming up with a politically viable revenue solution that can get on the ballot in 2026.\u003c/p>\n\u003cp>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>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>Muni’s money-saving saving scenarios include:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Suspending service on lower-utilized routes:\u003c/strong> This would eliminate 20 routes serving about 50,000 riders. Net savings: $63 million.\u003c/li>\n\u003cli>\u003cstrong>Reducing service frequency by as much as 50%:\u003c/strong> Would affect the system’s busiest routes, including the 14/14R-Mission and 38/38R-Geary, and all six Muni Metro lines. Net savings: $71 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending regular bus and train service at 9 p.m.\u003c/strong> each night and replace with less frequent Owl Service. It would affect as many as 28 routes. Net savings: $14 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending cable car and historic streetcar service:\u003c/strong> Net savings: $33 million.\u003c/li>\n\u003c/ul>\n\u003cp>The agency said it could save millions more by reducing fare subsidies for youth, seniors, lower-income residents and people with disabilities.\u003c/p>\n\u003cp>Those steps, which would likely gut Muni’s service and lead to significant ridership losses, would save about $200 million a year, which is not nearly enough to close the agency’s future funding gap fully. The reductions would also compromise Muni’s efforts to equitably serve a ridership that’s 38% low-income and 70% people of color.\u003c/p>\n\u003cfigure id=\"attachment_11748204\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11748204\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/05/GettyImages-180418381-e1731715381902.jpg\" alt=\"Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride.\" width=\"2000\" height=\"1425\">\u003cfigcaption class=\"wp-caption-text\">Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride. \u003ccite>(Jamie Squire/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Julie Kirschbaum, SFMTA’s director of transit, said service cuts of the magnitude the agency presented would have deep, long-lasting effects beyond the loss of daily service.\u003c/p>\n\u003cp>“This would dramatically slow down the actual and perceived recovery of San Francisco” from its pandemic-era economic troubles, she said. “Customer satisfaction will take a devastating hit, and regaining that public trust will take decades.”\u003c/p>\n\u003cp>This week, the SFMTA also announced it has slowed down hiring of bus and train operators because of its tight budget. That hiring slowdown, in turn, has prompted Muni to plan what it’s calling “incremental” service reductions beginning in February.\u003c/p>\n\u003cp>However, service suspension on the scale needed to save $200 million a year, Kirschbaum said, would be “very difficult to reverse.”\u003c/p>\n\u003cp>[aside postID=news_12014130 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240412-OAKAIRPORT-027-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>“There’s nothing to say that if we temporarily suspended a route, we couldn’t add it back,” she said. “But even just a six-month slowdown in operator hiring takes 18 months to recover. … Stopping something like the cable car, there’s no telling what the cost would be to restart it.”\u003c/p>\n\u003cp>The prospect of devastating service cuts was the big motivator for a grass-roots group of transit activists to put together Proposition L, which proposed a gross-receipts tax on ride-hailing services like Uber and Lyft. The object, communicated in the campaign’s “Fund the Bus!” title, was simple: to raise money to help Muni avoid service reductions.\u003c/p>\n\u003cp>The campaign needed 50% plus one vote to win, but it faced a much steeper challenge: Proposition M, a suite of tax reforms that included a provision requiring any “conflicting” proposal to get more votes to take effect. Proposition L was deemed a conflicting measure. Though it easily won citywide and ran up huge majorities in transit-dependent neighborhoods like the Mission, it fell far short of Proposition M’s level of approval. Thus, it won, and it lost.\u003c/p>\n\u003cp>Proposition L organizer Cyrus Hall said in an interview that Proposition M’s “poison pill” provision was all but impossible to overcome. An opposition campaign in which Uber spent more than $1 million to shoot down the measure made things even tougher, Hall said.\u003c/p>\n\u003cp>“I think 58% or 57%, whatever we end up, that is a really great result,” he said. “It shows that a simple pro-transit, positive message is resilient to that sort of huge money spending from corporations.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Franciscans got a shocking look this week at what their city’s much-celebrated but \u003ca href=\"https://www.kqed.org/news/11988365/a-bill-to-save-bay-area-transit-from-fiscal-disaster-is-dead-at-least-for-now\">financially fragile transit system\u003c/a> might be reduced to if city leaders fail to come up with a workable plan to raise more funding.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco-municipal-transportation-agency\">Municipal Transportation Agency\u003c/a> leaders unveiled a short but sobering list of possible cuts during a Wednesday meeting of a special panel set up this year to come up with a Muni rescue plan.\u003c/p>\n\u003cp>The service reductions that the SFMTA said could be needed to help reduce future annual deficits topping $300 million include reducing the frequency of many busy bus and train lines, ending service on bus routes with the lowest ridership and mothballing the city’s historic cable cars and trolleys.\u003c/p>\n\u003cp>That presentation came just days after what should have been good news for the Bay Area’s busiest transit system: \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-l\">Proposition L\u003c/a>, a community-led ballot measure that would have raised about $25 million a year through a new tax on ride-hailing services, won 57% approval. However, to take effect, the measure would have had to outpoll another successful tax measure, \u003ca href=\"https://www.kqed.org/elections/results/sanfrancisco/propositions#proposition-m\">Proposition M\u003c/a>, which won a 70% “yes” vote.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Although revenue from Proposition L would not have been enough to make or break Muni’s $1.4 billion annual budget, funds would have been earmarked for transit operations — the day-to-day work of getting service on the street for its half-million weekday passengers.\u003c/p>\n\u003cp>In Muni’s current precarious state, that $25 million would make a difference.\u003c/p>\n\u003cfigure id=\"attachment_11868497\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11868497\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg\" alt=\"San Francisco MUNI buses sit parked at an SF Municipal Railway yard during the coronavirus (COVID-19) pandemic on April 06, 2020 in San Francisco, California. The San Francisco Municipal Transportation Agency (SFMTA) announced that they are cutting service to a majority of their 89 bus lines in the City of San Francisco as ridership plummets due to the coronavirus shelter in place.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/04/RS42845_GettyImages-1217248264-qut-1536x1024.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco MUNI buses sit parked at an SF Municipal Railway yard. \u003ccite>(Justin Sullivan/Getty Images))\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SFMTA Executive Director Jeff Tumlin told the \u003ca href=\"https://www.sf.gov/muni-funding-working-group\">Muni Funding Working Group\u003c/a> on Wednesday that his goal in outlining the draconian service-reduction scenarios is to show the importance of coming up with a politically viable revenue solution that can get on the ballot in 2026.\u003c/p>\n\u003cp>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>“But in order to do that, we need to have a real conversation about just how dire our situation is and what is at stake so that one, we can come to agreement on new revenue, and two, we can win,” Tumlin said.\u003c/p>\n\u003cp>Muni’s money-saving saving scenarios include:\u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Suspending service on lower-utilized routes:\u003c/strong> This would eliminate 20 routes serving about 50,000 riders. Net savings: $63 million.\u003c/li>\n\u003cli>\u003cstrong>Reducing service frequency by as much as 50%:\u003c/strong> Would affect the system’s busiest routes, including the 14/14R-Mission and 38/38R-Geary, and all six Muni Metro lines. Net savings: $71 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending regular bus and train service at 9 p.m.\u003c/strong> each night and replace with less frequent Owl Service. It would affect as many as 28 routes. Net savings: $14 million.\u003c/li>\n\u003cli>\u003cstrong>Suspending cable car and historic streetcar service:\u003c/strong> Net savings: $33 million.\u003c/li>\n\u003c/ul>\n\u003cp>The agency said it could save millions more by reducing fare subsidies for youth, seniors, lower-income residents and people with disabilities.\u003c/p>\n\u003cp>Those steps, which would likely gut Muni’s service and lead to significant ridership losses, would save about $200 million a year, which is not nearly enough to close the agency’s future funding gap fully. The reductions would also compromise Muni’s efforts to equitably serve a ridership that’s 38% low-income and 70% people of color.\u003c/p>\n\u003cfigure id=\"attachment_11748204\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11748204\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2019/05/GettyImages-180418381-e1731715381902.jpg\" alt=\"Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride.\" width=\"2000\" height=\"1425\">\u003cfigcaption class=\"wp-caption-text\">Cable cars have been roaming San Francisco streets for more than a century, but a lot of locals have never taken a ride. \u003ccite>(Jamie Squire/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Julie Kirschbaum, SFMTA’s director of transit, said service cuts of the magnitude the agency presented would have deep, long-lasting effects beyond the loss of daily service.\u003c/p>\n\u003cp>“This would dramatically slow down the actual and perceived recovery of San Francisco” from its pandemic-era economic troubles, she said. “Customer satisfaction will take a devastating hit, and regaining that public trust will take decades.”\u003c/p>\n\u003cp>This week, the SFMTA also announced it has slowed down hiring of bus and train operators because of its tight budget. That hiring slowdown, in turn, has prompted Muni to plan what it’s calling “incremental” service reductions beginning in February.\u003c/p>\n\u003cp>However, service suspension on the scale needed to save $200 million a year, Kirschbaum said, would be “very difficult to reverse.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“There’s nothing to say that if we temporarily suspended a route, we couldn’t add it back,” she said. “But even just a six-month slowdown in operator hiring takes 18 months to recover. … Stopping something like the cable car, there’s no telling what the cost would be to restart it.”\u003c/p>\n\u003cp>The prospect of devastating service cuts was the big motivator for a grass-roots group of transit activists to put together Proposition L, which proposed a gross-receipts tax on ride-hailing services like Uber and Lyft. The object, communicated in the campaign’s “Fund the Bus!” title, was simple: to raise money to help Muni avoid service reductions.\u003c/p>\n\u003cp>The campaign needed 50% plus one vote to win, but it faced a much steeper challenge: Proposition M, a suite of tax reforms that included a provision requiring any “conflicting” proposal to get more votes to take effect. Proposition L was deemed a conflicting measure. Though it easily won citywide and ran up huge majorities in transit-dependent neighborhoods like the Mission, it fell far short of Proposition M’s level of approval. Thus, it won, and it lost.\u003c/p>\n\u003cp>Proposition L organizer Cyrus Hall said in an interview that Proposition M’s “poison pill” provision was all but impossible to overcome. An opposition campaign in which Uber spent more than $1 million to shoot down the measure made things even tougher, Hall said.\u003c/p>\n\u003cp>“I think 58% or 57%, whatever we end up, that is a really great result,” he said. “It shows that a simple pro-transit, positive message is resilient to that sort of huge money spending from corporations.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cem>Updated 5:35 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>U.S. Magistrate Judge Thomas Hixson issued a \u003ca href=\"https://s3.documentcloud.org/documents/25290393/ccsf-v-city-of-oakland-airport-name-dispute-241112.pdf\">preliminary injunction\u003c/a> on Tuesday that blocks \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland’s\u003c/a> use of the name “San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> filed a \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">trademark infringement suit\u003c/a> against the Port of Oakland after the port adopted the new name earlier this year. In September, San Francisco sought an order to halt further use of the name.\u003c/p>\n\u003cp>In a 34-page ruling, Hixson agreed with San Francisco’s argument that the city would suffer irreparable harm if the Port of Oakland was allowed to continue to use the new name.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>He wrote that while there’s little evidence travelers have confused the two airports since the renaming, Oakland officials had appropriated San Francisco’s trademark in a way that would falsely imply their relatively lightly-used airport is somehow affiliated with the much busier one just across the bay.\u003c/p>\n\u003cp>[aside postID=news_12014067 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/04/240409-SF-LIBRARY-RALLY-MD-19-KQED-4-1020x680.jpg']\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. “San Francisco’s mark is now literally in the name of the Oakland airport. This damages the goodwill and value of San Francisco’s Mark and deprives San Francisco of control over its mark.”\u003c/p>\n\u003cp>In a Zoom media briefing, San Francisco City Attorney called Hixson’s ruling “an important win for tourists and consumers and visitors and those who use our airport system.” He said the city has spent “hundreds of millions of dollars” building the “San Francisco International Airport” brand, which was first used in 1954.\u003c/p>\n\u003cp>“We’re happy that the court agreed that our brand should be legally protected from trademark infringement,” Chiu said.\u003c/p>\n\u003cp>Port of Oakland spokesman Robert Bernardo said in an emailed statement that the agency is reviewing the ruling “and considering all available options.”\u003c/p>\n\u003cp>The court order issued Tuesday does not end the legal dispute over “San Francisco Bay Oakland International Airport.” The preliminary injunction does block Oakland’s use of the new airport name and reflects the court’s judgment that San Francisco is likely to prevail in a full trial on its trademark infringement claims.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 5:35 p.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>U.S. Magistrate Judge Thomas Hixson issued a \u003ca href=\"https://s3.documentcloud.org/documents/25290393/ccsf-v-city-of-oakland-airport-name-dispute-241112.pdf\">preliminary injunction\u003c/a> on Tuesday that blocks \u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland’s\u003c/a> use of the name “San Francisco Bay Oakland International Airport.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> filed a \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">trademark infringement suit\u003c/a> against the Port of Oakland after the port adopted the new name earlier this year. In September, San Francisco sought an order to halt further use of the name.\u003c/p>\n\u003cp>In a 34-page ruling, Hixson agreed with San Francisco’s argument that the city would suffer irreparable harm if the Port of Oakland was allowed to continue to use the new name.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He wrote that while there’s little evidence travelers have confused the two airports since the renaming, Oakland officials had appropriated San Francisco’s trademark in a way that would falsely imply their relatively lightly-used airport is somehow affiliated with the much busier one just across the bay.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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. “San Francisco’s mark is now literally in the name of the Oakland airport. This damages the goodwill and value of San Francisco’s Mark and deprives San Francisco of control over its mark.”\u003c/p>\n\u003cp>In a Zoom media briefing, San Francisco City Attorney called Hixson’s ruling “an important win for tourists and consumers and visitors and those who use our airport system.” He said the city has spent “hundreds of millions of dollars” building the “San Francisco International Airport” brand, which was first used in 1954.\u003c/p>\n\u003cp>“We’re happy that the court agreed that our brand should be legally protected from trademark infringement,” Chiu said.\u003c/p>\n\u003cp>Port of Oakland spokesman Robert Bernardo said in an emailed statement that the agency is reviewing the ruling “and considering all available options.”\u003c/p>\n\u003cp>The court order issued Tuesday does not end the legal dispute over “San Francisco Bay Oakland International Airport.” The preliminary injunction does block Oakland’s use of the new airport name and reflects the court’s judgment that San Francisco is likely to prevail in a full trial on its trademark infringement claims.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "California Air Regulators Approve Changes to Climate Program That Could Raise Gas Prices",
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"headTitle": "California Air Regulators Approve Changes to Climate Program That Could Raise Gas Prices | KQED",
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"content": "\u003cp>California air regulators voted to approve changes to a key climate program aimed at reducing planet-warming emissions that has a wide swath of critics and could increase gas prices statewide.\u003c/p>\n\u003cp>The California Air Resources Board voted to make significant updates to the low carbon fuel standard, or LCFS, which requires the state to reduce the environmental impact of gas and other transportation fuels by incentivizing producers to cut emissions.\u003c/p>\n\u003cp>The plan approved late Friday at the end of a 12-hour meeting will increase the state’s emission reduction targets and fund charging infrastructure for zero-emission vehicles. It also will phase out incentives for capturing methane emissions from dairy farms to \u003ca href=\"https://apnews.com/article/dairies-digesters-methane-c4c39b3519fce4219d76d17332e4aa8a\">turn into fuel\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Environmental groups have criticized the program for stimulating the production of biofuels, which are derived from sources including plants and animal waste, when they say the state should focus more on supporting power for electric vehicles. They argue the proposal fails to adequately address those concerns.\u003c/p>\n\u003cp>The oil industry, state lawmakers and others have said the agency hasn’t been transparent about how the proposed updates could increase gas prices.\u003c/p>\n\u003cp>Agency staff released a cost-benefit analysis last year estimating the initial proposal could have led to an increase in gas prices by 47 cents per gallon by 2025. But the staff has not repeated the analysis since later updating the proposal and the agency contends it cannot accurately predict gas prices.\u003c/p>\n\u003cp>“If you’re going to ask drivers to pay a lot, which is what this program proposal is going to do, I think you need to be able to make the case that it’s worth paying for,” said Danny Cullenward, a climate economist with the University of Pennsylvania’s Kleinman Center for Energy Policy. “What concerns me most about this is I think a lot of the things that are being credited do not actually help the climate.”\u003c/p>\n\u003cp>Gas prices could increase by as high as 85 cents per gallon by 2030 and $1.50 per gallon by 2035 under the proposal, according to an estimate from Cullenward. Cullenward said his figures and the estimates initially released by board staff are not an apples-to-apples comparison, in part because his projection uses 2023 dollars and the board staff used 2021 dollars.\u003c/p>\n\u003cp>State Assemblymember Tom Lackey, a Republican representing Palmdale in Southern California, said at the meeting that his constituents cannot afford an increase in gas prices.\u003c/p>\n\u003cp>“On behalf of the people of the 34th Assembly District, I ask you to not approve this rulemaking and find other alternatives that won’t cost us quite that much,” he said.\u003c/p>\n\u003cp>The California Air Resources Board says the program will ultimately lower the cost of sustainable transportation fuels.\u003c/p>\n\u003cp>The agency first approved the low carbon fuel standard in 2009, the first of its kind in the nation. It is part of California’s overall plan to achieve so-called \u003ca href=\"https://apnews.com/article/california-agriculture-climate-and-environment-2591f7c60f1a143e08b599610dc49fce\">carbon neutrality by 2045\u003c/a>, meaning the state will remove as many carbon emissions from the atmosphere as it emits. The state has passed policies in recent years to phase out the sale of new fossil-fuel powered \u003ca href=\"https://apnews.com/article/technology-california-air-resources-board-climate-and-environment-dc75c11280f85a8ab134cf392497be68\">cars\u003c/a>, \u003ca href=\"https://apnews.com/article/california-truck-drayage-emissions-climate-change-ab703c7f6274e35d408e020c7a1a823e\">trucks\u003c/a>, \u003ca href=\"https://apnews.com/article/california-rail-train-emissions-climate-change-1b3e39ea4731422bc630a07c08c6a826\">trains\u003c/a> and \u003ca href=\"https://apnews.com/article/business-gavin-newsom-california-pollution-environment-and-nature-a0110d773785d920558134c0009ba694\">lawn mowers\u003c/a>.\u003c/p>\n\u003cp>“The low carbon fuel standard has already successfully created lower-cost, lower-carbon alternatives, and the benefits of the proposal vastly outweigh those costs,” Steven Cliff, the agency’s executive officer, said last month.[aside label=\"Related Stories\" postID=\"science_1991185,science_1992222,news_11980088\"]Suncheth Bhat, chief commercial officer for EV Realty, an electric vehicle infrastructure company, called the program “one of the most powerful, transformational policies” to speed up the transition to electric vehicles.\u003c/p>\n\u003cp>The vote comes a day after Democratic Gov. Gavin Newsom called the state Legislature into a \u003ca href=\"https://apnews.com/article/california-donald-trump-gavin-newsom-special-session-32511d5887409d68d692e094ed50a272\">special session\u003c/a> to protect some of California’s environmental and other liberal policies ahead of former President Donald Trump’s second term in office.\u003c/p>\n\u003cp>“CARB’s justification for this version of the LCFS as a bridge for combustion fuels while we transition to zero-emissions needs to be reconsidered in light of the profoundly altered landscape we suddenly landed in this week,” Adrian Martinez, deputy managing attorney at environmental nonprofit Earthjustice, said of Trump’s election win.\u003c/p>\n\u003cp>The Trump administration in 2019 \u003ca href=\"https://apnews.com/article/a4f50324410e45f9b28907c48270ce95\">revoked California’s ability\u003c/a> to enforce its own tailpipe emissions standards. President Joe Biden later \u003ca href=\"https://apnews.com/article/climate-technology-business-donald-trump-environment-5934e806a1f72f8010780bb8fd922c0c\">restored the state’s authority\u003c/a>, which was \u003ca href=\"https://apnews.com/article/california-climate-vehicle-emissions-rules-b649b3fe05a97876a51b55a52af7ea1e\">upheld in federal court\u003c/a>.\u003c/p>\n\u003cp>Future challenges from the Trump administration could lead to long court battles, said David Pettit, a senior attorney with the Center for Biological Diversity’s Climate Law Institute.\u003c/p>\n\u003cp>“In the meantime, I think we still need something … to enhance the development of electric vehicles and the electric vehicle infrastructure,” Pettit said. “The LCFS is a way that we might be able to do that.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California air regulators voted to approve changes to a key climate program aimed at reducing planet-warming emissions that has a wide swath of critics and could increase gas prices statewide.\u003c/p>\n\u003cp>The California Air Resources Board voted to make significant updates to the low carbon fuel standard, or LCFS, which requires the state to reduce the environmental impact of gas and other transportation fuels by incentivizing producers to cut emissions.\u003c/p>\n\u003cp>The plan approved late Friday at the end of a 12-hour meeting will increase the state’s emission reduction targets and fund charging infrastructure for zero-emission vehicles. It also will phase out incentives for capturing methane emissions from dairy farms to \u003ca href=\"https://apnews.com/article/dairies-digesters-methane-c4c39b3519fce4219d76d17332e4aa8a\">turn into fuel\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Environmental groups have criticized the program for stimulating the production of biofuels, which are derived from sources including plants and animal waste, when they say the state should focus more on supporting power for electric vehicles. They argue the proposal fails to adequately address those concerns.\u003c/p>\n\u003cp>The oil industry, state lawmakers and others have said the agency hasn’t been transparent about how the proposed updates could increase gas prices.\u003c/p>\n\u003cp>Agency staff released a cost-benefit analysis last year estimating the initial proposal could have led to an increase in gas prices by 47 cents per gallon by 2025. But the staff has not repeated the analysis since later updating the proposal and the agency contends it cannot accurately predict gas prices.\u003c/p>\n\u003cp>“If you’re going to ask drivers to pay a lot, which is what this program proposal is going to do, I think you need to be able to make the case that it’s worth paying for,” said Danny Cullenward, a climate economist with the University of Pennsylvania’s Kleinman Center for Energy Policy. “What concerns me most about this is I think a lot of the things that are being credited do not actually help the climate.”\u003c/p>\n\u003cp>Gas prices could increase by as high as 85 cents per gallon by 2030 and $1.50 per gallon by 2035 under the proposal, according to an estimate from Cullenward. Cullenward said his figures and the estimates initially released by board staff are not an apples-to-apples comparison, in part because his projection uses 2023 dollars and the board staff used 2021 dollars.\u003c/p>\n\u003cp>State Assemblymember Tom Lackey, a Republican representing Palmdale in Southern California, said at the meeting that his constituents cannot afford an increase in gas prices.\u003c/p>\n\u003cp>“On behalf of the people of the 34th Assembly District, I ask you to not approve this rulemaking and find other alternatives that won’t cost us quite that much,” he said.\u003c/p>\n\u003cp>The California Air Resources Board says the program will ultimately lower the cost of sustainable transportation fuels.\u003c/p>\n\u003cp>The agency first approved the low carbon fuel standard in 2009, the first of its kind in the nation. It is part of California’s overall plan to achieve so-called \u003ca href=\"https://apnews.com/article/california-agriculture-climate-and-environment-2591f7c60f1a143e08b599610dc49fce\">carbon neutrality by 2045\u003c/a>, meaning the state will remove as many carbon emissions from the atmosphere as it emits. The state has passed policies in recent years to phase out the sale of new fossil-fuel powered \u003ca href=\"https://apnews.com/article/technology-california-air-resources-board-climate-and-environment-dc75c11280f85a8ab134cf392497be68\">cars\u003c/a>, \u003ca href=\"https://apnews.com/article/california-truck-drayage-emissions-climate-change-ab703c7f6274e35d408e020c7a1a823e\">trucks\u003c/a>, \u003ca href=\"https://apnews.com/article/california-rail-train-emissions-climate-change-1b3e39ea4731422bc630a07c08c6a826\">trains\u003c/a> and \u003ca href=\"https://apnews.com/article/business-gavin-newsom-california-pollution-environment-and-nature-a0110d773785d920558134c0009ba694\">lawn mowers\u003c/a>.\u003c/p>\n\u003cp>“The low carbon fuel standard has already successfully created lower-cost, lower-carbon alternatives, and the benefits of the proposal vastly outweigh those costs,” Steven Cliff, the agency’s executive officer, said last month.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Suncheth Bhat, chief commercial officer for EV Realty, an electric vehicle infrastructure company, called the program “one of the most powerful, transformational policies” to speed up the transition to electric vehicles.\u003c/p>\n\u003cp>The vote comes a day after Democratic Gov. Gavin Newsom called the state Legislature into a \u003ca href=\"https://apnews.com/article/california-donald-trump-gavin-newsom-special-session-32511d5887409d68d692e094ed50a272\">special session\u003c/a> to protect some of California’s environmental and other liberal policies ahead of former President Donald Trump’s second term in office.\u003c/p>\n\u003cp>“CARB’s justification for this version of the LCFS as a bridge for combustion fuels while we transition to zero-emissions needs to be reconsidered in light of the profoundly altered landscape we suddenly landed in this week,” Adrian Martinez, deputy managing attorney at environmental nonprofit Earthjustice, said of Trump’s election win.\u003c/p>\n\u003cp>The Trump administration in 2019 \u003ca href=\"https://apnews.com/article/a4f50324410e45f9b28907c48270ce95\">revoked California’s ability\u003c/a> to enforce its own tailpipe emissions standards. President Joe Biden later \u003ca href=\"https://apnews.com/article/climate-technology-business-donald-trump-environment-5934e806a1f72f8010780bb8fd922c0c\">restored the state’s authority\u003c/a>, which was \u003ca href=\"https://apnews.com/article/california-climate-vehicle-emissions-rules-b649b3fe05a97876a51b55a52af7ea1e\">upheld in federal court\u003c/a>.\u003c/p>\n\u003cp>Future challenges from the Trump administration could lead to long court battles, said David Pettit, a senior attorney with the Center for Biological Diversity’s Climate Law Institute.\u003c/p>\n\u003cp>“In the meantime, I think we still need something … to enhance the development of electric vehicles and the electric vehicle infrastructure,” Pettit said. “The LCFS is a way that we might be able to do that.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sf-safety-groups-hang-memorials-at-hundreds-of-intersections-where-pedestrians-were-killed",
"title": "SF Safety Groups Hang Memorials at Hundreds of Intersections Where Pedestrians Were Killed",
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"headTitle": "SF Safety Groups Hang Memorials at Hundreds of Intersections Where Pedestrians Were Killed | KQED",
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"content": "\u003cp>San Francisco pedestrian safety advocates on Friday began hanging memorial signs and pairs of shoes at hundreds of intersections across the city, marking sites where pedestrians were fatally struck over the last decade.\u003c/p>\n\u003cp>Crash survivors and family members of victims helped paint shoes and hang signs to mark the launch of the awareness campaign organized by \u003ca href=\"https://walksf.org/\">Walk San Francisco\u003c/a> and \u003ca href=\"https://walksf.org/families-for-safe-streets/\">San Francisco Bay Area Families for Safe Streets\u003c/a>.\u003c/p>\n\u003cp>Their effort to raise the alarm on pedestrian deaths has intensified in the lead-up to World Day of Remembrance for Road Traffic Victims on Nov. 17.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The two groups plan to hang signs and pairs of shoes for each of the 317 pedestrians who have been killed in traffic accidents since 2014, the year the city launched its ambitious \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero plan to eliminate all traffic fatalities within 10 years. \u003c/a>\u003c/p>\n\u003cp>But the city has \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">fallen far short of that goal\u003c/a>. Already this year, 24 pedestrians have been fatally struck on San Francisco streets, surpassing the 18 pedestrian deaths in all of 2023, according to the San Francisco Police Department.\u003c/p>\n\u003cp>Dr. Christian Rose, an emergency physician and professor at Stanford University, who attended Friday’s event in the Mission, recalled biking on Arguello Boulevard in 2017 when he was struck by a vehicle that turned left into a pedestrian-protected intersection.\u003c/p>\n\u003cp>“I truly believe that better cities have safe infrastructure for these things,” Rose said. “It made me feel sort of lucky that I am able to walk again afterward — it took about eight months to learn how to walk again and run.”\u003c/p>\n\u003cfigure id=\"attachment_12013861\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013861\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer dips their paintbrush into a can as they paint a pair of shoes for the pedestrian memorial. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rose said that most traffic incidents are spurred by actions that seem fairly insignificant and innocuous, such as — rolling through stop signs or sidewalks not being completely monitored by drivers, data shows. But he also points out what he believes to be a fatal misunderstanding of traffic safety:\u003c/p>\n\u003cp>“There’s very rarely the recognition of a car as a heavy piece of machinery that is not the same as a human on a crosswalk or a bicycle,” he said. “This is part of the narrative we need to get over.”\u003c/p>\n\u003cp>The group of three safety advocates walked to various intersections throughout the Mission District neighborhood, stopping at South Van Ness and 18th to hang a memorial for Thomas McKean, a 29-year-old San Francisco resident who was fatally struck by a car last year.\u003c/p>\n\u003cp>Julie Nicholson, who was struck and seriously injured while running in the Panhandle in 2020, shed tears for the deceased McKean as she hoisted up a sign reading “Remembering the life lost here” to tape onto a pole.\u003c/p>\n\u003cfigure id=\"attachment_12013863\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer paints shoes outside the foundation’s Mission District office. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said that goals like Vision Zero are her North Star.\u003c/p>\n\u003cp>“I know it’s a privilege that I’m here with my life and fully healed,” Nicholson said, having suffered a broken back and hip as a result of her injuries. “That’s why I’m here, and that’s why I’ll continue to be here, to be part of the solution.”\u003c/p>\n\u003cp>Advocates plan to set up a memorial at City Hall on Nov. 17 to honor both the 317 pedestrians killed and the more than 5,000 others injured since 2014.\u003c/p>\n\u003cp>Marta Lindsey, a spokesperson for Walk SF, said the campaign intends to invite Mayor-elect Daniel Lurie to the City Hall memorial.\u003c/p>\n\u003cp>“If Daniel Lurie wants to make our city better, traffic safety needs to be one of his top priorities,” Lindsey said. “We hope he will attend to stand with those who have been hurt and killed on our streets.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco pedestrian safety advocates on Friday began hanging memorial signs and pairs of shoes at hundreds of intersections across the city, marking sites where pedestrians were fatally struck over the last decade.\u003c/p>\n\u003cp>Crash survivors and family members of victims helped paint shoes and hang signs to mark the launch of the awareness campaign organized by \u003ca href=\"https://walksf.org/\">Walk San Francisco\u003c/a> and \u003ca href=\"https://walksf.org/families-for-safe-streets/\">San Francisco Bay Area Families for Safe Streets\u003c/a>.\u003c/p>\n\u003cp>Their effort to raise the alarm on pedestrian deaths has intensified in the lead-up to World Day of Remembrance for Road Traffic Victims on Nov. 17.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The two groups plan to hang signs and pairs of shoes for each of the 317 pedestrians who have been killed in traffic accidents since 2014, the year the city launched its ambitious \u003ca href=\"https://www.kqed.org/news/tag/vision-zero\">Vision Zero plan to eliminate all traffic fatalities within 10 years. \u003c/a>\u003c/p>\n\u003cp>But the city has \u003ca href=\"https://www.kqed.org/news/12010882/tragic-sf-pedestrian-death-raises-question-vision-zero-failure\">fallen far short of that goal\u003c/a>. Already this year, 24 pedestrians have been fatally struck on San Francisco streets, surpassing the 18 pedestrian deaths in all of 2023, according to the San Francisco Police Department.\u003c/p>\n\u003cp>Dr. Christian Rose, an emergency physician and professor at Stanford University, who attended Friday’s event in the Mission, recalled biking on Arguello Boulevard in 2017 when he was struck by a vehicle that turned left into a pedestrian-protected intersection.\u003c/p>\n\u003cp>“I truly believe that better cities have safe infrastructure for these things,” Rose said. “It made me feel sort of lucky that I am able to walk again afterward — it took about eight months to learn how to walk again and run.”\u003c/p>\n\u003cfigure id=\"attachment_12013861\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013861\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-03-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer dips their paintbrush into a can as they paint a pair of shoes for the pedestrian memorial. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Rose said that most traffic incidents are spurred by actions that seem fairly insignificant and innocuous, such as — rolling through stop signs or sidewalks not being completely monitored by drivers, data shows. But he also points out what he believes to be a fatal misunderstanding of traffic safety:\u003c/p>\n\u003cp>“There’s very rarely the recognition of a car as a heavy piece of machinery that is not the same as a human on a crosswalk or a bicycle,” he said. “This is part of the narrative we need to get over.”\u003c/p>\n\u003cp>The group of three safety advocates walked to various intersections throughout the Mission District neighborhood, stopping at South Van Ness and 18th to hang a memorial for Thomas McKean, a 29-year-old San Francisco resident who was fatally struck by a car last year.\u003c/p>\n\u003cp>Julie Nicholson, who was struck and seriously injured while running in the Panhandle in 2020, shed tears for the deceased McKean as she hoisted up a sign reading “Remembering the life lost here” to tape onto a pole.\u003c/p>\n\u003cfigure id=\"attachment_12013863\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12013863\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/241108-SF-PEDS-GZ-01-KQED-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A Walk SF volunteer paints shoes outside the foundation’s Mission District office. \u003ccite>(Gilare Zada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>She said that goals like Vision Zero are her North Star.\u003c/p>\n\u003cp>“I know it’s a privilege that I’m here with my life and fully healed,” Nicholson said, having suffered a broken back and hip as a result of her injuries. “That’s why I’m here, and that’s why I’ll continue to be here, to be part of the solution.”\u003c/p>\n\u003cp>Advocates plan to set up a memorial at City Hall on Nov. 17 to honor both the 317 pedestrians killed and the more than 5,000 others injured since 2014.\u003c/p>\n\u003cp>Marta Lindsey, a spokesperson for Walk SF, said the campaign intends to invite Mayor-elect Daniel Lurie to the City Hall memorial.\u003c/p>\n\u003cp>“If Daniel Lurie wants to make our city better, traffic safety needs to be one of his top priorities,” Lindsey said. “We hope he will attend to stand with those who have been hurt and killed on our streets.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF Ready to Transform Great Highway Into a Park? Proposition K Jumps Out Ahead",
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"content": "\u003cp>\u003cspan style=\"font-weight: 400\">With most precincts reported so far, the plan to permanently turn part of the Great Highway in San Francisco into a park is inching toward becoming a reality. Proposition K led Tuesday night with 53% of votes in favor and 47% against. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“We’re cautiously optimistic,” said Lucas Lux, campaign manager for the Yes on K campaign. “If K passes, it would be a win for the whole city to enjoy the coast in new ways, and it’s reclaiming a space for people to enjoy.”\u003c/span>\u003c/p>\n\u003cp>[aside label=\"Live 2024 Election Results\" link1='https://www.kqed.org/elections/results/sanfrancisco,San Francisco: Stay informed with the latest results for elected leaders and measures passed' hero=https://cdn.kqed.org/wp-content/uploads/sites/80/2024/10/Aside-Results-Local-Elections-San-Francisco-1200x1200-1.png]\u003c/p>\n\u003cp>One of the most contentious election fights in San Francisco during this election cycle — besides the mayor’s race — has been over Prop. K, which would ban all car traffic on the Upper Great Highway between Lincoln Way and Sloat Boulevard.\u003c/p>\n\u003cp>Another section of the highway further south is slated to close in early 2025 because of erosion.\u003c/p>\n\u003cp>“We will never be able to use the Great Highway again for a direct connection to Daly City and the 280,” said Supervisor Joel Engardio in a campaign video, who introduced the bill. “We need to focus on how to make lemonade out of this lemon.”\u003c/p>\n\u003cp>Engardio cosponsored Prop. K and said the city could address potential issues the highway closure may cause with road improvements, such as replacing stop signs with traffic lights.\u003c/p>\n\u003cp>San Francisco closed the Upper Great Highway to car traffic during a COVID-19 pandemic-era pilot program, allowing people to bicycle, skate, walk and listen to live music performances along the historic road.\u003c/p>\n\u003cp>If passed, Prop. K would be a big step in turning the road into a public recreation space. Emergency vehicles will still have access to the road. It requires a majority Yes to pass. Currently, the roadway is open to car traffic on weekdays and closed on the weekends.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>San Francisco-based politicians support the proposition, including Mayor London Breed, state Sen. Scott Wiener and Speaker Emerita Nancy Pelosi. It’s opposed by three of the candidates who are challenging Mayor London Breed for her seat: Daniel Lurie, Aaron Peskin and Mark Farrell. District 1 Supervisor Connie Chan, representing the Richmond District, also opposes the ballot measure.[aside label='More Election Coverage' tag='election-2024']The San Francisco Estuary Institute published an October \u003ca href=\"https://www.kqed.org/news/12009607/turning-sfs-great-highway-park-major-ecological-benefits-report-says\">report\u003c/a> detailing three future scenarios for the highway: banning cars, maintaining the status quo or returning cars altogether.\u003c/p>\n\u003cp>“While all planning scenarios for the Great Highway present some opportunities to enhance or protect ecosystem health, closing the roadway to cars entirely has the greatest and most immediate ecological benefits,” the report said.\u003c/p>\n\u003cp>Sea-level rise and coastal erosion threaten the highway and closing it would benefit the area by rehabilitating dunes as a buffer against sea level rise. However, opponents claim that permanently closing it will increase traffic and congestion in nearby neighborhoods.\u003c/p>\n\u003cp>“Closing this road would permanently push vehicles onto adjacent neighborhood streets, bringing noise, traffic snarls and potential accidents,” said Richie Greenberg, who authored the \u003ca href=\"https://richiegreenberg.org/ugh.html\">opposition argument against Prop. K\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan style=\"font-weight: 400\">With most precincts reported so far, the plan to permanently turn part of the Great Highway in San Francisco into a park is inching toward becoming a reality. Proposition K led Tuesday night with 53% of votes in favor and 47% against. \u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">“We’re cautiously optimistic,” said Lucas Lux, campaign manager for the Yes on K campaign. “If K passes, it would be a win for the whole city to enjoy the coast in new ways, and it’s reclaiming a space for people to enjoy.”\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>One of the most contentious election fights in San Francisco during this election cycle — besides the mayor’s race — has been over Prop. K, which would ban all car traffic on the Upper Great Highway between Lincoln Way and Sloat Boulevard.\u003c/p>\n\u003cp>Another section of the highway further south is slated to close in early 2025 because of erosion.\u003c/p>\n\u003cp>“We will never be able to use the Great Highway again for a direct connection to Daly City and the 280,” said Supervisor Joel Engardio in a campaign video, who introduced the bill. “We need to focus on how to make lemonade out of this lemon.”\u003c/p>\n\u003cp>Engardio cosponsored Prop. K and said the city could address potential issues the highway closure may cause with road improvements, such as replacing stop signs with traffic lights.\u003c/p>\n\u003cp>San Francisco closed the Upper Great Highway to car traffic during a COVID-19 pandemic-era pilot program, allowing people to bicycle, skate, walk and listen to live music performances along the historic road.\u003c/p>\n\u003cp>If passed, Prop. K would be a big step in turning the road into a public recreation space. Emergency vehicles will still have access to the road. It requires a majority Yes to pass. Currently, the roadway is open to car traffic on weekdays and closed on the weekends.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The San Francisco Estuary Institute published an October \u003ca href=\"https://www.kqed.org/news/12009607/turning-sfs-great-highway-park-major-ecological-benefits-report-says\">report\u003c/a> detailing three future scenarios for the highway: banning cars, maintaining the status quo or returning cars altogether.\u003c/p>\n\u003cp>“While all planning scenarios for the Great Highway present some opportunities to enhance or protect ecosystem health, closing the roadway to cars entirely has the greatest and most immediate ecological benefits,” the report said.\u003c/p>\n\u003cp>Sea-level rise and coastal erosion threaten the highway and closing it would benefit the area by rehabilitating dunes as a buffer against sea level rise. However, opponents claim that permanently closing it will increase traffic and congestion in nearby neighborhoods.\u003c/p>\n\u003cp>“Closing this road would permanently push vehicles onto adjacent neighborhood streets, bringing noise, traffic snarls and potential accidents,” said Richie Greenberg, who authored the \u003ca href=\"https://richiegreenberg.org/ugh.html\">opposition argument against Prop. K\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"tagline": "The flip side of gentrification, told through one town",
"info": "Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?",
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},
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"tagline": "Exploring the Bay Area, one question at a time",
"info": "KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.",
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},
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"order": 8
},
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},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
"airtime": "THU 10pm, FRI 1am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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}
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"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"id": "fresh-air",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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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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"jerrybrown": {
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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. ",
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"order": 18
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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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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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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