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Muni is faster and more frequent and more reliable than it has been in decades,” Tumlin told KQED. “I have such an incredible crew at the MTA who’s ready to step it up.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Tumlin stepped into the role in 2019 and has steered the public transportation agency through \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">one of its worst fiscal crises\u003c/a> in recent history. Despite recent improvements in ridership after a steep drop-off during the pandemic, SFMTA is facing a nearly $300 million deficit starting in 2026 after state and federal relief is exhausted — leaving a major problem in the lap of Tumlin’s successor.\u003c/p>\n\u003cp>“Every single one of Muni’s main sources of revenue has declined as a result of work from home, particularly our downtown parking garage revenue,” Tumlin said of what’s driving the fiscal crisis. “I would argue there is no path for economic recovery in San Francisco without a strong Muni.”\u003c/p>\n\u003cp>SFMTA is working on a regional ballot measure for 2026 to fund public transit across the nine Bay Area counties. But the ballot measure alone won’t pull SFMTA out of its looming deficit, Tumlin said, and the agency is also working with the city controller to identify areas for potential service cuts and new revenue streams.\u003c/p>\n\u003cp>One of the possible cuts Muni has floated is winding down the city’s \u003ca href=\"https://www.kqed.org/news/12016411/shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says\">historic cable cars\u003c/a>. That idea did not sit well with Mayor-elect Daniel Lurie, who immediately shot it down.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in a \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">post last week\u003c/a> on social media platform X. He added that the cable cars are too important to the city’s tourist economy to take them off the streets and vowed the 151-year-old system is “here to stay.”\u003c/p>\n\u003cp>Lurie made no comment on the other measures under discussion at the SFMTA, including shutting down more than 20 bus lines and reducing the frequency of service systemwide.\u003c/p>\n\u003cp>Two further meetings of the Muni Funding Working Group have been canceled since Lurie’s comments on the cable cars.[aside postID=news_12015011 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/MUNI-with-GBUS.png']\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tumlin, meanwhile, has said his ultimate goal is to avoid service cuts and continue to rebuild and improve Muni’s service, which was scaled back during the pandemic.\u003c/p>\n\u003cp>“Jeff has been a leader in building infrastructure, improving Muni operations, and making the hard decisions when necessary for our city as we grow,” Mayor London Breed said in a statement on Thursday night. “MTA is a challenging department to run, and I want to thank Jeff for leading this Department and serving our city through the difficult years of the pandemic and after to get us where we are today.”\u003c/p>\n\u003cp>Tumlin plans to appoint Julie Kirschbaum, the agency’s director of transit, to take over as interim director after his contract expires on Dec. 31.\u003c/p>\n\u003cp>Lurie will be tasked with naming a permanent replacement for Tumlin, who found himself a target in the mayoral campaign when Mark Farrell and Ahsha Safaí said they would fire the SFMTA boss if elected. They blamed him for controversial projects like the ill-fated center bike lane on Valencia Street in the Mission District, which prompted one local business owner to go on a hunger strike and several others to launch an online petition before the SFMTA board \u003ca href=\"https://www.kqed.org/news/12014765/sfs-controversial-valencia-street-center-bike-lane-poised-for-redesign\">voted to nix the pilot project\u003c/a> last month.\u003c/p>\n\u003cp>He also became a frequent target of autonomous vehicle evangelists, like Y Combinator CEO Garry Tan, who \u003ca href=\"https://x.com/garrytan/status/1792081328009290005?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1792081328009290005%7Ctwgr%5Edb0391764d7618ebce3aaf93a0bcc40fa752184a%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fsfstandard.com%2F2024%2F05%2F28%2Fsan-francisco-transportation-jeff-tumlin-hot-seat%2F\">posted on X that Tumlin should be fired\u003c/a>.\u003c/p>\n\u003cp>Supporters of Tumlin, who ardently backed alternatives to private vehicles such as public transit and bicycling infrastructure, celebrated his five-year term after his announcement on Thursday.\u003c/p>\n\u003cp>“I’ve been a daily Muni rider for 27 years, and under Jeff’s leadership, Muni is better than it’s ever been during that time period,” said State Sen. Scott Wiener (D–San Francisco). “Service is faster and more reliable due to Jeff’s focus on making Muni work, and as a result, Muni rider satisfaction surveys are at historic highs.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003ca href=\"https://www.kqed.org/author/danbrekke\">Dan Brekke\u003c/a> contributed reporting.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "New Bay Bridge Light Installation Is Underway After Nearly 2-Year Shutdown",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-bridge\">Bay Bridge\u003c/a> will soon be relit, according to the nonprofit behind the iconic light installation that spanned the San Francisco skyline for a decade.\u003c/p>\n\u003cp>Illuminate \u003ca href=\"https://x.com/IlluminatedArts/status/1866191587841077537\">announced\u003c/a> Monday that crews have begun installing 50,000 new LED bulbs across the western span of the bridge and that the renewed installation could be up and running within months.\u003c/p>\n\u003cp>Ben Davis, the founder of Illuminate, told KQED that he is eyeing late March for the grand relighting.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We anticipate celebrating the return of The Bay Lights to our skyline later this winter. … We hope you will join us on the waterfront,” the company said in a post on social media platform X.\u003c/p>\n\u003cp>The Bay Lights — then thought to be the world’s largest LED sculpture — debuted in March 2013, and on its 10th anniversary, it was shut down amid uncertainty over a fundraising effort for repairs. Artist Leo Villareal designed the project, which Illuminate said was Davis’s “brainchild.”\u003c/p>\n\u003cfigure id=\"attachment_12017560\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12017560 size-full\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">The new “Bay Lights 360” will feature bulbs on both sides of the bridge’s cables so that the lights can be seen from the East Bay. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation became a sensation throughout the Bay Area, attracting locals and visitors to the bridge that has long served as an essential commuter channel but not nearly the most famed way to cross the water.\u003c/p>\n\u003cp>The original Bay Lights was comprised of 25,000 bulbs fastened to the sturdy cables that extend down from the Bay Bridge’s arches. At night, lights danced through the sky, creating waves rippling between Oakland to San Francisco and beams falling like rain from the tallest points of the bridge to its road.\u003c/p>\n\u003cp>The optical illusions were the product of a program called \u003ca href=\"https://www.kqed.org/news/90202/watch-video-light-sculpture-to-brighten-the-bay-bridge\">Particle Universe\u003c/a>, which Villareal could use to change how the lights’ mass, velocity and gravity appeared to act from a remote desktop computer, he told KQED before the first official lighting.\u003c/p>\n\u003cp>“He’s spent a significant amount of time on and around the bridge looking at the patterns of nature and sort of the built environment,” Davis said. “[Villareal] has abstracted those and then cultivated them a way for beauty while they’re still randomized.”\u003c/p>\n\u003cfigure id=\"attachment_12017559\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017559\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Crews began installing the 50,000 new bulbs this week. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation went dark in March 2023 after a decade of wear and tear from fog, wind, salt and exhaust over the bay, creating maintenance challenges with some of the bulbs.\u003c/p>\n\u003cp>Illuminate had launched a fundraising campaign to renew the installation with stronger lights, but it did not reach its goal by the time Bay Lights was shut off — leaving the project’s future in doubt.\u003c/p>\n\u003cp>[aside postID=news_12016154 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>In May, the company announced that it had privately fundraised all $11 million needed to revitalize Bay Lights, with custom bulbs designed to withstand harsh weather for years to come. In addition to improving bulb quality with custom LEDs, the nonprofit is attempting to double the number of bulbs, wrapping them around both sides of the western span’s cables to create a wider field of view.\u003c/p>\n\u003cp>“One of the criticisms of Bay Lights was that it points at the penthouses of San Francisco and the North Bay, but it didn’t really shine on Oakland or some of the other communities on the east side of the bay,” Davis said.\u003c/p>\n\u003cp>This was largely for safety, he said — it wasn’t clear whether it would be unsafe or distracting for drivers to see lights on the inside of the cables as they drove across the bridge. But if the expanded version, Bay Lights 360, passes a safety inspection Davis expects will take place in January, the lights on the inside of the cables will be visible from the East Bay and even to commuters.\u003c/p>\n\u003cp>Davis said that in this installation, they are going to “see if we can actually, as a matter of aesthetic equity, address that concern by making it available to everyone really in an excited way.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-bridge\">Bay Bridge\u003c/a> will soon be relit, according to the nonprofit behind the iconic light installation that spanned the San Francisco skyline for a decade.\u003c/p>\n\u003cp>Illuminate \u003ca href=\"https://x.com/IlluminatedArts/status/1866191587841077537\">announced\u003c/a> Monday that crews have begun installing 50,000 new LED bulbs across the western span of the bridge and that the renewed installation could be up and running within months.\u003c/p>\n\u003cp>Ben Davis, the founder of Illuminate, told KQED that he is eyeing late March for the grand relighting.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We anticipate celebrating the return of The Bay Lights to our skyline later this winter. … We hope you will join us on the waterfront,” the company said in a post on social media platform X.\u003c/p>\n\u003cp>The Bay Lights — then thought to be the world’s largest LED sculpture — debuted in March 2013, and on its 10th anniversary, it was shut down amid uncertainty over a fundraising effort for repairs. Artist Leo Villareal designed the project, which Illuminate said was Davis’s “brainchild.”\u003c/p>\n\u003cfigure id=\"attachment_12017560\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12017560 size-full\" style=\"font-weight: bold;background-color: transparent;color: #767676\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/5959C8DA-A845-4FA0-AB1E-016075419E62remote25e52a08ddc676a528f12fc93bee31f32f4288ff-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">The new “Bay Lights 360” will feature bulbs on both sides of the bridge’s cables so that the lights can be seen from the East Bay. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation became a sensation throughout the Bay Area, attracting locals and visitors to the bridge that has long served as an essential commuter channel but not nearly the most famed way to cross the water.\u003c/p>\n\u003cp>The original Bay Lights was comprised of 25,000 bulbs fastened to the sturdy cables that extend down from the Bay Bridge’s arches. At night, lights danced through the sky, creating waves rippling between Oakland to San Francisco and beams falling like rain from the tallest points of the bridge to its road.\u003c/p>\n\u003cp>The optical illusions were the product of a program called \u003ca href=\"https://www.kqed.org/news/90202/watch-video-light-sculpture-to-brighten-the-bay-bridge\">Particle Universe\u003c/a>, which Villareal could use to change how the lights’ mass, velocity and gravity appeared to act from a remote desktop computer, he told KQED before the first official lighting.\u003c/p>\n\u003cp>“He’s spent a significant amount of time on and around the bridge looking at the patterns of nature and sort of the built environment,” Davis said. “[Villareal] has abstracted those and then cultivated them a way for beauty while they’re still randomized.”\u003c/p>\n\u003cfigure id=\"attachment_12017559\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12017559\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg\" alt=\"\" width=\"1024\" height=\"682\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-1020x679.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/3F492A8F-D9A3-4771-A12B-22F1A5E532C3remote19f12fde2c8fe5ebbdac18488a238b51ba86246e-1-original-1-160x107.jpg 160w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Crews began installing the 50,000 new bulbs this week. \u003ccite>(Courtesy Ben Davis, Illuminate)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The installation went dark in March 2023 after a decade of wear and tear from fog, wind, salt and exhaust over the bay, creating maintenance challenges with some of the bulbs.\u003c/p>\n\u003cp>Illuminate had launched a fundraising campaign to renew the installation with stronger lights, but it did not reach its goal by the time Bay Lights was shut off — leaving the project’s future in doubt.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In May, the company announced that it had privately fundraised all $11 million needed to revitalize Bay Lights, with custom bulbs designed to withstand harsh weather for years to come. In addition to improving bulb quality with custom LEDs, the nonprofit is attempting to double the number of bulbs, wrapping them around both sides of the western span’s cables to create a wider field of view.\u003c/p>\n\u003cp>“One of the criticisms of Bay Lights was that it points at the penthouses of San Francisco and the North Bay, but it didn’t really shine on Oakland or some of the other communities on the east side of the bay,” Davis said.\u003c/p>\n\u003cp>This was largely for safety, he said — it wasn’t clear whether it would be unsafe or distracting for drivers to see lights on the inside of the cables as they drove across the bridge. But if the expanded version, Bay Lights 360, passes a safety inspection Davis expects will take place in January, the lights on the inside of the cables will be visible from the East Bay and even to commuters.\u003c/p>\n\u003cp>Davis said that in this installation, they are going to “see if we can actually, as a matter of aesthetic equity, address that concern by making it available to everyone really in an excited way.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "after-losing-billions-gm-ends-effort-to-develop-cruise-robotaxis",
"title": "After Losing Billions, GM Ends Effort to Develop Cruise Robotaxis",
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"content": "\u003cp>DETROIT — General Motors says it’s leaving the robotaxi business and will stop funding its money-losing Cruise autonomous vehicle unit.\u003c/p>\n\u003cp>Instead the Detroit automaker announced Tuesday will focus on development of partially automated, hands-free “\u003ca href=\"https://www.gmc.com/connectivity-technology/super-cruise\" target=\"_blank\">Super Cruise\u003c/a>” system for personal vehicles.\u003c/p>\n\u003cp>GM said it would get out of robotaxis “given the considerable time and resources that would be needed to scale the business, along with an increasingly competitive robotaxi market.”\u003c/p>\n\u003cp>The company said it will combine Cruise’s technical team with its own to work on advanced systems to assist drivers.\u003c/p>\n\u003cp>GM bought control of San Francisco-based Cruise in 2016 with high hopes of developing a profitable fleet of robotaxis. The company’s white-and-orange Chevy Bolts became a familiar sight across the city — often as part of\u003ca href=\"https://www.sfchronicle.com/bayarea/article/robotaxi-backup-18293208.php\" target=\"_blank\"> self-created traffic tie-ups\u003c/a>. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Over the years GM invested billions in the subsidiary and eventually bought 90% of the company from investors, all while racking up millions in losses.\u003c/p>\n\u003cp>GM’s departure from the autonomous taxi space represents a dramatic about-face from years of full-blown support that left a huge financial dent in the automaker. \u003c/p>\n\u003cp>The company invested $2.4 billion in Cruise only to sustain years of uninterrupted losses, with little in return. Since GM bought a controlling stake in Cruise for $581 million in 2016, the robotaxi service piled up more than $10 billion in operating losses while bringing in less than $500 million in revenue, according to GM shareholder reports filed with the Securities and Exchange Commission.\u003c/p>\n\u003cp>The automaker even announced plans for Cruise to generate $1 billion in annual revenue by 2025, but it scaled back spending on the company after one of its vehicles dragged a San Francisco pedestrian who was hit by another vehicle in 2023.\u003c/p>\n\u003cp>The California Public Utilities Commission \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\" target=\"_blank\">alleged Cruise covered up details\u003c/a> of the crash for more than two weeks.\u003c/p>\n\u003cp>The embarrassing incident resulted in Cruise’s license to operate its driverless fleet in California being suspended by regulators and triggered a purge of its leadership — in addition to layoffs that jettisoned about a quarter of its workforce.\u003c/p>\n\u003cp>GM CEO Mary Barra told analysts on a conference call Tuesday the revamped Cruise will focus on personal vehicles and developing systems that can drive by themselves in certain circumstances.\u003c/p>\n\u003cp>The company has agreements to buy another 7% of Cruise and intends to buy the remaining shares so it owns the whole company.\u003c/p>\n\u003cp>The move is another step back from autonomous vehicles, which have proved far harder to develop than companies once anticipated. Two years ago, crosstown rival Ford Motor Co. disbanded its Argo AI autonomous vehicle venture in Pittsburgh that it co-owned with Volkswagen.\u003c/p>\n\u003cp>At the time the company said it didn’t see a path to profitability for a number of years.\u003c/p>\n\u003cp>Yet other companies are pressing forward with plans to deploy autonomous vehicles and expand their services.\u003c/p>\n\u003cp>Alphabet Inc.’s Waymo is accelerating plans to broaden its robotaxi service beyond areas of metropolitan Phoenix, San Francisco and Los Angeles. Last week the company said it would begin testing its driverless Jaguars in Miami next year, with plans to start charging for rides in 2026.\u003c/p>\n\u003cp>The move comes less than a month after Waymo opened up its robotaxi service to anyone looking for a ride in an 80-square-mile area of Los Angeles. Waymo also has plans to launch fleets in Atlanta and Austin next year in partnership with ride-hailing leader Uber.\u003c/p>\n\u003cp>Tesla CEO Elon Musk has said his company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels using Tesla’s “Full Self-Driving” system would be available in 2026 starting in California and Texas, he said.\u003c/p>\n\u003cp>But an investigation by the National Highway Traffic Safety Administration into Full Self-Driving’s ability to see in low visibility conditions cast doubt on whether Teslas are ready to be deployed without humans behind the wheel.\u003c/p>\n\u003cp>The agency began the investigation in October after getting reports of four crashes involving “Full Self-Driving” when Teslas encountered sun glare, fog and airborne dust. An Arizona pedestrian was killed in one of the crashes.\u003c/p>\n\u003cp>GM said it will work with Cruise’s leadership to restructure the company and refocus Cruise’s operations on driver assist systems. The company expects the restructuring to reduce spending by more than $1 billion annually.\u003c/p>\n\u003cp>Cruise has about 2,300 employees and will retain a presence in San Francisco, GM said. It’s too early to talk about employment levels until the restructuring is completed next year, a spokesman said.\u003c/p>\n\u003cp>Dave Richardson, senior vice president of software and services engineering, said Cruise will bring its software, artificial intelligence and sensor development to GM to team up on improving GM’s driver-assist systems.\u003c/p>\n\u003cp>“We want to leverage what already has been done as we go forward, and we think we can do that very effectively,” Barra said.\u003c/p>\n\u003cp>Shares of GM rose about 3% in trading after Tuesday’s closing bell. They are up about 47% for the year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Technology Writer Michael Liedtke in San Francisco contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>DETROIT — General Motors says it’s leaving the robotaxi business and will stop funding its money-losing Cruise autonomous vehicle unit.\u003c/p>\n\u003cp>Instead the Detroit automaker announced Tuesday will focus on development of partially automated, hands-free “\u003ca href=\"https://www.gmc.com/connectivity-technology/super-cruise\" target=\"_blank\">Super Cruise\u003c/a>” system for personal vehicles.\u003c/p>\n\u003cp>GM said it would get out of robotaxis “given the considerable time and resources that would be needed to scale the business, along with an increasingly competitive robotaxi market.”\u003c/p>\n\u003cp>The company said it will combine Cruise’s technical team with its own to work on advanced systems to assist drivers.\u003c/p>\n\u003cp>GM bought control of San Francisco-based Cruise in 2016 with high hopes of developing a profitable fleet of robotaxis. The company’s white-and-orange Chevy Bolts became a familiar sight across the city — often as part of\u003ca href=\"https://www.sfchronicle.com/bayarea/article/robotaxi-backup-18293208.php\" target=\"_blank\"> self-created traffic tie-ups\u003c/a>. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Over the years GM invested billions in the subsidiary and eventually bought 90% of the company from investors, all while racking up millions in losses.\u003c/p>\n\u003cp>GM’s departure from the autonomous taxi space represents a dramatic about-face from years of full-blown support that left a huge financial dent in the automaker. \u003c/p>\n\u003cp>The company invested $2.4 billion in Cruise only to sustain years of uninterrupted losses, with little in return. Since GM bought a controlling stake in Cruise for $581 million in 2016, the robotaxi service piled up more than $10 billion in operating losses while bringing in less than $500 million in revenue, according to GM shareholder reports filed with the Securities and Exchange Commission.\u003c/p>\n\u003cp>The automaker even announced plans for Cruise to generate $1 billion in annual revenue by 2025, but it scaled back spending on the company after one of its vehicles dragged a San Francisco pedestrian who was hit by another vehicle in 2023.\u003c/p>\n\u003cp>The California Public Utilities Commission \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\" target=\"_blank\">alleged Cruise covered up details\u003c/a> of the crash for more than two weeks.\u003c/p>\n\u003cp>The embarrassing incident resulted in Cruise’s license to operate its driverless fleet in California being suspended by regulators and triggered a purge of its leadership — in addition to layoffs that jettisoned about a quarter of its workforce.\u003c/p>\n\u003cp>GM CEO Mary Barra told analysts on a conference call Tuesday the revamped Cruise will focus on personal vehicles and developing systems that can drive by themselves in certain circumstances.\u003c/p>\n\u003cp>The company has agreements to buy another 7% of Cruise and intends to buy the remaining shares so it owns the whole company.\u003c/p>\n\u003cp>The move is another step back from autonomous vehicles, which have proved far harder to develop than companies once anticipated. Two years ago, crosstown rival Ford Motor Co. disbanded its Argo AI autonomous vehicle venture in Pittsburgh that it co-owned with Volkswagen.\u003c/p>\n\u003cp>At the time the company said it didn’t see a path to profitability for a number of years.\u003c/p>\n\u003cp>Yet other companies are pressing forward with plans to deploy autonomous vehicles and expand their services.\u003c/p>\n\u003cp>Alphabet Inc.’s Waymo is accelerating plans to broaden its robotaxi service beyond areas of metropolitan Phoenix, San Francisco and Los Angeles. Last week the company said it would begin testing its driverless Jaguars in Miami next year, with plans to start charging for rides in 2026.\u003c/p>\n\u003cp>The move comes less than a month after Waymo opened up its robotaxi service to anyone looking for a ride in an 80-square-mile area of Los Angeles. Waymo also has plans to launch fleets in Atlanta and Austin next year in partnership with ride-hailing leader Uber.\u003c/p>\n\u003cp>Tesla CEO Elon Musk has said his company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels using Tesla’s “Full Self-Driving” system would be available in 2026 starting in California and Texas, he said.\u003c/p>\n\u003cp>But an investigation by the National Highway Traffic Safety Administration into Full Self-Driving’s ability to see in low visibility conditions cast doubt on whether Teslas are ready to be deployed without humans behind the wheel.\u003c/p>\n\u003cp>The agency began the investigation in October after getting reports of four crashes involving “Full Self-Driving” when Teslas encountered sun glare, fog and airborne dust. An Arizona pedestrian was killed in one of the crashes.\u003c/p>\n\u003cp>GM said it will work with Cruise’s leadership to restructure the company and refocus Cruise’s operations on driver assist systems. The company expects the restructuring to reduce spending by more than $1 billion annually.\u003c/p>\n\u003cp>Cruise has about 2,300 employees and will retain a presence in San Francisco, GM said. It’s too early to talk about employment levels until the restructuring is completed next year, a spokesman said.\u003c/p>\n\u003cp>Dave Richardson, senior vice president of software and services engineering, said Cruise will bring its software, artificial intelligence and sensor development to GM to team up on improving GM’s driver-assist systems.\u003c/p>\n\u003cp>“We want to leverage what already has been done as we go forward, and we think we can do that very effectively,” Barra said.\u003c/p>\n\u003cp>Shares of GM rose about 3% in trading after Tuesday’s closing bell. They are up about 47% for the year.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>AP Technology Writer Michael Liedtke in San Francisco contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Caltrain Is Sending Its Old Diesel Fleet to Peru. One State Lawmaker Is Not Happy",
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"headTitle": "Caltrain Is Sending Its Old Diesel Fleet to Peru. One State Lawmaker Is Not Happy | KQED",
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"content": "\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>[aside postID=news_12017428 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/01_120224_Drumm-Avenue_CS_CM_08-1020x680.jpg']\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San José Sen. Dave Cortese introduced a bill to block such transfers, saying that sending the fossil-fuel-burning engines abroad is just shifting pollution from one place to another.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For \u003ca href=\"https://www.kqed.org/news/tag/caltrain\">Caltrain\u003c/a>, its recent deal to sell 19 vintage diesel locomotives and 90 well-used passenger cars to an overseas city that will use them for a badly needed commuter train line is nothing but good news.\u003c/p>\n\u003cp>Not everyone sees it that way.\u003c/p>\n\u003cp>State Sen. Dave Cortese (D–San José) said sending the fossil-fuel-burning engines to Peru is just shifting pollution and greenhouse emissions from one place to another and shouldn’t be allowed. To prevent it from happening again, he’s introduced \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202520260SB30\">a bill\u003c/a> to block similar transfers in the future.\u003c/p>\n\u003cp>Caltrain, which launched its all-new electric fleet this year, will soon send its 1980s-era rolling stock to be lifted aboard cargo ships in the Bay Area for a trip to Peru, where the equipment will go to work carrying passengers \u003ca href=\"https://www.trains.com/trn/news-reviews/news-wire/caltrain-equipment-will-be-used-to-launch-new-commuter-operation-in-peru/\">between the Lima suburbs of Callao and Chosica\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Sam Sargent, Caltrain’s director of strategy and policy, said the deal gives new life to equipment that would otherwise be scrapped while also promising to help reduce greenhouse gas emissions by giving people an alternative to personal vehicles in a traffic-choked city of 10 million.\u003c/p>\n\u003cp>“This is really just step one towards transit being a tool for environmental sustainability down there,” Sargent said. “We love the idea that we’re going to get to move more people going into the future with the equipment that we lovingly maintained.”\u003c/p>\n\u003cfigure id=\"attachment_11336508\" class=\"wp-caption aligncenter\" style=\"max-width: 733px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11336508\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png\" alt=\"\" width=\"733\" height=\"464\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM.png 733w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-160x101.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-240x152.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-375x237.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/10/2017/02/Screen-Shot-2017-02-26-at-12.34.20-PM-520x329.png 520w\" sizes=\"auto, (max-width: 733px) 100vw, 733px\">\u003cfigcaption class=\"wp-caption-text\">Caltrain’s modernized electric trains began service in 2021. The system — a vital commuter rail link between San Francisco, San Mateo and Santa Clara counties — carries about 65,000 riders a day. \u003ccite>(Image courtesy of Caltrain)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/12017428/polluted-communities-hold-their-breath-as-companies-struggle-with-californias-diesel-truck-ban\">Diesel engines\u003c/a>, however, are a target of environmental advocates because they produce high levels of particulate pollution that has been implicated in a wide range of respiratory and circulatory diseases.\u003c/p>\n\u003cp>People living near freeways, rail lines, ports and other major producers of diesel pollution suffer a much higher incidence of illnesses like asthma and various forms of heart disease than those who live farther from those sources.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Cortese is among dozens of Bay Area officials who have signed the “\u003ca href=\"https://dieselfree33.baaqmd.gov/\">Diesel Free by ’33\u003c/a>” pledge, a Bay Area Air Quality Management District campaign that aims to reduce diesel emissions “throughout California and beyond.” He said legislators need to “make sure that we’re not exporting the problem outside our state boundaries.”\u003c/p>\n\u003cp>California rail agencies that could be affected by his bill include Altamont Corridor Express (ACE) and Amtrak California, which operates the Capitol Corridor, San Joaquin, Metrolink and Surfliner routes.\u003c/p>\n\u003cp>“I’ve been a big proponent of climate restoration, getting back to pre-industrial levels of carbon in our atmosphere, and they’re not going to do that by swapping out diesel from one area to another, from the Bay Area to Peru or to Arizona or to someplace [with] lax standards just because they’re going to give you a check,” Cortese said. “To me, that’s selling out.”\u003c/p>\n\u003cp>Sargent said the environmental issues Cortese raised were top of mind when Caltrain considered the deal with Peru. He adds that those concerns prompted the U.S. State Department and Commerce Department to support the $6 million sale. The transaction also required and received approval from the air district.\u003c/p>\n\u003cp>“That was in large part because of the environmental benefits of getting people out of their cars,” Sargent said. Those benefits include removing as much as 20,000 metric tons of carbon emissions from Lima’s air every day when the new train service goes into service next year.\u003c/p>\n\u003cp>City transportation officials say the 25-mile Callao-Chosica line will carry about 200,000 passengers a day — more than the current ridership of every California transit agency except L.A. Metro and San Francisco Muni.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "BART Supports Renaming Oakland's Lake Merritt Station — if Someone Else Pays for It",
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"content": "\u003cp>\u003cem>Updated 3:30 p.m., Thursday\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> directors plan to move forward with renaming Oakland’s Lake Merritt station, but only after they find a funding source for the estimated $750,000 project and complete a community engagement process.\u003c/p>\n\u003cp>The unanimous vote Thursday by the transit agency’s Board of Directors delivered a setback to many community members who had hoped to walk away from the meeting with a clear timeline for the station renaming.\u003c/p>\n\u003cp>“I would ask that it not be called a name change. It really is a name correction,” said Joshua Simon, who showed up to the public comment section of the meeting. “I’ve been getting off at that station now for 40 years, and every time I get off, I look around and say, ‘Where’s Lake Merritt?’ It’s in Chinatown. I think it’s time to fix this.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Board member Robert Raburn, who has spearheaded the renaming effort along with Oakland Chinatown community groups, hoped that board approval Thursday would guarantee the new name in time for the opening of a new \u003ca href=\"https://www.kqed.org/news/12009951/oaklands-lake-merritt-bart-station-renamed-soon\">transit-oriented development on top of the station\u003c/a>, planned for March 2027.\u003c/p>\n\u003cp>Though the board is generally supportive of the name change, the fact that Raburn’s initiative had not followed established BART protocol made some members uneasy.\u003c/p>\n\u003cfigure id=\"attachment_12016759\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Shoppers walk by a shop in Oakland’s Chinatown on Dec. 18, 2020. Many shops keep plywood in their windows while open. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Current policy requires a third-party applicant to apply for and cover all the costs associated with a station renaming. As yet, no such applicant has come forward, making some board members worry the agency could be forced to pay the full cost of the Lake Merritt station renaming.\u003c/p>\n\u003cp>“If we say we’re going to rename it, that means we are on the hook for paying for it if we cannot find the outside funding,” board member Rebecca Saltzman said.\u003c/p>\n\u003cp>Raburn had previously maintained that neither the Chinatown community groups who have advocated for the name change nor the East Bay Asian Local Development Corporation, the new housing project’s developer, should be on the hook for payment, saying instead that the money could come from grants, BART’s capital budget or elsewhere.\u003c/p>\n\u003cp>“I’m not saying that money grows on trees, but we can find the money and this isn’t the kind of dollar amount that’s going to scare us away from taking this action,” Raburn said.\u003c/p>\n\u003cp>[aside postID=news_12016154 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-02-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>Meanwhile, BART is facing \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">a bleak fiscal future\u003c/a> as ridership has failed to recover to pre-pandemic levels and federal and state emergency assistance from the pandemic is set to dry up by the end of next year. The agency is projecting a $385 million budget deficit for the 2026 fiscal year.\u003c/p>\n\u003cp>Raburn sees the renaming as a crucial part of the new housing development at the station.\u003c/p>\n\u003cp>“I think it’s a good investment to provide the change now and say that by the time it’s occupied, it will be renamed,” Raburn said. “That gives the developer something to share with potential investors, to somebody that might want to build a hotel or offices in Oakland Chinatown. I think those are the kinds of things that can pay dividends in the long run for BART.”\u003c/p>\n\u003cp>Board policy also calls for a robust community engagement process to rename a station, including at least three public workshops and endorsements from affected local bodies. Although the Lake Merritt renaming has garnered enthusiastic support from community members in BART board meetings and is endorsed by the Oakland Chinatown Chamber of Commerce and the Oakland Chinatown Improvement Council, BART staff said that requirement had so far not been fulfilled.\u003c/p>\n\u003cp>In the end, board member Saltzman introduced a substitute motion, supporting the intent to change the station name, subject to identifying an applicant who would fund the project, and conducting proper outreach. The motion was approved unanimously.\u003c/p>\n\u003cp>BART staff said they are aware of at least two other station renaming requests, including one from the family of Oscar Grant, who was shot and killed by BART police on New Year’s Day 2009 at Fruitvale Station, to rename it after Grant.\u003c/p>\n\u003cp>Staff also said the city of Berkeley has expressed interest in renaming Ashby Station to South Berkeley Station.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 3:30 p.m., Thursday\u003c/em>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> directors plan to move forward with renaming Oakland’s Lake Merritt station, but only after they find a funding source for the estimated $750,000 project and complete a community engagement process.\u003c/p>\n\u003cp>The unanimous vote Thursday by the transit agency’s Board of Directors delivered a setback to many community members who had hoped to walk away from the meeting with a clear timeline for the station renaming.\u003c/p>\n\u003cp>“I would ask that it not be called a name change. It really is a name correction,” said Joshua Simon, who showed up to the public comment section of the meeting. “I’ve been getting off at that station now for 40 years, and every time I get off, I look around and say, ‘Where’s Lake Merritt?’ It’s in Chinatown. I think it’s time to fix this.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Board member Robert Raburn, who has spearheaded the renaming effort along with Oakland Chinatown community groups, hoped that board approval Thursday would guarantee the new name in time for the opening of a new \u003ca href=\"https://www.kqed.org/news/12009951/oaklands-lake-merritt-bart-station-renamed-soon\">transit-oriented development on top of the station\u003c/a>, planned for March 2027.\u003c/p>\n\u003cp>Though the board is generally supportive of the name change, the fact that Raburn’s initiative had not followed established BART protocol made some members uneasy.\u003c/p>\n\u003cfigure id=\"attachment_12016759\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12016759\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/009_KQED_Oakland_Chinatown_12182020_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Shoppers walk by a shop in Oakland’s Chinatown on Dec. 18, 2020. Many shops keep plywood in their windows while open. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Current policy requires a third-party applicant to apply for and cover all the costs associated with a station renaming. As yet, no such applicant has come forward, making some board members worry the agency could be forced to pay the full cost of the Lake Merritt station renaming.\u003c/p>\n\u003cp>“If we say we’re going to rename it, that means we are on the hook for paying for it if we cannot find the outside funding,” board member Rebecca Saltzman said.\u003c/p>\n\u003cp>Raburn had previously maintained that neither the Chinatown community groups who have advocated for the name change nor the East Bay Asian Local Development Corporation, the new housing project’s developer, should be on the hook for payment, saying instead that the money could come from grants, BART’s capital budget or elsewhere.\u003c/p>\n\u003cp>“I’m not saying that money grows on trees, but we can find the money and this isn’t the kind of dollar amount that’s going to scare us away from taking this action,” Raburn said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Meanwhile, BART is facing \u003ca href=\"https://www.kqed.org/news/12016154/bart-fare-increase-january-second-year-in-a-row\">a bleak fiscal future\u003c/a> as ridership has failed to recover to pre-pandemic levels and federal and state emergency assistance from the pandemic is set to dry up by the end of next year. The agency is projecting a $385 million budget deficit for the 2026 fiscal year.\u003c/p>\n\u003cp>Raburn sees the renaming as a crucial part of the new housing development at the station.\u003c/p>\n\u003cp>“I think it’s a good investment to provide the change now and say that by the time it’s occupied, it will be renamed,” Raburn said. “That gives the developer something to share with potential investors, to somebody that might want to build a hotel or offices in Oakland Chinatown. I think those are the kinds of things that can pay dividends in the long run for BART.”\u003c/p>\n\u003cp>Board policy also calls for a robust community engagement process to rename a station, including at least three public workshops and endorsements from affected local bodies. Although the Lake Merritt renaming has garnered enthusiastic support from community members in BART board meetings and is endorsed by the Oakland Chinatown Chamber of Commerce and the Oakland Chinatown Improvement Council, BART staff said that requirement had so far not been fulfilled.\u003c/p>\n\u003cp>In the end, board member Saltzman introduced a substitute motion, supporting the intent to change the station name, subject to identifying an applicant who would fund the project, and conducting proper outreach. The motion was approved unanimously.\u003c/p>\n\u003cp>BART staff said they are aware of at least two other station renaming requests, including one from the family of Oscar Grant, who was shot and killed by BART police on New Year’s Day 2009 at Fruitvale Station, to rename it after Grant.\u003c/p>\n\u003cp>Staff also said the city of Berkeley has expressed interest in renaming Ashby Station to South Berkeley Station.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Despite Trump’s Threats, California Doubles Down on Electric Vehicles",
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"content": "\u003cp>At this year’s Los Angeles Auto Show, automakers made big bets on zero-emission vehicles. Very big.\u003c/p>\n\u003cp>Commercial car makers like Kia and Cadillac unveiled three-row, family-friendly electric SUVs to appeal to American tastes for larger cars.\u003c/p>\n\u003cp>These honking big vehicles don’t need engines or fuel. But they’re debuting at a dicey moment for the industry.\u003c/p>\n\u003cp>With Donald Trump’s return to the White House in January, advocates in California are concerned about the future of zero-emission vehicles, regardless of size, purpose or environmental impact.\u003c/p>\n\u003cp>Their fear? \u003ca href=\"https://www.kqed.org/news/12016258/californias-embrace-of-zero-emission-vehicles-could-hit-a-wall-with-the-new-trump-presidency\">Trump will repeal tax credits\u003c/a> for purchasing the vehicles, as promised during his campaign.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s quite disappointing, knowing how helpful that tax credit and other incentives have been, especially for those who don’t have a lot of financial means to afford these vehicles,” said Cecelia Sullivan, president emeritus of the North Bay Electric Auto Association (NBEAA).\u003c/p>\n\u003cp>“This is going to be a real test of the durability of federal policies surrounding EVs,” said policy analyst Ingrid Malmgren, with the advocacy group Plug In America.\u003c/p>\n\u003cp>The tax credits Trump targeted were originally introduced as part of President Joe Biden’s Inflation Reduction Act, passed in 2022. The bill provides buyers who \u003ca href=\"https://www.energy.gov/energysaver/new-and-used-clean-vehicle-tax-credits#:~:text=The%20taxpayer%27s%20modified%20adjusted%20gross,on%20another%20taxpayer%27s%20tax%20return.\">meet certain criteria\u003c/a> with up to $7,500 for new EVs and up to $4,000 for used ones. Starting in 2024, customers were able to opt to transfer the credits directly to eligible dealers instead, for a discount upfront.\u003c/p>\n\u003cp>There are already more than two million zero-emission vehicles on California’s roads, according to the \u003ca href=\"https://www.veloz.org/ev-market-report/\">state’s latest available data\u003c/a>. Malmgren said lifting tax credits may make it harder for many drivers to be able to afford an EV in the future.\u003c/p>\n\u003cp>“People who have a lot of money are still going to be able to buy fancy cars, whether they’re EVs or gas cars,” she added. “But if EVs end up being more expensive because these tax credits are taken away or regulations are removed, then the people who will be most impacted are the people who don’t have as much.”\u003c/p>\n\u003cfigure id=\"attachment_12016485\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016485 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">A Toyota electric vehicle on display at the Los Angeles Auto Show on Nov. 21 at the Los Angeles Convention Center. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In response to Trump’s threats to end the credits, Gov. Gavin Newsom announced a plan to restart California’s Clean Vehicle Rebate Program, which ended in 2023.\u003c/p>\n\u003cp>“We will intervene if the Trump administration eliminates the federal tax credit, doubling down on our commitment to clean air and green jobs in California,” Newsom said in a statement. “We’re not turning back on a clean transportation future — we’re going to make it more affordable for people to drive vehicles that don’t pollute.”\u003c/p>\n\u003cp>The program provided up to $7,500 for the purchase or lease of a zero-emission vehicle. During its lifetime, the program funded nearly 600,000 vehicles and saved more than 450 million gallons of fuel, according to a \u003ca href=\"https://www.gov.ca.gov/2024/11/25/as-california-achieves-historic-milestone-governor-newsom-commits-to-restarting-states-zev-rebate-program-if-federal-tax-credit-is-eliminated/\">state press release\u003c/a>.\u003c/p>\n\u003cp>Newsom’s proposed rebates would come from the state’s Greenhouse Gas Reduction Fund, paid for by polluters under the state’s cap-and-trade program, according to the governor’s statement. That fund pays for clean transportation, sustainable housing and other programs that benefit historically disadvantaged communities in the state.\u003c/p>\n\u003cfigure id=\"attachment_12016486\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016486 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">An employee of Phoenix-based brand Nikola operates an electric semi-truck during a demonstration at a commercial zero emission vehicle event, co-sponsored by the California Air Resources Board, at the Los Angeles County Fairgrounds in Pomona, on Nov 13, 2024.. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s rebuttal is the latest in the state’s ongoing battle with the incoming administration over environment, abortion access, immigration and other political issues.\u003c/p>\n\u003cp>State lawmakers \u003ca href=\"https://www.kqed.org/news/12016294/california-democrats-prepare-for-trump-vow-renewed-focus-affordability\">convened a special session\u003c/a> on Monday to pad the budget of the state’s Department of Justice in preparation. As during his first term, the Trump administration is \u003ca href=\"https://www.kqed.org/news/11997168/california-largely-won-its-climate-fight-with-trump-round-2-could-be-tougher\">expected to take aim\u003c/a> at California’s authority to set auto emissions stricter than federal standards.\u003c/p>\n\u003cp>While Trump cannot unilaterally eliminate the electric vehicle tax credits, his transition team views the consumer EV credit as an easy target, believing that eliminating it would get broad consensus in a Republican-controlled Congress, \u003ca href=\"https://www.reuters.com/business/autos-transportation/trumps-transition-team-aims-kill-biden-ev-tax-credit-2024-11-14/\">Reuters reported\u003c/a>.\u003c/p>\n\u003cp>Tesla CEO Elon Musk, who emerged as a key player in the upcoming Trump administration, effectively \u003ca href=\"https://x.com/elonmusk/status/1813112958157005259\">endorsed the credit’s elimination\u003c/a> on his social media platform X. As the most popular EV maker on the market, Tesla’s competitors are more reliant upon the credits to support sales.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[aside label='Related Coverage' tag='electric-cars']\u003c/span>\u003c/p>\n\u003cp>However, other advocates are not as concerned about the industry’s longevity. Sullivan, of the NBEAA, pointed out that some municipalities, including the \u003ca href=\"https://www.baaqmd.gov/funding-and-incentives/residents/clean-cars-for-all\">Bay Area Air Quality Management District\u003c/a>, offer their own grants for income-eligible residents to replace their cars with electric vehicles.\u003c/p>\n\u003cp>“There are still local programs and opportunities for state governments and lower down to provide incentives,” Sullivan said.\u003c/p>\n\u003cp>Bruce Tuter, a Supervisor at California’s Air Resources Board, is drawing hope from the momentum of the electric and hydrogen vehicle market, like those unveiled at this month’s L.A. Auto Show.\u003c/p>\n\u003cp>A lot of Californians are driving electric cars, Tuter told KQED. No matter Trump’s goals, the zero-emission vehicle market may be too big to fail.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“There are a lot of jobs that have been created in producing these vehicles and producing all the parts that go into those vehicles,” Tuter said. “There is a lot of positive economic pressure to continue with these kinds of vehicles.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>At this year’s Los Angeles Auto Show, automakers made big bets on zero-emission vehicles. Very big.\u003c/p>\n\u003cp>Commercial car makers like Kia and Cadillac unveiled three-row, family-friendly electric SUVs to appeal to American tastes for larger cars.\u003c/p>\n\u003cp>These honking big vehicles don’t need engines or fuel. But they’re debuting at a dicey moment for the industry.\u003c/p>\n\u003cp>With Donald Trump’s return to the White House in January, advocates in California are concerned about the future of zero-emission vehicles, regardless of size, purpose or environmental impact.\u003c/p>\n\u003cp>Their fear? \u003ca href=\"https://www.kqed.org/news/12016258/californias-embrace-of-zero-emission-vehicles-could-hit-a-wall-with-the-new-trump-presidency\">Trump will repeal tax credits\u003c/a> for purchasing the vehicles, as promised during his campaign.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s quite disappointing, knowing how helpful that tax credit and other incentives have been, especially for those who don’t have a lot of financial means to afford these vehicles,” said Cecelia Sullivan, president emeritus of the North Bay Electric Auto Association (NBEAA).\u003c/p>\n\u003cp>“This is going to be a real test of the durability of federal policies surrounding EVs,” said policy analyst Ingrid Malmgren, with the advocacy group Plug In America.\u003c/p>\n\u003cp>The tax credits Trump targeted were originally introduced as part of President Joe Biden’s Inflation Reduction Act, passed in 2022. The bill provides buyers who \u003ca href=\"https://www.energy.gov/energysaver/new-and-used-clean-vehicle-tax-credits#:~:text=The%20taxpayer%27s%20modified%20adjusted%20gross,on%20another%20taxpayer%27s%20tax%20return.\">meet certain criteria\u003c/a> with up to $7,500 for new EVs and up to $4,000 for used ones. Starting in 2024, customers were able to opt to transfer the credits directly to eligible dealers instead, for a discount upfront.\u003c/p>\n\u003cp>There are already more than two million zero-emission vehicles on California’s roads, according to the \u003ca href=\"https://www.veloz.org/ev-market-report/\">state’s latest available data\u003c/a>. Malmgren said lifting tax credits may make it harder for many drivers to be able to afford an EV in the future.\u003c/p>\n\u003cp>“People who have a lot of money are still going to be able to buy fancy cars, whether they’re EVs or gas cars,” she added. “But if EVs end up being more expensive because these tax credits are taken away or regulations are removed, then the people who will be most impacted are the people who don’t have as much.”\u003c/p>\n\u003cfigure id=\"attachment_12016485\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016485 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5809-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">A Toyota electric vehicle on display at the Los Angeles Auto Show on Nov. 21 at the Los Angeles Convention Center. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In response to Trump’s threats to end the credits, Gov. Gavin Newsom announced a plan to restart California’s Clean Vehicle Rebate Program, which ended in 2023.\u003c/p>\n\u003cp>“We will intervene if the Trump administration eliminates the federal tax credit, doubling down on our commitment to clean air and green jobs in California,” Newsom said in a statement. “We’re not turning back on a clean transportation future — we’re going to make it more affordable for people to drive vehicles that don’t pollute.”\u003c/p>\n\u003cp>The program provided up to $7,500 for the purchase or lease of a zero-emission vehicle. During its lifetime, the program funded nearly 600,000 vehicles and saved more than 450 million gallons of fuel, according to a \u003ca href=\"https://www.gov.ca.gov/2024/11/25/as-california-achieves-historic-milestone-governor-newsom-commits-to-restarting-states-zev-rebate-program-if-federal-tax-credit-is-eliminated/\">state press release\u003c/a>.\u003c/p>\n\u003cp>Newsom’s proposed rebates would come from the state’s Greenhouse Gas Reduction Fund, paid for by polluters under the state’s cap-and-trade program, according to the governor’s statement. That fund pays for clean transportation, sustainable housing and other programs that benefit historically disadvantaged communities in the state.\u003c/p>\n\u003cfigure id=\"attachment_12016486\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12016486 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-2048x1536.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_5466-1920x1440.jpg 1920w\" sizes=\"(max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">An employee of Phoenix-based brand Nikola operates an electric semi-truck during a demonstration at a commercial zero emission vehicle event, co-sponsored by the California Air Resources Board, at the Los Angeles County Fairgrounds in Pomona, on Nov 13, 2024.. \u003ccite>(Saul Gonzalez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s rebuttal is the latest in the state’s ongoing battle with the incoming administration over environment, abortion access, immigration and other political issues.\u003c/p>\n\u003cp>State lawmakers \u003ca href=\"https://www.kqed.org/news/12016294/california-democrats-prepare-for-trump-vow-renewed-focus-affordability\">convened a special session\u003c/a> on Monday to pad the budget of the state’s Department of Justice in preparation. As during his first term, the Trump administration is \u003ca href=\"https://www.kqed.org/news/11997168/california-largely-won-its-climate-fight-with-trump-round-2-could-be-tougher\">expected to take aim\u003c/a> at California’s authority to set auto emissions stricter than federal standards.\u003c/p>\n\u003cp>While Trump cannot unilaterally eliminate the electric vehicle tax credits, his transition team views the consumer EV credit as an easy target, believing that eliminating it would get broad consensus in a Republican-controlled Congress, \u003ca href=\"https://www.reuters.com/business/autos-transportation/trumps-transition-team-aims-kill-biden-ev-tax-credit-2024-11-14/\">Reuters reported\u003c/a>.\u003c/p>\n\u003cp>Tesla CEO Elon Musk, who emerged as a key player in the upcoming Trump administration, effectively \u003ca href=\"https://x.com/elonmusk/status/1813112958157005259\">endorsed the credit’s elimination\u003c/a> on his social media platform X. As the most popular EV maker on the market, Tesla’s competitors are more reliant upon the credits to support sales.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>However, other advocates are not as concerned about the industry’s longevity. Sullivan, of the NBEAA, pointed out that some municipalities, including the \u003ca href=\"https://www.baaqmd.gov/funding-and-incentives/residents/clean-cars-for-all\">Bay Area Air Quality Management District\u003c/a>, offer their own grants for income-eligible residents to replace their cars with electric vehicles.\u003c/p>\n\u003cp>“There are still local programs and opportunities for state governments and lower down to provide incentives,” Sullivan said.\u003c/p>\n\u003cp>Bruce Tuter, a Supervisor at California’s Air Resources Board, is drawing hope from the momentum of the electric and hydrogen vehicle market, like those unveiled at this month’s L.A. Auto Show.\u003c/p>\n\u003cp>A lot of Californians are driving electric cars, Tuter told KQED. No matter Trump’s goals, the zero-emission vehicle market may be too big to fail.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“There are a lot of jobs that have been created in producing these vehicles and producing all the parts that go into those vehicles,” Tuter said. “There is a lot of positive economic pressure to continue with these kinds of vehicles.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "shutting-down-sfs-cable-cars-trim-budget-no-chance-lurie-says",
"title": "Shutting Down SF’s Cable Cars to Trim Budget? No Chance, Lurie Says",
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"headTitle": "Shutting Down SF’s Cable Cars to Trim Budget? No Chance, Lurie Says | KQED",
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"content": "\u003cp>San Francisco Mayor-elect Daniel Lurie is pushing back against suggestions that the city may consider shutting down its trademark cable cars because of \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">major deficits projected for Muni\u003c/a>.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">a Monday post on social media platform X\u003c/a>. 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": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>San Francisco Mayor-elect Daniel Lurie is pushing back against suggestions that the city may consider shutting down its trademark cable cars because of \u003ca href=\"https://www.kqed.org/news/12014573/sf-muni-dire-need-funding-without-cuts-could-be-devastating\">major deficits projected for Muni\u003c/a>.\u003c/p>\n\u003cp>“Even amidst an unprecedented budget deficit, some things are untouchable,” Lurie said in \u003ca href=\"https://x.com/DanielLurie/status/1863732128560845283\">a Monday post on social media platform X\u003c/a>. 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>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\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\u003c/div>\u003c/p>",
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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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"content": "\u003cdiv class=\"post-body\">\u003cp>\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>\u003c/p>\u003c/div>",
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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": "\u003cp>Three people were killed and one injured when a \u003ca href=\"https://www.kqed.org/news/tag/tesla\">Tesla\u003c/a> Cybertruck crashed and caught fire in \u003ca href=\"https://www.kqed.org/news/tag/piedmont\">Piedmont\u003c/a> early Wednesday, according to police.\u003c/p>\n\u003cp>Shortly after 3 a.m., the vehicle jumped a curb and collided into a retaining wall on Hampton Road at King Avenue.\u003c/p>\n\u003cp>The truck wedged between the wall and a tree and caught fire, according to Piedmont Police Captain Chris Monahan. The vehicle called 911 and alerted police of the incident, along with a neighbor who heard the crash and informed police that the vehicle was on fire.\u003c/p>\n\u003cp>[ad fullwidth]\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",
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"excerpt": "Shortly after 3 a.m. Wednesday, the Tesla Cybertruck jumped a curb and crashed into a retaining wall in Piedmont, then caught fire, police said.",
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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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"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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"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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"excerpt": "The San Francisco pilot program will be removed after transit officials voted to replace it with a side-running bike lane. Construction could begin as soon as January.",
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"title": "SF’s Controversial Valencia Street Center Bike Lane Will Be Removed | KQED",
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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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"slug": "bay-area-leaders-want-newsom-to-make-bart-safer-but-no-one-agrees-on-how",
"title": "Bay Area Leaders Want Newsom to Make BART Safer. But No One Agrees on How",
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"headTitle": "Bay Area Leaders Want Newsom to Make BART Safer. But No One Agrees on How | KQED",
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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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"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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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "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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"marketplace": {
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"masters-of-scale": {
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},
"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
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},
"pbs-newshour": {
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},
"perspectives": {
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"order": 14
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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"spotify": "https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"
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},
"pri-the-world": {
"id": "pri-the-world",
"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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