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"content": "\u003cp>\u003cem>Updated 1:30 p.m. Monday, Oct. 28\u003c/em>\u003c/p>\n\u003cp>Fairuz Qari still feels the shock of what she heard on Tuesday morning.\u003c/p>\n\u003cp>“Screaming people,” said Qari, the owner of Tabroun, a Palestinian restaurant on the picturesque corner where \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cole Valley meets Parnassus Heights.\u003c/p>\n\u003cp>Qari followed the sounds outside to a gruesome scene. Across the street, a dump truck making a right turn from Stanyan Street had struck a 70-year-old man crossing Parnassus Avenue. First responders pronounced the man dead and covered his body with a tarp.\u003c/p>\n\u003cp>“I wish I could unsee this,” she told KQED the day after the collision. “Because until now, my body is very sad.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The crash marked the city’s 20th \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">pedestrian fatality\u003c/a> this year and was followed days later by the 21st, when a man was killed Friday morning \toutside a hospital on Geary Boulevard near Divisadero Street. They come at the end of a decade-long initiative to eliminate traffic deaths by 2024, a grim reminder that San Francisco is about as far as it’s ever been from its \u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\">Vision Zero goal\u003c/a>.\u003c/p>\n\u003cp>“Twenty is too many,” said Jodie Medeiros, executive director of advocacy group Walk SF. “We always say that we can’t imagine what San Francisco would be like if we didn’t adopt Vision Zero. But things just haven’t gone far enough.”\u003c/p>\n\u003cfigure id=\"attachment_12011142\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12011142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A dump truck is filled at the construction site at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pedestrians now make up 70% of the city’s traffic fatalities this year — up 5 percentage points from the average. According to city data, 2024 is the deadliest year for pedestrians since 2014, when 21 were killed. And since the pandemic, small streets — like the intersection of Stanyan and Parnassus — are becoming more dangerous.\u003c/p>\n\u003cp>“We have seen such a shift in where crashes are happening,” said Marta Lindsay, a spokesperson for Walk SF. “And to me, it’s really scary because now every street is becoming high risk. It’s because of this deadly combination of aggressive driving, speeding, larger, heavier vehicles and more traffic. It’s turned little streets into ones where someone could die tomorrow.”\u003c/p>\n\u003cp>Those problems are especially concerning in the area of this week’s deadly crash on Parnassus, where neighbors said large trucks often drive through the hilly, residential streets on their way to and from a construction site at UC San Francisco.\u003c/p>\n\u003cp>A construction worker who asked not to be named confirmed that the dump truck involved in the crash was contracted to remove dirt from the ongoing hospital project site at Parnassus and Hill Point Avenue. The truck was identified by \u003ca href=\"https://www.ktvu.com/news/pedestrian-dies-san-francisco-near-ucsf\">KTVU \u003c/a>footage as operated by Lally Trucking Inc., which is based in Modesto. While the phone line at Lally appeared to be disconnected, safety reports published on the company’s website show zero involvement in past reportable crashes.\u003c/p>\n\u003cfigure id=\"attachment_12011139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ilya Kaltman looks at the memorial at the intersection of Stanyan Street and Parnassus Avenue. “I’m 71 years old, and it could have been me,” Kaltman said. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The truck’s driver remained on the scene and did not appear to be under the influence, police said in a statement. The medical examiner’s office identified the victim as Jose Chow, 70, of San Francisco.\u003c/p>\n\u003cp>On Wednesday morning, Lydia Byers and her husband, Neil, paused at a memorial on the street corner where Chow was killed. Walk SF and community members held a vigil the night of the crash and left yellow paper hearts, marigolds and a handwritten sign that read: “A driver killed our neighbor here, Oct. 22, 2024.”\u003c/p>\n\u003cp>Across the street, at Sunny Country market, bright sunflower bouquets bloomed out of barrels, with more flowers displayed in rows in front of the store’s tall windows. Bunches of woven baskets hung for sale under the market’s burgundy awning. As trucks and other large construction vehicles rumbled by, the couple looked both ways at the crosswalk and tried to understand how the crash could have happened.\u003c/p>\n\u003cp>“This is our neighborhood,” said Byers, who said she has lived in the area much of her life. “This is my intersection that I frequent. It’s really scary that your life could be gone in a flash due to someone making a turn and not paying attention.”\u003c/p>\n\u003cfigure id=\"attachment_12011141\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011141\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians cross the street in front of construction at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Just cut out right turns,” her husband added. “What’s a couple of seconds?”\u003c/p>\n\u003cp>Erica Kato, a spokesperson for the San Francisco Municipal Transportation Agency, said in an email that the intersection has “painted daylighting” in the direction the truck was driving. Daylighting uses markers or red paint to prevent cars from parking near crosswalks to make sure drivers’ views of pedestrians are not obstructed.\u003c/p>\n\u003cp>However, on Wednesday, a red SUV was parked at the top of the steep hill approaching Parnassus, next to the red curb.\u003c/p>\n\u003cp>Although the intersection has not had a pedestrian collision in the last 10 years, Medeiros said neighbors described plenty of close calls, as well as a lack of pedestrian signals at the crosswalk. Both the driver and the victim had a green light.\u003c/p>\n\u003cp>“We need something,” Qari said. “In the morning, this is a very busy area. We have two schools [nearby — Haight Ashbury Cooperative and Grattan Elementary —] and a lot of kids. Traffic drives very fast, and you see a lot of trucks at the corner. We have to do something and put an extra light up to slow down the traffic.”\u003c/p>\n\u003cp>Kato said the MTA is conducting a “rapid response review” of the deadly crash to evaluate the existing site and make recommendations for improvements. The location is on a list for future pedestrian signal upgrades.\u003c/p>\n\u003cp>[aside postID=news_12008419 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/GettyImages-1280030498-1020x680.jpg']\u003c/p>\n\u003cp>Supervisor Rafael Mandelman, who represents Cole Valley, visited the vigil and promised improvements to the city’s roads.\u003c/p>\n\u003cp>“My office has been in touch with SFPD, the MTA, UCSF and concerned neighbors since yesterday morning,” Mandelman \u003ca href=\"https://x.com/RafaelMandelman/status/1849240420926329144\">posted\u003c/a> Wednesday on social media platform X, “and we will continue working with stakeholders both to understand what could have been done to avoid this particular tragedy and to prevent future crashes and deaths at this intersection and elsewhere.”\u003c/p>\n\u003cp>Still, improvements at the intersection would add it to a long list of streets where it took a tragedy to spur change. Transportation advocates have long argued for a more proactive approach to making streets safer for all.\u003c/p>\n\u003cp>Since San Francisco \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">committed to Vision Zero\u003c/a> in 2014, advocates say the city has made considerable improvements to public safety, especially in the city’s “high-injury network,” or the 12% of streets where more than two-thirds of its traffic collisions occur.\u003c/p>\n\u003cp>But in that time, 326 people have been killed by traffic violence on San Francisco streets, according to the Department of Public Health. That equates to a traffic-related fatality, which includes cyclists and motorcyclists, every 12.11 days.\u003c/p>\n\u003cfigure id=\"attachment_12011296\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011296\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross the intersection at Stanyan Street and Parnassus Avenue on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In San Francisco, where speeding drivers are one of the leading causes of pedestrian deaths, city officials are working to \u003ca href=\"https://www.kqed.org/news/11976252/as-traffic-fatalities-rise-more-cities-and-states-consider-automated-speed-cameras\">install speed cameras\u003c/a> in areas with the highest crash rates as part of a statewide pilot program \u003ca href=\"https://www.kqed.org/news/11956244/controversial-speeding-ticket-cameras-could-come-to-3-bay-area-cities-under-proposed-california-bill\">funded by Assembly Bill 645\u003c/a>. Starting next year, drivers will be ticketed for going 11 mph or more over the speed limit in 25 mph zones, according to the MTA.\u003c/p>\n\u003cp>Proponents have said cities like New York have already embraced speed safety cameras with dramatic success. They say detection systems shift behavior and can reduce the number of severe and fatal crashes by as much as 58%.\u003c/p>\n\u003cp>However, advocates say it will take more funding and urgency from city officials to truly end traffic fatalities.\u003c/p>\n\u003cp>“We’re in an election year right now,” Medeiros said. “Our decision-makers need to talk about it as the crisis it is.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/gzada\">\u003cem>Gilare Zada\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Ten years ago, San Francisco committed to eliminating traffic deaths by 2024. After the year's 20th and 21st pedestrian deaths came this week, advocates demand safer streets.",
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"title": "Another Tragic SF Pedestrian Death Raises the Question: Is Vision Zero a Failure? | KQED",
"description": "Ten years ago, San Francisco committed to eliminating traffic deaths by 2024. After the year's 20th and 21st pedestrian deaths came this week, advocates demand safer streets.",
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"headline": "Another Tragic SF Pedestrian Death Raises the Question: Is Vision Zero a Failure?",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 1:30 p.m. Monday, Oct. 28\u003c/em>\u003c/p>\n\u003cp>Fairuz Qari still feels the shock of what she heard on Tuesday morning.\u003c/p>\n\u003cp>“Screaming people,” said Qari, the owner of Tabroun, a Palestinian restaurant on the picturesque corner where \u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s Cole Valley meets Parnassus Heights.\u003c/p>\n\u003cp>Qari followed the sounds outside to a gruesome scene. Across the street, a dump truck making a right turn from Stanyan Street had struck a 70-year-old man crossing Parnassus Avenue. First responders pronounced the man dead and covered his body with a tarp.\u003c/p>\n\u003cp>“I wish I could unsee this,” she told KQED the day after the collision. “Because until now, my body is very sad.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The crash marked the city’s 20th \u003ca href=\"https://www.kqed.org/news/11981195/in-wake-of-deadly-west-portal-collision-breed-announces-initiatives-to-improve-traffic-safety\">pedestrian fatality\u003c/a> this year and was followed days later by the 21st, when a man was killed Friday morning \toutside a hospital on Geary Boulevard near Divisadero Street. They come at the end of a decade-long initiative to eliminate traffic deaths by 2024, a grim reminder that San Francisco is about as far as it’s ever been from its \u003ca href=\"https://www.kqed.org/news/11958918/advocates-rally-at-fatal-crash-site-in-soma-demand-safety-changes\">Vision Zero goal\u003c/a>.\u003c/p>\n\u003cp>“Twenty is too many,” said Jodie Medeiros, executive director of advocacy group Walk SF. “We always say that we can’t imagine what San Francisco would be like if we didn’t adopt Vision Zero. But things just haven’t gone far enough.”\u003c/p>\n\u003cfigure id=\"attachment_12011142\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12011142 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-06-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A dump truck is filled at the construction site at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Pedestrians now make up 70% of the city’s traffic fatalities this year — up 5 percentage points from the average. According to city data, 2024 is the deadliest year for pedestrians since 2014, when 21 were killed. And since the pandemic, small streets — like the intersection of Stanyan and Parnassus — are becoming more dangerous.\u003c/p>\n\u003cp>“We have seen such a shift in where crashes are happening,” said Marta Lindsay, a spokesperson for Walk SF. “And to me, it’s really scary because now every street is becoming high risk. It’s because of this deadly combination of aggressive driving, speeding, larger, heavier vehicles and more traffic. It’s turned little streets into ones where someone could die tomorrow.”\u003c/p>\n\u003cp>Those problems are especially concerning in the area of this week’s deadly crash on Parnassus, where neighbors said large trucks often drive through the hilly, residential streets on their way to and from a construction site at UC San Francisco.\u003c/p>\n\u003cp>A construction worker who asked not to be named confirmed that the dump truck involved in the crash was contracted to remove dirt from the ongoing hospital project site at Parnassus and Hill Point Avenue. The truck was identified by \u003ca href=\"https://www.ktvu.com/news/pedestrian-dies-san-francisco-near-ucsf\">KTVU \u003c/a>footage as operated by Lally Trucking Inc., which is based in Modesto. While the phone line at Lally appeared to be disconnected, safety reports published on the company’s website show zero involvement in past reportable crashes.\u003c/p>\n\u003cfigure id=\"attachment_12011139\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011139\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-03-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Ilya Kaltman looks at the memorial at the intersection of Stanyan Street and Parnassus Avenue. “I’m 71 years old, and it could have been me,” Kaltman said. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The truck’s driver remained on the scene and did not appear to be under the influence, police said in a statement. The medical examiner’s office identified the victim as Jose Chow, 70, of San Francisco.\u003c/p>\n\u003cp>On Wednesday morning, Lydia Byers and her husband, Neil, paused at a memorial on the street corner where Chow was killed. Walk SF and community members held a vigil the night of the crash and left yellow paper hearts, marigolds and a handwritten sign that read: “A driver killed our neighbor here, Oct. 22, 2024.”\u003c/p>\n\u003cp>Across the street, at Sunny Country market, bright sunflower bouquets bloomed out of barrels, with more flowers displayed in rows in front of the store’s tall windows. Bunches of woven baskets hung for sale under the market’s burgundy awning. As trucks and other large construction vehicles rumbled by, the couple looked both ways at the crosswalk and tried to understand how the crash could have happened.\u003c/p>\n\u003cp>“This is our neighborhood,” said Byers, who said she has lived in the area much of her life. “This is my intersection that I frequent. It’s really scary that your life could be gone in a flash due to someone making a turn and not paying attention.”\u003c/p>\n\u003cfigure id=\"attachment_12011141\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011141\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-05-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians cross the street in front of construction at UCSF on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Just cut out right turns,” her husband added. “What’s a couple of seconds?”\u003c/p>\n\u003cp>Erica Kato, a spokesperson for the San Francisco Municipal Transportation Agency, said in an email that the intersection has “painted daylighting” in the direction the truck was driving. Daylighting uses markers or red paint to prevent cars from parking near crosswalks to make sure drivers’ views of pedestrians are not obstructed.\u003c/p>\n\u003cp>However, on Wednesday, a red SUV was parked at the top of the steep hill approaching Parnassus, next to the red curb.\u003c/p>\n\u003cp>Although the intersection has not had a pedestrian collision in the last 10 years, Medeiros said neighbors described plenty of close calls, as well as a lack of pedestrian signals at the crosswalk. Both the driver and the victim had a green light.\u003c/p>\n\u003cp>“We need something,” Qari said. “In the morning, this is a very busy area. We have two schools [nearby — Haight Ashbury Cooperative and Grattan Elementary —] and a lot of kids. Traffic drives very fast, and you see a lot of trucks at the corner. We have to do something and put an extra light up to slow down the traffic.”\u003c/p>\n\u003cp>Kato said the MTA is conducting a “rapid response review” of the deadly crash to evaluate the existing site and make recommendations for improvements. The location is on a list for future pedestrian signal upgrades.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Supervisor Rafael Mandelman, who represents Cole Valley, visited the vigil and promised improvements to the city’s roads.\u003c/p>\n\u003cp>“My office has been in touch with SFPD, the MTA, UCSF and concerned neighbors since yesterday morning,” Mandelman \u003ca href=\"https://x.com/RafaelMandelman/status/1849240420926329144\">posted\u003c/a> Wednesday on social media platform X, “and we will continue working with stakeholders both to understand what could have been done to avoid this particular tragedy and to prevent future crashes and deaths at this intersection and elsewhere.”\u003c/p>\n\u003cp>Still, improvements at the intersection would add it to a long list of streets where it took a tragedy to spur change. Transportation advocates have long argued for a more proactive approach to making streets safer for all.\u003c/p>\n\u003cp>Since San Francisco \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">committed to Vision Zero\u003c/a> in 2014, advocates say the city has made considerable improvements to public safety, especially in the city’s “high-injury network,” or the 12% of streets where more than two-thirds of its traffic collisions occur.\u003c/p>\n\u003cp>But in that time, 326 people have been killed by traffic violence on San Francisco streets, according to the Department of Public Health. That equates to a traffic-related fatality, which includes cyclists and motorcyclists, every 12.11 days.\u003c/p>\n\u003cfigure id=\"attachment_12011296\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12011296\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/241025-FATAL-UCSF-DUMP-TRUCK-CRASH-MD-01-KQED-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Pedestrians wait to cross the intersection at Stanyan Street and Parnassus Avenue on Oct. 25, 2024. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In San Francisco, where speeding drivers are one of the leading causes of pedestrian deaths, city officials are working to \u003ca href=\"https://www.kqed.org/news/11976252/as-traffic-fatalities-rise-more-cities-and-states-consider-automated-speed-cameras\">install speed cameras\u003c/a> in areas with the highest crash rates as part of a statewide pilot program \u003ca href=\"https://www.kqed.org/news/11956244/controversial-speeding-ticket-cameras-could-come-to-3-bay-area-cities-under-proposed-california-bill\">funded by Assembly Bill 645\u003c/a>. Starting next year, drivers will be ticketed for going 11 mph or more over the speed limit in 25 mph zones, according to the MTA.\u003c/p>\n\u003cp>Proponents have said cities like New York have already embraced speed safety cameras with dramatic success. They say detection systems shift behavior and can reduce the number of severe and fatal crashes by as much as 58%.\u003c/p>\n\u003cp>However, advocates say it will take more funding and urgency from city officials to truly end traffic fatalities.\u003c/p>\n\u003cp>“We’re in an election year right now,” Medeiros said. “Our decision-makers need to talk about it as the crisis it is.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/gzada\">\u003cem>Gilare Zada\u003c/em>\u003c/a>\u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The U.S. government’s road safety agency is investigating Tesla’s “Full Self-Driving” system after getting reports of crashes in low-visibility conditions, including one that killed a pedestrian.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration said in documents that it opened the probe on Thursday after the company reported four crashes when Teslas encountered sun glare, fog and airborne dust.\u003c/p>\n\u003cp>In addition to the pedestrian’s death, another crash involved an injury, the agency said.\u003c/p>\n\u003cp>Investigators will look into the ability of “Full Self-Driving” to “detect and respond appropriately to reduced roadway visibility conditions, and if so, the contributing circumstances for these crashes.”\u003c/p>\n\u003cp>The investigation covers roughly 2.4 million Teslas from the 2016 through 2024 model years.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A message was left early Friday seeking comment from Tesla, which has repeatedly said the system cannot drive itself and human drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Last week, Tesla held an event at a Hollywood studio to unveil a fully autonomous robotaxi without a steering wheel or pedals. Musk, who has promised autonomous vehicles before, said the company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels would be available in 2026, starting in California and Texas, he said.\u003c/p>\n\u003cfigure id=\"attachment_11997842\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11997842\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg\" alt=\"\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Elon Musk at an event on June 19, 2024, in Cannes, France. \u003ccite>(Marc Piasecki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The investigation’s impact on Tesla’s self-driving ambitions isn’t clear. NHTSA would have to approve any robotaxi without pedals or a steering wheel, and it’s unlikely that would happen while the investigation is in progress. However, if the company tries to deploy autonomous vehicles in its existing models, that likely would fall to state regulations. There are no federal regulations specifically focused on autonomous vehicles, although they must meet broader safety rules.\u003c/p>\n\u003cp>NHTSA also said it would look into whether any other similar crashes involving “Full Self-Driving” have happened in low visibility conditions, and it will seek information from the company on whether any updates affected the system’s performance in those conditions.\u003c/p>\n\u003cp>“In particular, this review will assess the timing, purpose and capabilities of any such updates, as well as Tesla’s assessment of their safety impact,” the documents said.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='tesla']\u003c/p>\n\u003cp>Tesla reported the four crashes to NHTSA under an order from the agency covering all automakers. An agency database said the pedestrian was killed in Rimrock, Arizona, in November of 2023 after being hit by a 2021 Tesla Model Y. Rimrock is about 100 miles north of Phoenix.\u003c/p>\n\u003cp>The Arizona Department of Public Safety said in a statement that the crash happened just after 5 p.m. Nov. 27 on Interstate 17. Two vehicles collided on the freeway, blocking the left lane. A Toyota 4Runner stopped, and two people got out to help with traffic control. A red Tesla Model Y then hit the 4Runner and one of the people who exited from it. A 71-year-old woman from Mesa, Arizona, was pronounced dead at the scene. Further details weren’t immediately available.\u003c/p>\n\u003cp>Tesla has twice recalled “Full Self-Driving” under pressure from NHTSA, which in July sought information from law enforcement and the company after a Tesla using the system struck and killed a motorcyclist near Seattle.\u003c/p>\n\u003cp>The recalls were issued because the system was programmed to run stop signs at slow speeds and because the system disobeyed other traffic laws. Both problems were to be fixed with online software updates.\u003c/p>\n\u003cp>Critics have said that Tesla’s system, which uses only cameras to spot hazards, doesn’t have proper sensors to be fully self-driving. Nearly all other companies working on autonomous vehicles use radar and laser sensors in addition to cameras to see better in the dark or poor visibility conditions.\u003c/p>\n\u003cp>Musk has said that humans drive with only eyesight, so cars should be able to drive with just cameras. He has called lidar (light detection and ranging), which uses lasers to detect objects, a “fool’s errand.”\u003c/p>\n\u003cfigure id=\"attachment_11872864\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11872864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1920x1080.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view of the Tesla Fremont Factory on May 12, 2020, in Fremont, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The “Full Self-Driving” recalls arrived after a three-year investigation into Tesla’s less-sophisticated Autopilot system crashing into emergency and other vehicles parked on highways, many with warning lights flashing.\u003c/p>\n\u003cp>That investigation was closed last April after the agency pressured Tesla into recalling its vehicles to bolster a weak system that made sure drivers were paying attention. A few weeks after the recall, NHTSA began investigating whether the recall was working.\u003c/p>\n\u003cp>NHTSA began its Autopilot crash investigation in 2021 after receiving 11 reports that Teslas that were using Autopilot struck parked emergency vehicles. In documents explaining why the investigation was ended, NHTSA said it ultimately found 467 crashes involving Autopilot, resulting in 54 injuries and 14 deaths. Autopilot is a fancy version of cruise control, while “Full Self-Driving” has been billed by Musk as capable of driving without human intervention.\u003c/p>\n\u003cp>The investigation that was opened Thursday enters new territory for NHTSA, which previously had viewed Tesla’s systems as assisting drivers rather than driving themselves. With the new probe, the agency focuses on the capabilities of “Full Self-Driving” rather than simply ensuring drivers are paying attention.\u003c/p>\n\u003cp>Michael Brooks, executive director of the nonprofit Center for Auto Safety, said the previous investigation of Autopilot didn’t look at why the Teslas weren’t seeing and stopping for emergency vehicles.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Before, they were kind of putting the onus on the driver rather than the car,” he said. “Here they’re saying these systems are not capable of appropriately detecting safety hazards whether the drivers are paying attention or not.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. government’s road safety agency is investigating Tesla’s “Full Self-Driving” system after getting reports of crashes in low-visibility conditions, including one that killed a pedestrian.\u003c/p>\n\u003cp>The National Highway Traffic Safety Administration said in documents that it opened the probe on Thursday after the company reported four crashes when Teslas encountered sun glare, fog and airborne dust.\u003c/p>\n\u003cp>In addition to the pedestrian’s death, another crash involved an injury, the agency said.\u003c/p>\n\u003cp>Investigators will look into the ability of “Full Self-Driving” to “detect and respond appropriately to reduced roadway visibility conditions, and if so, the contributing circumstances for these crashes.”\u003c/p>\n\u003cp>The investigation covers roughly 2.4 million Teslas from the 2016 through 2024 model years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A message was left early Friday seeking comment from Tesla, which has repeatedly said the system cannot drive itself and human drivers must be ready to intervene at all times.\u003c/p>\n\u003cp>Last week, Tesla held an event at a Hollywood studio to unveil a fully autonomous robotaxi without a steering wheel or pedals. Musk, who has promised autonomous vehicles before, said the company plans to have autonomous Models Y and 3 running without human drivers next year. Robotaxis without steering wheels would be available in 2026, starting in California and Texas, he said.\u003c/p>\n\u003cfigure id=\"attachment_11997842\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11997842\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg\" alt=\"\" width=\"800\" height=\"534\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1020x681.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/GettyImages-2158244120.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Elon Musk at an event on June 19, 2024, in Cannes, France. \u003ccite>(Marc Piasecki/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The investigation’s impact on Tesla’s self-driving ambitions isn’t clear. NHTSA would have to approve any robotaxi without pedals or a steering wheel, and it’s unlikely that would happen while the investigation is in progress. However, if the company tries to deploy autonomous vehicles in its existing models, that likely would fall to state regulations. There are no federal regulations specifically focused on autonomous vehicles, although they must meet broader safety rules.\u003c/p>\n\u003cp>NHTSA also said it would look into whether any other similar crashes involving “Full Self-Driving” have happened in low visibility conditions, and it will seek information from the company on whether any updates affected the system’s performance in those conditions.\u003c/p>\n\u003cp>“In particular, this review will assess the timing, purpose and capabilities of any such updates, as well as Tesla’s assessment of their safety impact,” the documents said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tesla reported the four crashes to NHTSA under an order from the agency covering all automakers. An agency database said the pedestrian was killed in Rimrock, Arizona, in November of 2023 after being hit by a 2021 Tesla Model Y. Rimrock is about 100 miles north of Phoenix.\u003c/p>\n\u003cp>The Arizona Department of Public Safety said in a statement that the crash happened just after 5 p.m. Nov. 27 on Interstate 17. Two vehicles collided on the freeway, blocking the left lane. A Toyota 4Runner stopped, and two people got out to help with traffic control. A red Tesla Model Y then hit the 4Runner and one of the people who exited from it. A 71-year-old woman from Mesa, Arizona, was pronounced dead at the scene. Further details weren’t immediately available.\u003c/p>\n\u003cp>Tesla has twice recalled “Full Self-Driving” under pressure from NHTSA, which in July sought information from law enforcement and the company after a Tesla using the system struck and killed a motorcyclist near Seattle.\u003c/p>\n\u003cp>The recalls were issued because the system was programmed to run stop signs at slow speeds and because the system disobeyed other traffic laws. Both problems were to be fixed with online software updates.\u003c/p>\n\u003cp>Critics have said that Tesla’s system, which uses only cameras to spot hazards, doesn’t have proper sensors to be fully self-driving. Nearly all other companies working on autonomous vehicles use radar and laser sensors in addition to cameras to see better in the dark or poor visibility conditions.\u003c/p>\n\u003cp>Musk has said that humans drive with only eyesight, so cars should be able to drive with just cameras. He has called lidar (light detection and ranging), which uses lasers to detect objects, a “fool’s errand.”\u003c/p>\n\u003cfigure id=\"attachment_11872864\" class=\"wp-caption alignnone\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-11872864\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg\" alt=\"\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/05/1920_GettyImages-1224454538-1920x1080.jpg 1920w\" sizes=\"auto, (max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view of the Tesla Fremont Factory on May 12, 2020, in Fremont, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The “Full Self-Driving” recalls arrived after a three-year investigation into Tesla’s less-sophisticated Autopilot system crashing into emergency and other vehicles parked on highways, many with warning lights flashing.\u003c/p>\n\u003cp>That investigation was closed last April after the agency pressured Tesla into recalling its vehicles to bolster a weak system that made sure drivers were paying attention. A few weeks after the recall, NHTSA began investigating whether the recall was working.\u003c/p>\n\u003cp>NHTSA began its Autopilot crash investigation in 2021 after receiving 11 reports that Teslas that were using Autopilot struck parked emergency vehicles. In documents explaining why the investigation was ended, NHTSA said it ultimately found 467 crashes involving Autopilot, resulting in 54 injuries and 14 deaths. Autopilot is a fancy version of cruise control, while “Full Self-Driving” has been billed by Musk as capable of driving without human intervention.\u003c/p>\n\u003cp>The investigation that was opened Thursday enters new territory for NHTSA, which previously had viewed Tesla’s systems as assisting drivers rather than driving themselves. With the new probe, the agency focuses on the capabilities of “Full Self-Driving” rather than simply ensuring drivers are paying attention.\u003c/p>\n\u003cp>Michael Brooks, executive director of the nonprofit Center for Auto Safety, said the previous investigation of Autopilot didn’t look at why the Teslas weren’t seeing and stopping for emergency vehicles.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Before, they were kind of putting the onus on the driver rather than the car,” he said. “Here they’re saying these systems are not capable of appropriately detecting safety hazards whether the drivers are paying attention or not.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Oakland’s Lake Merritt BART Station Could Be Renamed Soon",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/oakland\">Oakland’s\u003c/a> Lake Merritt BART Station may soon have a new name: Oakland Chinatown Station.\u003c/p>\n\u003cp>At a groundbreaking ceremony on Thursday for a senior housing development that will be on top of the station, BART Board Member Robert Raburn told KQED he plans to introduce a resolution to rename the station at next week’s board meeting.\u003c/p>\n\u003cp>“It’s a no-brainer,” Raburn said following the ceremony.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The proposed name change comes as the community celebrated the Chinatown Transit Oriented Development Affordable Housing Project, which will include 97 homes, 44 of which will be set aside for seniors at risk of homelessness. For many at the ceremony, both the project and the name change are a way to begin repairing past harm to the Chinese community in Oakland.\u003c/p>\n\u003cp>Ted Dang, 80, who grew up in the neighborhood, said that when BART was being built, \u003ca href=\"https://www.kqed.org/news/11986396/when-bart-was-built-people-and-houses-had-to-go\">the agency used eminent domain\u003c/a> to acquire property for the Lake Merritt Station, tearing apart the vibrant immigrant community that lived there.\u003c/p>\n\u003cfigure id=\"attachment_12009954\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1920x1440.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A groundbreaking ceremony for the Chinatown TOD Senior Affordable Housing Project at Lake Merritt BART Station in Oakland on Thursday, Oct. 17, 2024. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of my friends and their families were displaced,” Dang said.\u003c/p>\n\u003cp>Dang said it wasn’t just BART, though.\u003c/p>\n\u003cp>“The County of Alameda acquired additional blocks for housing,” he said. “Laney College took residential properties as well. The Oakland Museum took residential properties. There was no organization that advocated for the community needs.”\u003c/p>\n\u003cp>Oakland City Council President Nikki Fortunato Bas, whose district includes Chinatown, said she supports Raburn’s proposal to rename the station.\u003c/p>\n\u003cp>[aside postID=news_12008877 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/240111-TransitFile-19-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>“The community really wants to take ownership of naming this area as Chinatown. We want to collaborate with our BART Board of Directors to make that happen,” Fortunato Bas said.\u003c/p>\n\u003cp>The housing project promises to make dramatic changes to the plaza on top of the station. The first phase of construction will include housing and a public park, and subsequent phases will feature mixed-use spaces and office and residential buildings centered around the station.\u003c/p>\n\u003cp>“What it represents is an opportunity to create a sense of not being a 20th century Chinatown that was kind of insular and looking inwards, but a 21st century Chinatown that looks outward, that looks to connect people — connect to the region, bring people in, and share our culture,” said Ener Chiu, the executive vice president of community building at the East Bay Asian Local Development Corporation, the master developer of the project.\u003c/p>\n\u003cp>Fortunato Bas said she hasn’t yet heard any pushback to renaming the station.\u003c/p>\n\u003cp>“Part of what we’re going to do with this groundbreaking is start to educate the community about the history of how Chinatown was disrupted and how families were pushed out so that we can let people know why renaming it would be important,” Fortunato Bas said.\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/oakland\">Oakland’s\u003c/a> Lake Merritt BART Station may soon have a new name: Oakland Chinatown Station.\u003c/p>\n\u003cp>At a groundbreaking ceremony on Thursday for a senior housing development that will be on top of the station, BART Board Member Robert Raburn told KQED he plans to introduce a resolution to rename the station at next week’s board meeting.\u003c/p>\n\u003cp>“It’s a no-brainer,” Raburn said following the ceremony.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The proposed name change comes as the community celebrated the Chinatown Transit Oriented Development Affordable Housing Project, which will include 97 homes, 44 of which will be set aside for seniors at risk of homelessness. For many at the ceremony, both the project and the name change are a way to begin repairing past harm to the Chinese community in Oakland.\u003c/p>\n\u003cp>Ted Dang, 80, who grew up in the neighborhood, said that when BART was being built, \u003ca href=\"https://www.kqed.org/news/11986396/when-bart-was-built-people-and-houses-had-to-go\">the agency used eminent domain\u003c/a> to acquire property for the Lake Merritt Station, tearing apart the vibrant immigrant community that lived there.\u003c/p>\n\u003cfigure id=\"attachment_12009954\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12009954\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-800x600.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1020x765.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1536x1152.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/10/LakeMerrittBART-1920x1440.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A groundbreaking ceremony for the Chinatown TOD Senior Affordable Housing Project at Lake Merritt BART Station in Oakland on Thursday, Oct. 17, 2024. \u003ccite>(Azul Dahlstrom-Eckman/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of my friends and their families were displaced,” Dang said.\u003c/p>\n\u003cp>Dang said it wasn’t just BART, though.\u003c/p>\n\u003cp>“The County of Alameda acquired additional blocks for housing,” he said. “Laney College took residential properties as well. The Oakland Museum took residential properties. There was no organization that advocated for the community needs.”\u003c/p>\n\u003cp>Oakland City Council President Nikki Fortunato Bas, whose district includes Chinatown, said she supports Raburn’s proposal to rename the station.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The community really wants to take ownership of naming this area as Chinatown. We want to collaborate with our BART Board of Directors to make that happen,” Fortunato Bas said.\u003c/p>\n\u003cp>The housing project promises to make dramatic changes to the plaza on top of the station. The first phase of construction will include housing and a public park, and subsequent phases will feature mixed-use spaces and office and residential buildings centered around the station.\u003c/p>\n\u003cp>“What it represents is an opportunity to create a sense of not being a 20th century Chinatown that was kind of insular and looking inwards, but a 21st century Chinatown that looks outward, that looks to connect people — connect to the region, bring people in, and share our culture,” said Ener Chiu, the executive vice president of community building at the East Bay Asian Local Development Corporation, the master developer of the project.\u003c/p>\n\u003cp>Fortunato Bas said she hasn’t yet heard any pushback to renaming the station.\u003c/p>\n\u003cp>“Part of what we’re going to do with this groundbreaking is start to educate the community about the history of how Chinatown was disrupted and how families were pushed out so that we can let people know why renaming it would be important,” Fortunato Bas said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The California state Senate passed a measure Friday to prevent gas prices from spiking in a state where it is notoriously expensive to fill up at the pump.\u003c/p>\n\u003cp>The proposal, \u003ca href=\"https://apnews.com/article/business-california-legislature-gavin-newsom-personal-taxes-e661495b9344e20a1ac474c4065db600\">backed by Gov. Gavin Newsom\u003c/a>, would give energy regulators the authority to require that refiners keep a certain amount of fuel on hand. The goal is to try to \u003ca href=\"https://apnews.com/article/california-gas-price-gov-newsom-spike-1bf913e3cc0b478af557dab034e0435e\">keep prices from increasing suddenly\u003c/a> when refiners go offline for maintenance. Proponents say it would save Californians billions of dollars at the pump.\u003c/p>\n\u003cp>The bill was inspired by findings from the state’s Division of Petroleum Market Oversight, which demonstrated that gas price spikes are largely caused by increases in global crude oil prices and unplanned refinery outages.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>State Sen. Nancy Skinner, a Democrat representing Berkeley, said the proposal is about saving money for consumers.\u003c/p>\n\u003cp>“While global crude prices are not something we can control, a shortage of refined gasoline is something that we can prepare for,” she said.\u003c/p>\n\u003cp>Newsom unveiled the legislation in August, during the last week of the regular legislative session. But lawmakers in the state Assembly said they needed more time to consider it. The governor called the Legislature into a special session to try to pass it.\u003c/p>\n\u003cp>The bill needs final approval by the state Assembly before it can reach Newsom’s desk.\u003c/p>\n\u003cp>It has received intense pushback from Republican lawmakers, labor groups and the oil industry. Some opponents say it could unintentionally raise overall gas prices and threaten the safety of workers by giving the state more oversight over refinery maintenance schedules. They argued delaying necessary maintenance could lead to accidents.\u003c/p>\n\u003cp>The Western States Petroleum Association criticized Newsom and the Democratic lawmakers supporting the bill, saying it would not benefit consumers.\u003c/p>\n\u003cp>“If they were serious about affordability, they’d be working with our industry on real solutions,” Catherine Reheis-Boyd, the group’s president, said in a statement. “Instead, they’re forcing a system they don’t understand, and Californians will pay the price.”\u003c/p>\n\u003cp>Californians pay the highest rates at the pump due to taxes and environmental regulations. The average price for regular unleaded gas in the state is about $4.67 per gallon as of Friday, compared to the national average of $3.21, according to AAA.[aside label=\"Related Stories\" postID=\"news_12007232,news_12006862,news_12003090\"]Republican state Sen. Brian Dahle said there shouldn’t have been a special session to weigh the proposal, because the bill does not do anything urgent. The proposal fails to address the state taxes and regulations that contribute to higher gas prices, he said.\u003c/p>\n\u003cp>“So, who’s making the money?” Dahle said. “Who’s gouging Californians for every gallon of gas? It’s the government.”\u003c/p>\n\u003cp>Last month, governors representing Nevada and Arizona, which import gas from California, sent a letter urging Newsom to reconsider the proposal. They said at the time they were concerned it could increase prices in their states.\u003c/p>\n\u003cp>It’s not the first time Newsom has tried to apply pressure on the Legislature to pass oil and gas regulations. He \u003ca href=\"https://apnews.com/article/business-california-legislature-gavin-newsom-personal-taxes-e661495b9344e20a1ac474c4065db600\">called a special session in 2022\u003c/a> to pass a tax on oil company profits. The governor then said \u003ca href=\"https://apnews.com/article/business-california-legislature-sacramento-gavin-newsom-f67b8f4a8e0d7a978d4bf34ada1ea256\">he wanted a penalty, not a tax\u003c/a>. The law he ended up signing months later \u003ca href=\"https://apnews.com/article/california-oil-company-profits-penalty-bill-7092c33a80bcab63658e118bbcbabf11\">gave state regulators the power\u003c/a> to penalize oil companies for making too much money.\u003c/p>\n\u003cp>McGuire, a Democrat representing the North Coast, said the bill lawmakers advanced Friday would help address a problem that drastically impacts people’s lives.\u003c/p>\n\u003cp>“Putting mechanisms in place to help prevent costs from spiking and sending family budgets into a tailspin benefits us all, and working together, we’ve been able to do just that,” he said in a statement.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California state Senate passed a measure Friday to prevent gas prices from spiking in a state where it is notoriously expensive to fill up at the pump.\u003c/p>\n\u003cp>The proposal, \u003ca href=\"https://apnews.com/article/business-california-legislature-gavin-newsom-personal-taxes-e661495b9344e20a1ac474c4065db600\">backed by Gov. Gavin Newsom\u003c/a>, would give energy regulators the authority to require that refiners keep a certain amount of fuel on hand. The goal is to try to \u003ca href=\"https://apnews.com/article/california-gas-price-gov-newsom-spike-1bf913e3cc0b478af557dab034e0435e\">keep prices from increasing suddenly\u003c/a> when refiners go offline for maintenance. Proponents say it would save Californians billions of dollars at the pump.\u003c/p>\n\u003cp>The bill was inspired by findings from the state’s Division of Petroleum Market Oversight, which demonstrated that gas price spikes are largely caused by increases in global crude oil prices and unplanned refinery outages.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>State Sen. Nancy Skinner, a Democrat representing Berkeley, said the proposal is about saving money for consumers.\u003c/p>\n\u003cp>“While global crude prices are not something we can control, a shortage of refined gasoline is something that we can prepare for,” she said.\u003c/p>\n\u003cp>Newsom unveiled the legislation in August, during the last week of the regular legislative session. But lawmakers in the state Assembly said they needed more time to consider it. The governor called the Legislature into a special session to try to pass it.\u003c/p>\n\u003cp>The bill needs final approval by the state Assembly before it can reach Newsom’s desk.\u003c/p>\n\u003cp>It has received intense pushback from Republican lawmakers, labor groups and the oil industry. Some opponents say it could unintentionally raise overall gas prices and threaten the safety of workers by giving the state more oversight over refinery maintenance schedules. They argued delaying necessary maintenance could lead to accidents.\u003c/p>\n\u003cp>The Western States Petroleum Association criticized Newsom and the Democratic lawmakers supporting the bill, saying it would not benefit consumers.\u003c/p>\n\u003cp>“If they were serious about affordability, they’d be working with our industry on real solutions,” Catherine Reheis-Boyd, the group’s president, said in a statement. “Instead, they’re forcing a system they don’t understand, and Californians will pay the price.”\u003c/p>\n\u003cp>Californians pay the highest rates at the pump due to taxes and environmental regulations. The average price for regular unleaded gas in the state is about $4.67 per gallon as of Friday, compared to the national average of $3.21, according to AAA.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Republican state Sen. Brian Dahle said there shouldn’t have been a special session to weigh the proposal, because the bill does not do anything urgent. The proposal fails to address the state taxes and regulations that contribute to higher gas prices, he said.\u003c/p>\n\u003cp>“So, who’s making the money?” Dahle said. “Who’s gouging Californians for every gallon of gas? It’s the government.”\u003c/p>\n\u003cp>Last month, governors representing Nevada and Arizona, which import gas from California, sent a letter urging Newsom to reconsider the proposal. They said at the time they were concerned it could increase prices in their states.\u003c/p>\n\u003cp>It’s not the first time Newsom has tried to apply pressure on the Legislature to pass oil and gas regulations. He \u003ca href=\"https://apnews.com/article/business-california-legislature-gavin-newsom-personal-taxes-e661495b9344e20a1ac474c4065db600\">called a special session in 2022\u003c/a> to pass a tax on oil company profits. The governor then said \u003ca href=\"https://apnews.com/article/business-california-legislature-sacramento-gavin-newsom-f67b8f4a8e0d7a978d4bf34ada1ea256\">he wanted a penalty, not a tax\u003c/a>. The law he ended up signing months later \u003ca href=\"https://apnews.com/article/california-oil-company-profits-penalty-bill-7092c33a80bcab63658e118bbcbabf11\">gave state regulators the power\u003c/a> to penalize oil companies for making too much money.\u003c/p>\n\u003cp>McGuire, a Democrat representing the North Coast, said the bill lawmakers advanced Friday would help address a problem that drastically impacts people’s lives.\u003c/p>\n\u003cp>“Putting mechanisms in place to help prevent costs from spiking and sending family budgets into a tailspin benefits us all, and working together, we’ve been able to do just that,” he said in a statement.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "bart-riders-free-discounted-transfers-bay-area-transit-systems",
"title": "BART Riders Are Set for Free or Discounted Transfers Between Bay Area Transit Systems",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders transferring to and from nearly two dozen other Bay Area transit systems will get free or discounted fares next spring under a new pilot program.\u003c/p>\n\u003cp>Riders who pay with a Clipper Card will receive $2.50 off each transfer between BART and 21 other transit agencies during a two-hour window. If the fare is lower than that, it will be free.\u003c/p>\n\u003cp>BART directors approved a motion to join the pilot program during their Thursday morning board meeting\u003c/p>\n\u003cp>“This is an important opportunity to improve the rider experience and a great example of coordination across 22 agencies to increase ridership and to deliver real benefits to riders at a low cost,” Pamela Herhold, assistant general manager of performance and budget at BART, said during the meeting.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The program is one of four key strategies introduced by a task force created by BART and the regional Metropolitan Transportation Commission with the goal of improving transit fare integration in the Bay Area. The others include a Clipper BayPass pilot program to offer free rides for some students and residents of affordable housing communities, an all-agency transit pass and a vision for a shared zone or distance-based fare for regional transit.\u003c/p>\n\u003cp>“The idea behind the pilot is that a customer should not have to pay extra just for switching agencies,” said Lisa Raffetto, principal financial analyst at BART. “We want customers to be able to make use of the whole network as one transit system.”\u003c/p>\n\u003cp>[aside postID=news_12005173 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-05-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>According to BART spokesperson Alicia Trost, the program is set to begin next spring after the new generation of Clipper Cards are released. It will last 18 to 24 months and is estimated to cost the agency $3 million to $4 million.\u003c/p>\n\u003cp>As part of the program, BART will contribute $0.50 per transfer discount. The MTC and other participating transit agencies will cover the remainder of the cost. MTC will grant BART $22 million in Transit Transformation Action Plan implementation funds, according to a presentation from the board meeting.\u003c/p>\n\u003cp>For Bay Area transit users, the new program is projected to both increase ridership and improve rider experience. The program is estimated to save some regular transfer riders over $1,000 a year and will especially benefit those with lower incomes.\u003c/p>\n\u003cp>“I really think people are going to acknowledge less and less when they’re moving between agencies as there’s no longer a fare penalty,” BART director Rebecca Saltzman said during the meeting. “The impact on riders who are struggling right now and [for whom] this is such a big portion of their income to spend on transit, this is going to have a huge impact.”\u003c/p>\n\u003cp>According to the board meeting presentation, transit costs are the third-largest expense for lower-income households in California.\u003c/p>\n\u003cfigure id=\"attachment_11992927\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992927\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The L Bus arrives at West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Saltzman said the pilot program will make using the system more feasible and affordable for the people who rely on it.\u003c/p>\n\u003cp>“It reflects the larger idea that BART is the people’s system,” said frequent BART rider Aleta Dupree during public comment.\u003c/p>\n\u003cp>In addition to BART, the other participating transit agencies are:\u003c/p>\n\u003cul>\n\u003cli>Alameda-Contra Costa Transit District (AC Transit)\u003c/li>\n\u003cli>Golden Gate Bridge Highway and Transportation District\u003c/li>\n\u003cli>The City and County of San Francisco, acting by and through its Municipal Transportation Agency (SFMTA or Muni)\u003c/li>\n\u003cli>The San Mateo County Transit District (SamTrans)\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority (VTA)\u003c/li>\n\u003cli>The Peninsula Corridor Joint Powers Board (Caltrain)\u003c/li>\n\u003cli>Central Contra Costa Transit Authority\u003c/li>\n\u003cli>The City of Fairfield, as the operator of FAST\u003c/li>\n\u003cli>The City of Petaluma\u003c/li>\n\u003cli>Eastern Contra Costa Transit Authority\u003c/li>\n\u003cli>Livermore/Amador Valley Transit Authority\u003c/li>\n\u003cli>Marin County Transit District\u003c/li>\n\u003cli>Napa Valley Transportation Authority\u003c/li>\n\u003cli>Solano County Transit\u003c/li>\n\u003cli>Sonoma County Transit\u003c/li>\n\u003cli>Sonoma-Marin Area Rail Transit (SMART)\u003c/li>\n\u003cli>Vacaville City Coach\u003c/li>\n\u003cli>Western Contra Costa Transit Authority\u003c/li>\n\u003cli>San Francisco Bay Area Water Emergency Transportation Authority\u003c/li>\n\u003cli>The City of Santa Rosa\u003c/li>\n\u003cli>The City of Union City\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n",
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"excerpt": "BART directors voted to join a pilot program that will provide $2.50 off transfers for riders using Clipper Card starting next spring.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> riders transferring to and from nearly two dozen other Bay Area transit systems will get free or discounted fares next spring under a new pilot program.\u003c/p>\n\u003cp>Riders who pay with a Clipper Card will receive $2.50 off each transfer between BART and 21 other transit agencies during a two-hour window. If the fare is lower than that, it will be free.\u003c/p>\n\u003cp>BART directors approved a motion to join the pilot program during their Thursday morning board meeting\u003c/p>\n\u003cp>“This is an important opportunity to improve the rider experience and a great example of coordination across 22 agencies to increase ridership and to deliver real benefits to riders at a low cost,” Pamela Herhold, assistant general manager of performance and budget at BART, said during the meeting.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The program is one of four key strategies introduced by a task force created by BART and the regional Metropolitan Transportation Commission with the goal of improving transit fare integration in the Bay Area. The others include a Clipper BayPass pilot program to offer free rides for some students and residents of affordable housing communities, an all-agency transit pass and a vision for a shared zone or distance-based fare for regional transit.\u003c/p>\n\u003cp>“The idea behind the pilot is that a customer should not have to pay extra just for switching agencies,” said Lisa Raffetto, principal financial analyst at BART. “We want customers to be able to make use of the whole network as one transit system.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to BART spokesperson Alicia Trost, the program is set to begin next spring after the new generation of Clipper Cards are released. It will last 18 to 24 months and is estimated to cost the agency $3 million to $4 million.\u003c/p>\n\u003cp>As part of the program, BART will contribute $0.50 per transfer discount. The MTC and other participating transit agencies will cover the remainder of the cost. MTC will grant BART $22 million in Transit Transformation Action Plan implementation funds, according to a presentation from the board meeting.\u003c/p>\n\u003cp>For Bay Area transit users, the new program is projected to both increase ridership and improve rider experience. The program is estimated to save some regular transfer riders over $1,000 a year and will especially benefit those with lower incomes.\u003c/p>\n\u003cp>“I really think people are going to acknowledge less and less when they’re moving between agencies as there’s no longer a fare penalty,” BART director Rebecca Saltzman said during the meeting. “The impact on riders who are struggling right now and [for whom] this is such a big portion of their income to spend on transit, this is going to have a huge impact.”\u003c/p>\n\u003cp>According to the board meeting presentation, transit costs are the third-largest expense for lower-income households in California.\u003c/p>\n\u003cfigure id=\"attachment_11992927\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11992927\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/20231128-Muni-010-JY_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The L Bus arrives at West Portal Station in San Francisco on Tuesday, Nov. 28, 2023. \u003ccite>(Juliana Yamada/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Saltzman said the pilot program will make using the system more feasible and affordable for the people who rely on it.\u003c/p>\n\u003cp>“It reflects the larger idea that BART is the people’s system,” said frequent BART rider Aleta Dupree during public comment.\u003c/p>\n\u003cp>In addition to BART, the other participating transit agencies are:\u003c/p>\n\u003cul>\n\u003cli>Alameda-Contra Costa Transit District (AC Transit)\u003c/li>\n\u003cli>Golden Gate Bridge Highway and Transportation District\u003c/li>\n\u003cli>The City and County of San Francisco, acting by and through its Municipal Transportation Agency (SFMTA or Muni)\u003c/li>\n\u003cli>The San Mateo County Transit District (SamTrans)\u003c/li>\n\u003cli>The Santa Clara Valley Transportation Authority (VTA)\u003c/li>\n\u003cli>The Peninsula Corridor Joint Powers Board (Caltrain)\u003c/li>\n\u003cli>Central Contra Costa Transit Authority\u003c/li>\n\u003cli>The City of Fairfield, as the operator of FAST\u003c/li>\n\u003cli>The City of Petaluma\u003c/li>\n\u003cli>Eastern Contra Costa Transit Authority\u003c/li>\n\u003cli>Livermore/Amador Valley Transit Authority\u003c/li>\n\u003cli>Marin County Transit District\u003c/li>\n\u003cli>Napa Valley Transportation Authority\u003c/li>\n\u003cli>Solano County Transit\u003c/li>\n\u003cli>Sonoma County Transit\u003c/li>\n\u003cli>Sonoma-Marin Area Rail Transit (SMART)\u003c/li>\n\u003cli>Vacaville City Coach\u003c/li>\n\u003cli>Western Contra Costa Transit Authority\u003c/li>\n\u003cli>San Francisco Bay Area Water Emergency Transportation Authority\u003c/li>\n\u003cli>The City of Santa Rosa\u003c/li>\n\u003cli>The City of Union City\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "san-francisco-advocates-intensify-call-for-newsom-to-sign-traffic-safety-bill-after-recent-pedestrian-deaths",
"title": "Newsom Vetoes Traffic Safety Bill, Despite Pressure After Recent Pedestrian Deaths",
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"content": "\u003cp>\u003cem>Updated 6 p.m. Saturday\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom has vetoed a bill that would have required most passenger vehicles sold in California to have additional passive intelligent speed assistance systems to alert drivers when they go 10 miles per hour or more over the speed limit.\u003c/p>\n\u003cp>San Francisco pedestrian advocates had been ramping up pressure on Newsom to sign the state bill, saying it would have helped reduce traffic-related deaths and serious injuries in the city.\u003c/p>\n\u003cp>The calls for Newsom to sign the bill, authored by state Sen. Scott Wiener of San Francisco, intensified after two pedestrians were killed on Lombard St. in just the last two weeks.\u003c/p>\n\u003cp>Walk SF’s Marta Lindsey said that, despite the efforts by officials to curtail traffic-related fatalities, the data speaks for itself.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We are dealing with a multi-headed beast,” Lindsey said. “How our streets are designed is so important in terms of how drivers behave, and so in the last 10 years, the city has been doing a lot of the right things, but it hasn’t happened at the scale or the number of layers needed to address the fact that the threat has risen.”\u003c/p>\n\u003cp>“The rise in road deaths in California is a completely preventable tragedy,” Wiener said in a statement. “The evidence is clear: Rising levels of dangerous speeding are placing all Californians in danger, and by taking prudent steps to improve safety, we can save lives.”\u003c/p>\n\u003cp>San Francisco Police are still pursuing their \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">Vision Zero \u003c/a>goal, six months after the deadline that the city set in its 2014 initiative to reduce citywide traffic-related deaths to zero within 10 years.\u003c/p>\n\u003cp>[aside label=\"related coverage\" tag=\"pedestrian-safety\"]\u003c/p>\n\u003cp>But San Francisco has seemingly made little consistent progress on that front: \u003ca href=\"https://www.sf.gov/data/traffic-fatalities#traffic-fatalities\">39 pedestrians \u003c/a>were killed in 2022 alone, the deadliest year for traffic-related fatalities since 2007.\u003c/p>\n\u003cp>And the city’s Department of Public Health has already reported 23 traffic fatalities so far this year, exceeding the 22 recorded in all of 2023.\u003c/p>\n\u003cp>William Riggs, a USCF professor who focuses on mobility and transportation issues, believes that educating the public in simple terms is an often overlooked piece of the Vision Zero puzzle.\u003c/p>\n\u003cp>“When we consider Vision Zero, I think we forget substantive components about how we influence not only drivers but bicyclists and pedestrians to be responsible roadway users,” Riggs said. He points to a unique approach that San Francisco police took last week when an officer donned an inflatable chicken suit and crossed the road at the intersection of Alemany Boulevard and Rousseau Street in the city’s Excelsior neighborhood, where a 76-year-old man \u003ca href=\"https://www.sfchronicle.com/bayarea/article/pedestrian-dies-hit-and-run-s-f-18690047.php\"> was killed in a hit-and-run earlier this year.\u003c/a>\u003c/p>\n\u003cp>Drivers who didn’t stop for the officer in the chicken suit were immediately flagged by other officers standing by and issued citations for failing to yield to a pedestrian. A video of the chicken exercise was \u003ca href=\"https://x.com/collinrugg/status/1837639499247178090?s=12\"> posted on X\u003c/a>, drawing about 6 million views.\u003c/p>\n\u003cp>“There are many different kinds of educational frames we can put on what is happening on the roadway that don’t involve planner speak or engineering speak,” Riggs said.\u003c/p>\n\u003cp>In a formal veto request letter to Newsom, the California Senate Republican Caucus called SB 961 “overly prescriptive” and said that “the real focus should be on increasing law enforcement presence in our communities and appropriately punishing those who blatantly disregard traffic laws.”\u003c/p>\n\u003cp>But Cathy Chase, the president of Advocates for Highway and Auto Safety, which supported the bill, said, “We need to flip the script and think about how many people are being killed on our roadways — preventably — when we have solutions at hand.”\u003c/p>\n\u003cp>She added, “We need a multipronged approach where there is more effective law enforcement of traffic safety violations, and also the use of available technology to slow cars down.”\u003c/p>\n\u003cp>Lindsey, of Walk SF, said she was not at all surprised about pushback against the bill.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“They fought seatbelts, by the way, they fought windshield wipers, they fought airbags, they fought the rearview cameras,” she said, referring to the auto industry and anti-regulatory lawmakers. “They fight all of this stuff.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 6 p.m. Saturday\u003c/em>\u003c/p>\n\u003cp>Gov. Gavin Newsom has vetoed a bill that would have required most passenger vehicles sold in California to have additional passive intelligent speed assistance systems to alert drivers when they go 10 miles per hour or more over the speed limit.\u003c/p>\n\u003cp>San Francisco pedestrian advocates had been ramping up pressure on Newsom to sign the state bill, saying it would have helped reduce traffic-related deaths and serious injuries in the city.\u003c/p>\n\u003cp>The calls for Newsom to sign the bill, authored by state Sen. Scott Wiener of San Francisco, intensified after two pedestrians were killed on Lombard St. in just the last two weeks.\u003c/p>\n\u003cp>Walk SF’s Marta Lindsey said that, despite the efforts by officials to curtail traffic-related fatalities, the data speaks for itself.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We are dealing with a multi-headed beast,” Lindsey said. “How our streets are designed is so important in terms of how drivers behave, and so in the last 10 years, the city has been doing a lot of the right things, but it hasn’t happened at the scale or the number of layers needed to address the fact that the threat has risen.”\u003c/p>\n\u003cp>“The rise in road deaths in California is a completely preventable tragedy,” Wiener said in a statement. “The evidence is clear: Rising levels of dangerous speeding are placing all Californians in danger, and by taking prudent steps to improve safety, we can save lives.”\u003c/p>\n\u003cp>San Francisco Police are still pursuing their \u003ca href=\"https://www.kqed.org/news/10413631/san-francisco-fire-department-signs-on-to-vision-zero-pedestrian-safety-plan\">Vision Zero \u003c/a>goal, six months after the deadline that the city set in its 2014 initiative to reduce citywide traffic-related deaths to zero within 10 years.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But San Francisco has seemingly made little consistent progress on that front: \u003ca href=\"https://www.sf.gov/data/traffic-fatalities#traffic-fatalities\">39 pedestrians \u003c/a>were killed in 2022 alone, the deadliest year for traffic-related fatalities since 2007.\u003c/p>\n\u003cp>And the city’s Department of Public Health has already reported 23 traffic fatalities so far this year, exceeding the 22 recorded in all of 2023.\u003c/p>\n\u003cp>William Riggs, a USCF professor who focuses on mobility and transportation issues, believes that educating the public in simple terms is an often overlooked piece of the Vision Zero puzzle.\u003c/p>\n\u003cp>“When we consider Vision Zero, I think we forget substantive components about how we influence not only drivers but bicyclists and pedestrians to be responsible roadway users,” Riggs said. He points to a unique approach that San Francisco police took last week when an officer donned an inflatable chicken suit and crossed the road at the intersection of Alemany Boulevard and Rousseau Street in the city’s Excelsior neighborhood, where a 76-year-old man \u003ca href=\"https://www.sfchronicle.com/bayarea/article/pedestrian-dies-hit-and-run-s-f-18690047.php\"> was killed in a hit-and-run earlier this year.\u003c/a>\u003c/p>\n\u003cp>Drivers who didn’t stop for the officer in the chicken suit were immediately flagged by other officers standing by and issued citations for failing to yield to a pedestrian. A video of the chicken exercise was \u003ca href=\"https://x.com/collinrugg/status/1837639499247178090?s=12\"> posted on X\u003c/a>, drawing about 6 million views.\u003c/p>\n\u003cp>“There are many different kinds of educational frames we can put on what is happening on the roadway that don’t involve planner speak or engineering speak,” Riggs said.\u003c/p>\n\u003cp>In a formal veto request letter to Newsom, the California Senate Republican Caucus called SB 961 “overly prescriptive” and said that “the real focus should be on increasing law enforcement presence in our communities and appropriately punishing those who blatantly disregard traffic laws.”\u003c/p>\n\u003cp>But Cathy Chase, the president of Advocates for Highway and Auto Safety, which supported the bill, said, “We need to flip the script and think about how many people are being killed on our roadways — preventably — when we have solutions at hand.”\u003c/p>\n\u003cp>She added, “We need a multipronged approach where there is more effective law enforcement of traffic safety violations, and also the use of available technology to slow cars down.”\u003c/p>\n\u003cp>Lindsey, of Walk SF, said she was not at all surprised about pushback against the bill.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“They fought seatbelts, by the way, they fought windshield wipers, they fought airbags, they fought the rearview cameras,” she said, referring to the auto industry and anti-regulatory lawmakers. “They fight all of this stuff.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "VTA Driver Charged in Death of Coworker Over NFL, College Football Betting Debts",
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"content": "\u003cp>The VTA employee accused of \u003ca href=\"https://www.kqed.org/news/12005918/south-bay-authorities-arrest-vta-employee-in-fatal-shooting-of-coworker\">fatally shooting his coworker\u003c/a> in a bus yard parking lot last week allegedly owed his victim thousands of dollars from bets on NFL and college football games, according to new details released by authorities on Wednesday.\u003c/p>\n\u003cp>At a hearing in Santa Clara County Superior Court on Wednesday afternoon, Duc Minh Bui, 33, was formally charged with one count of murder, which carries a potential sentence of 25 years to life if convicted.\u003c/p>\n\u003cp>The District Attorney’s Office also filed various criminal enhancements, including allegations that the crime involved “an attempted or actual taking or damage of great monetary value” and displayed “a high degree of cruelty, viciousness, or callousness.”\u003c/p>\n\u003cp>Bui’s attorney from the public defender’s office requested the case be continued on Dec. 10 at 9 a.m. Bui will remain in county jail without bail.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bui is accused of shooting Regulus Teotico, 45, a fellow bus driver, on Friday night in the employee parking lot of the VTA Chaboya bus yard in South San José. Both men, who were bus drivers for the transit agency, were San José residents.\u003c/p>\n\u003cp>According to a statement from Sheriff’s Office investigators, based on witness statements and security camera video footage, Bui allegedly shot Teotico multiple times while Teotico sat in the driver’s seat of his black Mercedes. The two had reportedly met so Bui could repay a debt.\u003c/p>\n\u003cp>Teotico told his friend days earlier that a coworker owed him money from betting on NFL and college football games.\u003c/p>\n\u003cp>[aside postID=news_12006410 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/07/Screenshot-2023-07-23-at-5.39.19-PM-e1690159469592-1020x679.png']\u003c/p>\n\u003cp>Less than an hour before his death, Teotico told a friend he was meeting with a coworker to collect money and asked the friend to accompany him to ensure the exchange went “smoothly,” according to investigators. That friend later called 911 to report the shooting on Friday night.\u003c/p>\n\u003cp>Around 9:30 p.m., however, Teotico’s friend was driving near the Chaboya bus yard, where he saw Teotico and another man speaking between two cars.\u003c/p>\n\u003cp>Teotico’s friend heard two to three “bangs” come from the parking lot and saw a white car parked next to Teotico’s vehicle drive past him, going southbound on South 7th Street toward Tully Road.\u003c/p>\n\u003cp>The friend followed the white car for a short time but then returned to the VTA parking lot to check on Teotico, who he found unresponsive and “slumped over backwards sitting in the driver’s seat with blood coming from his nose.”\u003c/p>\n\u003cp>Security camera footage from the VTA yard showed Bui and Teotico meeting at the rear of the Mercedes and looking into the trunk before Teotico closed it and went back to his driver’s seat.\u003c/p>\n\u003cp>Bui carried a black bag or folder in his left hand and had what appeared to be blue latex gloves, investigators said. When he walked to the front passenger door, he opened it, pulled a black firearm out of the bag and “fired several shots at Teotico.”\u003c/p>\n\u003cp>Detectives found three 40-caliber shell casings at the scene. A later search of Bui’s home turned up three guns registered to him, including two 40 caliber Glock-brand handguns.\u003c/p>\n\u003cp>Deputy District Attorney Michael Gilman said investigators are still looking into the firearms and plan to have crime labs analyze the weapons.\u003c/p>\n\u003cp>While the DA’s office is not currently alleging the murder was premeditated, Gilman said he feels the evidence will support that allegation, eventually, and the charge could be adjusted.\u003c/p>\n\u003cp>The money owed amounted to “thousands of dollars,” according to Gilman, but he didn’t offer a specific amount.\u003c/p>\n\u003cp>Earlier this week, VTA general manager Carolyn Gonot described Teotico as a “kind, hardworking driver who was well known amongst his colleagues.”\u003c/p>\n\u003cp>She said he was a father to two teenagers and that the VTA was “fortunate to have him as part of our staff for 10 years.”\u003c/p>\n\u003cp>The shooting of one VTA employee by another has stirred up painful trauma for many at the agency and in the community, officials said, as it came a little more than three and a half years after the May 2021 mass shooting at a VTA rail yard. In that shooting, a disgruntled VTA staffer fatally shot nine of his coworkers and then took his own life.\u003c/p>\n\u003cp>“We express our deepest condolences to the whole VTA community and the family of Mr. Teotico,” Gilman said. “We know that the VTA community is hurting. This is bringing back horrible memories from that horrible mass shooting.”\u003c/p>\n\u003cp>Gilman added that if any VTA workers need support, they can contact the agency’s Resiliency Center at 669-308-1475.\u003c/p>\n\u003cp>“There’s drop-in services, there’s mental health treatment groups to try to help move past both the original mass shooting and any horrible memories that are kind of brought back up because of this incident,” Gilman said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Authorities formally charged Duc Minh Bui with the death of his coworker, citing gambling debts tied to professional and college football games as the apparent motive.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The VTA employee accused of \u003ca href=\"https://www.kqed.org/news/12005918/south-bay-authorities-arrest-vta-employee-in-fatal-shooting-of-coworker\">fatally shooting his coworker\u003c/a> in a bus yard parking lot last week allegedly owed his victim thousands of dollars from bets on NFL and college football games, according to new details released by authorities on Wednesday.\u003c/p>\n\u003cp>At a hearing in Santa Clara County Superior Court on Wednesday afternoon, Duc Minh Bui, 33, was formally charged with one count of murder, which carries a potential sentence of 25 years to life if convicted.\u003c/p>\n\u003cp>The District Attorney’s Office also filed various criminal enhancements, including allegations that the crime involved “an attempted or actual taking or damage of great monetary value” and displayed “a high degree of cruelty, viciousness, or callousness.”\u003c/p>\n\u003cp>Bui’s attorney from the public defender’s office requested the case be continued on Dec. 10 at 9 a.m. Bui will remain in county jail without bail.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Less than an hour before his death, Teotico told a friend he was meeting with a coworker to collect money and asked the friend to accompany him to ensure the exchange went “smoothly,” according to investigators. That friend later called 911 to report the shooting on Friday night.\u003c/p>\n\u003cp>Around 9:30 p.m., however, Teotico’s friend was driving near the Chaboya bus yard, where he saw Teotico and another man speaking between two cars.\u003c/p>\n\u003cp>Teotico’s friend heard two to three “bangs” come from the parking lot and saw a white car parked next to Teotico’s vehicle drive past him, going southbound on South 7th Street toward Tully Road.\u003c/p>\n\u003cp>The friend followed the white car for a short time but then returned to the VTA parking lot to check on Teotico, who he found unresponsive and “slumped over backwards sitting in the driver’s seat with blood coming from his nose.”\u003c/p>\n\u003cp>Security camera footage from the VTA yard showed Bui and Teotico meeting at the rear of the Mercedes and looking into the trunk before Teotico closed it and went back to his driver’s seat.\u003c/p>\n\u003cp>Bui carried a black bag or folder in his left hand and had what appeared to be blue latex gloves, investigators said. When he walked to the front passenger door, he opened it, pulled a black firearm out of the bag and “fired several shots at Teotico.”\u003c/p>\n\u003cp>Detectives found three 40-caliber shell casings at the scene. A later search of Bui’s home turned up three guns registered to him, including two 40 caliber Glock-brand handguns.\u003c/p>\n\u003cp>Deputy District Attorney Michael Gilman said investigators are still looking into the firearms and plan to have crime labs analyze the weapons.\u003c/p>\n\u003cp>While the DA’s office is not currently alleging the murder was premeditated, Gilman said he feels the evidence will support that allegation, eventually, and the charge could be adjusted.\u003c/p>\n\u003cp>The money owed amounted to “thousands of dollars,” according to Gilman, but he didn’t offer a specific amount.\u003c/p>\n\u003cp>Earlier this week, VTA general manager Carolyn Gonot described Teotico as a “kind, hardworking driver who was well known amongst his colleagues.”\u003c/p>\n\u003cp>She said he was a father to two teenagers and that the VTA was “fortunate to have him as part of our staff for 10 years.”\u003c/p>\n\u003cp>The shooting of one VTA employee by another has stirred up painful trauma for many at the agency and in the community, officials said, as it came a little more than three and a half years after the May 2021 mass shooting at a VTA rail yard. In that shooting, a disgruntled VTA staffer fatally shot nine of his coworkers and then took his own life.\u003c/p>\n\u003cp>“We express our deepest condolences to the whole VTA community and the family of Mr. Teotico,” Gilman said. “We know that the VTA community is hurting. This is bringing back horrible memories from that horrible mass shooting.”\u003c/p>\n\u003cp>Gilman added that if any VTA workers need support, they can contact the agency’s Resiliency Center at 669-308-1475.\u003c/p>\n\u003cp>“There’s drop-in services, there’s mental health treatment groups to try to help move past both the original mass shooting and any horrible memories that are kind of brought back up because of this incident,” Gilman said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Oakland A’s Fans Helped Push BART Ridership to Heights Not Seen Since 2020",
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"content": "\u003cp>BART is enjoying its best ridership month since the start of the pandemic, thanks in part to the return of crowds taking transit to the \u003ca href=\"https://www.kqed.org/news/tag/oakland-coliseum\">Oakland Coliseum\u003c/a> for the A’s final homestand.\u003c/p>\n\u003cp>The 204,265 fare-gate exits reported Tuesday mark the first time the figure has topped 200,000 since March 12, 2020 — days before COVID-19 stay-at-home orders were imposed in the Bay Area.\u003c/p>\n\u003cp>Late summer and early fall are typically the strongest periods for Bay Area transit ridership, including for BART. Before this month, its post-pandemic daily ridership peaks were recorded in September 2023 — with just over 192,000 trips — immediately after the agency introduced a new schedule.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This month’s uptick has beaten those numbers several times, and last week, BART also set a new high for weekly ridership since the pandemic started, with 1.15 million people riding the system. The number of trips reported for the first 24 days of September is about 11% higher than during the same period last year.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1838997796709609889\u003c/p>\n\u003cp>In the past, BART’s September–October numbers have gotten a boost from sporting and entertainment events at the Coliseum, including A’s, Raiders and Warriors games. But with two of those three teams leaving Oakland five years ago and A’s attendance falling into a prolonged funk, traffic at the Coliseum station has declined.\u003c/p>\n\u003cp>But A’s attendance was strong for the series with the Los Angeles Dodgers and San Francisco Giants last month. And fans have turned out in large numbers — many taking BART — for the team’s final week in Oakland.\u003c/p>\n\u003cp>[aside postID=news_12006211 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1250054983-1-1020x680.jpg']\u003c/p>\n\u003cp>BART data shows that the impact of increased attendance is dramatic. The number of people recorded entering and leaving the Coliseum station since last Friday totals 57,000, compared to 20,000 for the same five days the previous week.\u003c/p>\n\u003cp>But even with the current surge, BART’s average daily ridership this month is still only 46.4% of its pre-pandemic baseline. The good September numbers also come after an extended lull in BART’s comeback, as ridership actually fell in June and August compared to the previous year.\u003c/p>\n\u003cp>Overall transit use across the Bay Area is still well below pre-pandemic levels for nearly all of the region’s 27 transit agencies. The exceptions: The North Bay’s SMART train system, which is carrying more riders now than it did before COVID-19, and San Mateo County’s SamTrans, which is carrying about the same number of passengers as it did before stay-at-home orders.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART is enjoying its best ridership month since the start of the pandemic, thanks in part to the return of crowds taking transit to the \u003ca href=\"https://www.kqed.org/news/tag/oakland-coliseum\">Oakland Coliseum\u003c/a> for the A’s final homestand.\u003c/p>\n\u003cp>The 204,265 fare-gate exits reported Tuesday mark the first time the figure has topped 200,000 since March 12, 2020 — days before COVID-19 stay-at-home orders were imposed in the Bay Area.\u003c/p>\n\u003cp>Late summer and early fall are typically the strongest periods for Bay Area transit ridership, including for BART. Before this month, its post-pandemic daily ridership peaks were recorded in September 2023 — with just over 192,000 trips — immediately after the agency introduced a new schedule.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>In the past, BART’s September–October numbers have gotten a boost from sporting and entertainment events at the Coliseum, including A’s, Raiders and Warriors games. But with two of those three teams leaving Oakland five years ago and A’s attendance falling into a prolonged funk, traffic at the Coliseum station has declined.\u003c/p>\n\u003cp>But A’s attendance was strong for the series with the Los Angeles Dodgers and San Francisco Giants last month. And fans have turned out in large numbers — many taking BART — for the team’s final week in Oakland.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART data shows that the impact of increased attendance is dramatic. The number of people recorded entering and leaving the Coliseum station since last Friday totals 57,000, compared to 20,000 for the same five days the previous week.\u003c/p>\n\u003cp>But even with the current surge, BART’s average daily ridership this month is still only 46.4% of its pre-pandemic baseline. The good September numbers also come after an extended lull in BART’s comeback, as ridership actually fell in June and August compared to the previous year.\u003c/p>\n\u003cp>Overall transit use across the Bay Area is still well below pre-pandemic levels for nearly all of the region’s 27 transit agencies. The exceptions: The North Bay’s SMART train system, which is carrying more riders now than it did before COVID-19, and San Mateo County’s SamTrans, which is carrying about the same number of passengers as it did before stay-at-home orders.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>South Bay authorities arrested a Santa Clara Valley Transportation Authority employee on Sunday on suspicion of \u003ca href=\"https://www.kqed.org/news/12005814/santa-clara-vta-bus-driver-shot-and-killed-in-san-jose\">fatally shooting another VTA employee\u003c/a> on Friday night in a South \u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> bus yard parking lot.\u003c/p>\n\u003cp>Duc Minh Bui, 33, of San José was taken into custody just after noon on Sunday near his home, according to the Santa Clara County Sheriff’s Office, which said in a statement that “evidence suggests Bui is solely responsible for the victim’s death.”\u003c/p>\n\u003cp>Bui was booked into the Santa Clara County Main Jail on a charge of first-degree murder.\u003c/p>\n\u003cp>The killing comes a little less than three and a half years after a VTA employee \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">shot and killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>VTA officials identified the man who was killed as Regulus Teotico, a bus driver who worked for VTA for 10 years.\u003c/p>\n\u003cp>“We are fortunate to have him as part of our staff for 10 years. He was a kind, hardworking driver who was well known amongst his colleagues,” VTA General Manager Carolyn Gonot said at a Monday afternoon press conference, noting Teotico went by the nickname Regis. “Regis was a father to two teenage children and everyone at VTA extends their deepest condolences to his family and friends.”\u003c/p>\n\u003cp>[aside postID=news_12001366 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240424-SJPD-MD-01-KQED-1020x680.jpg']\u003c/p>\n\u003cp>While the investigation is ongoing, on Monday authorities said the shooting appeared to be motivated by a gambling debt.\u003c/p>\n\u003cp>“Both the victim and suspect were VTA employees, both employed as bus drivers and assigned to the Chaboya yard,” Capt. Sugey Jaimez of the sheriff’s office said during the news conference.\u003c/p>\n\u003cp>“They were known to participate in the same activities outside their VTA employment,” Jaimez continued. “Although this investigation is still ongoing, we believe the motive had to do with money owed between the two from their betting activities, which had nothing to do with their employment.”\u003c/p>\n\u003cp>Around 9:40 p.m. Friday, the San José Police Department received a 911 call from someone reporting that a person was shot at the VTA Chaboya bus yard parking lot. The transit agency confirmed the victim was a VTA employee but did not release their identity.\u003c/p>\n\u003cp>Santa Clara County Bob Jonsen referred to the fatal shooting as a “senseless crime.”\u003c/p>\n\u003cp>“And while it was an isolated, targeted event, we recognize the profound impact it has had on all of us,” Jonsen said. “Our thoughts are with the victim’s family and the VTA community during this difficult time.”\u003c/p>\n\u003cp>Officials did not elaborate on what might have happened in the lead up to the shooting, citing the ongoing investigation. Jaimez said authorities are not looking into any other people as possible suspects at this time. Officials said law enforcement presence would be stepped up at VTA yards and facilities for the foreseeable future.\u003c/p>\n\u003cp>On Monday, San José Mayor Matt Mahan applauded the sheriff’s office, as well as the San José’s police and fire departments for their quick response to the shooting and steadfast work to arrest Bui.\u003c/p>\n\u003cp>“I’m grateful to Sheriff Johnson and his entire team, who I know have had very little sleep over the last 72 hours,” he said. “I think that level of collaboration and coordination between all of our agencies is exactly what you expect and deserve from your government.”\u003c/p>\n\u003cp>Immediately after learning about the shooting, Gonot said the agency “made grief counselors available to employees and provided access to other resources.”\u003c/p>\n\u003cp>“VTA leaders, along with the unions, quickly joined our employees on site to lend physical and emotional support,” she continued. “These efforts will continue as long as needed.”\u003c/p>\n\u003cp>Santa Clara County Supervisor Cindy Chavez alluded to the May 2021 mass shooting at the VTA rail yard, acknowledging Friday night’s shooting could be a painful time for some VTA employees and others.\u003c/p>\n\u003cp>“We were rebuilding after the tragic incident of three years ago, and so for many people this is reliving one of the worst experiences they’ve ever had in their life,” Chavez said. “And that’s why the mental health services. And that’s why us really wrapping our arms around each other is so important.”\u003c/p>\n\u003cp>\u003cem>This story has been updated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>South Bay authorities arrested a Santa Clara Valley Transportation Authority employee on Sunday on suspicion of \u003ca href=\"https://www.kqed.org/news/12005814/santa-clara-vta-bus-driver-shot-and-killed-in-san-jose\">fatally shooting another VTA employee\u003c/a> on Friday night in a South \u003ca href=\"https://www.kqed.org/news/tag/san-jose\">San José\u003c/a> bus yard parking lot.\u003c/p>\n\u003cp>Duc Minh Bui, 33, of San José was taken into custody just after noon on Sunday near his home, according to the Santa Clara County Sheriff’s Office, which said in a statement that “evidence suggests Bui is solely responsible for the victim’s death.”\u003c/p>\n\u003cp>Bui was booked into the Santa Clara County Main Jail on a charge of first-degree murder.\u003c/p>\n\u003cp>The killing comes a little less than three and a half years after a VTA employee \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">shot and killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>VTA officials identified the man who was killed as Regulus Teotico, a bus driver who worked for VTA for 10 years.\u003c/p>\n\u003cp>“We are fortunate to have him as part of our staff for 10 years. He was a kind, hardworking driver who was well known amongst his colleagues,” VTA General Manager Carolyn Gonot said at a Monday afternoon press conference, noting Teotico went by the nickname Regis. “Regis was a father to two teenage children and everyone at VTA extends their deepest condolences to his family and friends.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While the investigation is ongoing, on Monday authorities said the shooting appeared to be motivated by a gambling debt.\u003c/p>\n\u003cp>“Both the victim and suspect were VTA employees, both employed as bus drivers and assigned to the Chaboya yard,” Capt. Sugey Jaimez of the sheriff’s office said during the news conference.\u003c/p>\n\u003cp>“They were known to participate in the same activities outside their VTA employment,” Jaimez continued. “Although this investigation is still ongoing, we believe the motive had to do with money owed between the two from their betting activities, which had nothing to do with their employment.”\u003c/p>\n\u003cp>Around 9:40 p.m. Friday, the San José Police Department received a 911 call from someone reporting that a person was shot at the VTA Chaboya bus yard parking lot. The transit agency confirmed the victim was a VTA employee but did not release their identity.\u003c/p>\n\u003cp>Santa Clara County Bob Jonsen referred to the fatal shooting as a “senseless crime.”\u003c/p>\n\u003cp>“And while it was an isolated, targeted event, we recognize the profound impact it has had on all of us,” Jonsen said. “Our thoughts are with the victim’s family and the VTA community during this difficult time.”\u003c/p>\n\u003cp>Officials did not elaborate on what might have happened in the lead up to the shooting, citing the ongoing investigation. Jaimez said authorities are not looking into any other people as possible suspects at this time. Officials said law enforcement presence would be stepped up at VTA yards and facilities for the foreseeable future.\u003c/p>\n\u003cp>On Monday, San José Mayor Matt Mahan applauded the sheriff’s office, as well as the San José’s police and fire departments for their quick response to the shooting and steadfast work to arrest Bui.\u003c/p>\n\u003cp>“I’m grateful to Sheriff Johnson and his entire team, who I know have had very little sleep over the last 72 hours,” he said. “I think that level of collaboration and coordination between all of our agencies is exactly what you expect and deserve from your government.”\u003c/p>\n\u003cp>Immediately after learning about the shooting, Gonot said the agency “made grief counselors available to employees and provided access to other resources.”\u003c/p>\n\u003cp>“VTA leaders, along with the unions, quickly joined our employees on site to lend physical and emotional support,” she continued. “These efforts will continue as long as needed.”\u003c/p>\n\u003cp>Santa Clara County Supervisor Cindy Chavez alluded to the May 2021 mass shooting at the VTA rail yard, acknowledging Friday night’s shooting could be a painful time for some VTA employees and others.\u003c/p>\n\u003cp>“We were rebuilding after the tragic incident of three years ago, and so for many people this is reliving one of the worst experiences they’ve ever had in their life,” Chavez said. “And that’s why the mental health services. And that’s why us really wrapping our arms around each other is so important.”\u003c/p>\n\u003cp>\u003cem>This story has been updated.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A Santa Clara Valley Transportation Authority bus operator was killed in a shooting Friday night in the parking lot of the Chaboya VTA bus yard in South San José.\u003c/p>\n\u003cp>“The Santa Clara Sheriff’s Office is investigating what appears to be an isolated incident,” said VTA General Manager Carolyn Gonot at a press event Saturday morning. No arrests or details related to a suspect had been announced as of Saturday morning.\u003c/p>\n\u003cp>The VTA said it was increasing security at all of its locations over the weekend, and no disruptions to service are expected.\u003c/p>\n\u003cp>Raj Singh, Amalgamated Transit Union president, said VTA and the union are focused on addressing safety concerns, but declined to elaborate on specifics. Singh said bus drivers are, in general, at a greater risk simply because of their exposure to the public.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“The nature of the job — they open that door, they really don’t know who’s walking on,” Singh said. The Chaboya bus yard is not a location where passengers get on the bus.\u003c/p>\n\u003cp>The shooting comes three years after a VTA employee shot and \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José. Mental health services that were established in the wake of that tragedy are still available to VTA employees today, and Singh encouraged workers to utilize those resources.\u003c/p>\n\u003cp>“The operators especially, they have their senses a little bit heightened, and they’re more concerned for their safety compared to some of the other workers that don’t deal with the public,” Singh said.\u003c/p>\n\u003cp>There are professional counselors and peer counselors available for workers. The number of counseling sessions available are “essentially unlimited” for workers seeking help related to this incident, Singh said. “There have been a lot of people that have been utilizing the services.”\u003c/p>\n\u003cp>He added, “Everybody deals with traumatic events in their own way.”\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A Santa Clara Valley Transportation Authority bus operator was killed in a shooting Friday night in the parking lot of the Chaboya VTA bus yard in South San José.\u003c/p>\n\u003cp>“The Santa Clara Sheriff’s Office is investigating what appears to be an isolated incident,” said VTA General Manager Carolyn Gonot at a press event Saturday morning. No arrests or details related to a suspect had been announced as of Saturday morning.\u003c/p>\n\u003cp>The VTA said it was increasing security at all of its locations over the weekend, and no disruptions to service are expected.\u003c/p>\n\u003cp>Raj Singh, Amalgamated Transit Union president, said VTA and the union are focused on addressing safety concerns, but declined to elaborate on specifics. Singh said bus drivers are, in general, at a greater risk simply because of their exposure to the public.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“The nature of the job — they open that door, they really don’t know who’s walking on,” Singh said. The Chaboya bus yard is not a location where passengers get on the bus.\u003c/p>\n\u003cp>The shooting comes three years after a VTA employee shot and \u003ca href=\"https://www.kqed.org/news/11875404/official-multiple-people-killed-in-shooting-at-san-jose-vta-railyard\">killed nine of his coworkers\u003c/a>, and then himself, at a VTA rail yard in downtown San José. Mental health services that were established in the wake of that tragedy are still available to VTA employees today, and Singh encouraged workers to utilize those resources.\u003c/p>\n\u003cp>“The operators especially, they have their senses a little bit heightened, and they’re more concerned for their safety compared to some of the other workers that don’t deal with the public,” Singh said.\u003c/p>\n\u003cp>There are professional counselors and peer counselors available for workers. The number of counseling sessions available are “essentially unlimited” for workers seeking help related to this incident, Singh said. “There have been a lot of people that have been utilizing the services.”\u003c/p>\n\u003cp>He added, “Everybody deals with traumatic events in their own way.”\u003c/p>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>BART police are investigating the vandalism of the transit system’s equipment, which has caused at least two major service disruptions in the last month.\u003c/p>\n\u003cp>The investigation comes after a pair of incidents in which BART suffered communications failures that knocked out its train-control system along parts of the line between San Leandro’s Bay Fair station and Berryessa station in San Jose.\u003c/p>\n\u003cp>The incidents — one on Aug. 8 near Bay Fair, the other last Friday near Hayward — occurred after someone vandalized the fiber-optic cable the control system relies on.\u003c/p>\n\u003cp>During the Aug. 8 event, train controllers in BART’s operations center suddenly lost track of where trains were on that 27-mile stretch of tracks, including seven stations.\u003c/p>\n\u003cp>Controllers were reduced to asking train operators over the radio exactly where they were as they tried to coordinate traffic. BART was forced to shut down service south of Bay Fair due to what it described at the time as “a network computer problem.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Service wasn’t fully restored for eight hours, and delays persisted into the following morning as crews worked to repair the damaged cable.\u003c/p>\n\u003cp>Travis Engstrom, BART’s director of technology, told the agency’s board of directors on Aug. 15 that someone breached a fence and protective metal box and vandalized three cables.\u003c/p>\n\u003cp>“Those three cables included over 400 individual strands,” Engstrom said. “What complicated this was not only the loss of the primary cable but a secondary and a third cable.” Crews from BART and a contractor worked for several nights to fully repair the damage.\u003c/p>\n\u003cp>The episode last Friday, Sept. 13, again involved deliberate damage to fiber-optic cable near Hayward and shut down all traffic between Hayward and Fremont stations from 1 p.m. to around 4:30 p.m.\u003c/p>\n\u003cp>BART managed to reopen limited service on its Orange Line, between Berryessa and Richmond, through the evening. Transbay service on the Green Line between Berryessa and Daly City was canceled.\u003c/p>\n\u003cp>https://twitter.com/SFBART/status/1834755820380377107\u003c/p>\n\u003cp>The agency confirmed Tuesday that BART police have an active investigation underway into fiber-optic cable vandalism. However, the agency declined to comment on how many incidents police are looking into, whether they’re working with outside agencies or whether they have identified any suspects.\u003c/p>\n\u003ch2>Further service disruptions\u003c/h2>\n\u003cp>The investigation comes as the transit agency releases new details about some of the 15 or so major service disruptions the system has suffered this year. In addition to the fiber vandalism, the issues have included fires, electrical failures, defective rails and even rodents damaging train-control equipment.\u003c/p>\n\u003cp>“We’ve had a rough summer,” Shane Edwards, BART’s assistant general manager for operations, told the agency board of directors last week. “Our riders had a rough summer. We understand their frustration. I understand their frustration. I hear it when I’m out in the field on the trains.”\u003c/p>\n\u003cp>One of the episodes that caused a prolonged service disruption occurred in the early morning hours of June 26, an event BART described on social media at the time as a derailed maintenance vehicle followed by emergency track repair work.\u003c/p>\n\u003cp>Edwards disclosed that the 3 a.m. derailment involved a collision between a pair of work trains near downtown Oakland’s 19th Street station, an incident he called “avoidable” and which has led to disciplinary proceedings against both operators.\u003c/p>\n\u003cp>In answer to follow-up questions this week on Edwards’ presentation, BART said the derailment cost the agency $8 million in equipment damage, labor expenses and revenue lost during a daylong shutdown of its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>The most serious service foul-up \u003ca href=\"https://www.kqed.org/news/11999596/oakland-firefighters-struggled-to-find-bart-fire-as-hundreds-waited-to-evacuate\">occurred July 27\u003c/a>, when the system’s vital rail junction in central Oakland was shut down for 17 hours after an electrical fire at the 12th Street station. A loss of electrical power prevented trains from running through the area and forced East Bay-bound trains to turn back toward San Francisco at the West Oakland station.\u003c/p>\n\u003cp>In his board presentation, Edwards acknowledged that the trouble-plagued service of recent months “is not the product that we expect to deliver to our patrons.”[aside postID=\"news_11999596,news_11998646,news_12001906\" label=\"Related Stories\"]\u003c/p>\n\u003cp>He said that work already completed thanks to the $3.5 billion Measure RR bond measure voters passed in 2016 prevented the summer’s breakdowns from being even more debilitating and that 21 renovation projects now underway will improve service over the long run.\u003c/p>\n\u003cp>“But,” he added, “rebuilding takes time.”\u003c/p>\n\u003cp>BART’s problem this summer comes amid signs that more customers are returning to BART after a long period of nearly flat year-over-year ridership.\u003c/p>\n\u003cp>Between June 1 and Aug. 31 this year, ridership grew just 1% compared to the same period in 2023.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>However, the number of riders this month has surged 10% compared to last year, breaking the previous post-pandemic daily ridership record five times. Overall, BART ridership so far in September is 46% of its pre-pandemic baseline.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>BART police are investigating the vandalism of the transit system’s equipment, which has caused at least two major service disruptions in the last month.\u003c/p>\n\u003cp>The investigation comes after a pair of incidents in which BART suffered communications failures that knocked out its train-control system along parts of the line between San Leandro’s Bay Fair station and Berryessa station in San Jose.\u003c/p>\n\u003cp>The incidents — one on Aug. 8 near Bay Fair, the other last Friday near Hayward — occurred after someone vandalized the fiber-optic cable the control system relies on.\u003c/p>\n\u003cp>During the Aug. 8 event, train controllers in BART’s operations center suddenly lost track of where trains were on that 27-mile stretch of tracks, including seven stations.\u003c/p>\n\u003cp>Controllers were reduced to asking train operators over the radio exactly where they were as they tried to coordinate traffic. BART was forced to shut down service south of Bay Fair due to what it described at the time as “a network computer problem.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Service wasn’t fully restored for eight hours, and delays persisted into the following morning as crews worked to repair the damaged cable.\u003c/p>\n\u003cp>Travis Engstrom, BART’s director of technology, told the agency’s board of directors on Aug. 15 that someone breached a fence and protective metal box and vandalized three cables.\u003c/p>\n\u003cp>“Those three cables included over 400 individual strands,” Engstrom said. “What complicated this was not only the loss of the primary cable but a secondary and a third cable.” Crews from BART and a contractor worked for several nights to fully repair the damage.\u003c/p>\n\u003cp>The episode last Friday, Sept. 13, again involved deliberate damage to fiber-optic cable near Hayward and shut down all traffic between Hayward and Fremont stations from 1 p.m. to around 4:30 p.m.\u003c/p>\n\u003cp>BART managed to reopen limited service on its Orange Line, between Berryessa and Richmond, through the evening. Transbay service on the Green Line between Berryessa and Daly City was canceled.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>The agency confirmed Tuesday that BART police have an active investigation underway into fiber-optic cable vandalism. However, the agency declined to comment on how many incidents police are looking into, whether they’re working with outside agencies or whether they have identified any suspects.\u003c/p>\n\u003ch2>Further service disruptions\u003c/h2>\n\u003cp>The investigation comes as the transit agency releases new details about some of the 15 or so major service disruptions the system has suffered this year. In addition to the fiber vandalism, the issues have included fires, electrical failures, defective rails and even rodents damaging train-control equipment.\u003c/p>\n\u003cp>“We’ve had a rough summer,” Shane Edwards, BART’s assistant general manager for operations, told the agency board of directors last week. “Our riders had a rough summer. We understand their frustration. I understand their frustration. I hear it when I’m out in the field on the trains.”\u003c/p>\n\u003cp>One of the episodes that caused a prolonged service disruption occurred in the early morning hours of June 26, an event BART described on social media at the time as a derailed maintenance vehicle followed by emergency track repair work.\u003c/p>\n\u003cp>Edwards disclosed that the 3 a.m. derailment involved a collision between a pair of work trains near downtown Oakland’s 19th Street station, an incident he called “avoidable” and which has led to disciplinary proceedings against both operators.\u003c/p>\n\u003cp>In answer to follow-up questions this week on Edwards’ presentation, BART said the derailment cost the agency $8 million in equipment damage, labor expenses and revenue lost during a daylong shutdown of its Red Line between Richmond, San Francisco International Airport and Millbrae.\u003c/p>\n\u003cp>The most serious service foul-up \u003ca href=\"https://www.kqed.org/news/11999596/oakland-firefighters-struggled-to-find-bart-fire-as-hundreds-waited-to-evacuate\">occurred July 27\u003c/a>, when the system’s vital rail junction in central Oakland was shut down for 17 hours after an electrical fire at the 12th Street station. A loss of electrical power prevented trains from running through the area and forced East Bay-bound trains to turn back toward San Francisco at the West Oakland station.\u003c/p>\n\u003cp>In his board presentation, Edwards acknowledged that the trouble-plagued service of recent months “is not the product that we expect to deliver to our patrons.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He said that work already completed thanks to the $3.5 billion Measure RR bond measure voters passed in 2016 prevented the summer’s breakdowns from being even more debilitating and that 21 renovation projects now underway will improve service over the long run.\u003c/p>\n\u003cp>“But,” he added, “rebuilding takes time.”\u003c/p>\n\u003cp>BART’s problem this summer comes amid signs that more customers are returning to BART after a long period of nearly flat year-over-year ridership.\u003c/p>\n\u003cp>Between June 1 and Aug. 31 this year, ridership grew just 1% compared to the same period in 2023.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>However, the number of riders this month has surged 10% compared to last year, breaking the previous post-pandemic daily ridership record five times. Overall, BART ridership so far in September is 46% of its pre-pandemic baseline.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "the-future-of-san-franciscos-valencia-street-and-what-oaklands-telegraph-ave-tells-us-about-it",
"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It",
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"headTitle": "The Future of San Francisco’s Valencia Street — and What Oakland’s Telegraph Avenue Tells Us About It | KQED",
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"content": "\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>[aside postID=\"news_12003826,news_11991651,news_11976185\" label=\"Related Stories\"]\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\n",
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"excerpt": "San Francisco transit officials want to revamp a controversial bike lane. An Oakland thoroughfare offers clues as to how it will go.",
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"title": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It | KQED",
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"headline": "The Future of San Francisco's Valencia Street — and What Oakland's Telegraph Avenue Tells Us About It",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An eight-block stretch of San Francisco’s Valencia Street, one of the city’s busiest roads and part of its high-injury network, \u003ca href=\"https://www.kqed.org/news/12003826/sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets\">is headed for another redesign\u003c/a> — this time, drawing inspiration from Telegraph Avenue, one of Oakland’s main thoroughfares.\u003c/p>\n\u003cp>The plan, drafted by the San Francisco Municipal Transportation Agency, is focused on big changes to the bike lane on Valencia. Since August 2023, its current set-up, a two-way bike lane down the middle of the road, has led to sustained controversy from many cyclists and business owners. They’ve argued the current design is unsafe and has led to reduced sales — partly due to a significant drop in metered parking and a ban on left turns.\u003c/p>\n\u003cp>On Sept. 23 and 25, SFMTA will hold open houses to present the redesign to the public. In November, the agency is expected to vote to scrap the center-running bike lane for one that hugs the sidewalks. If approved, construction could begin in January. According to SFMTA, the estimated price tag is $1 million and would be a permanent installation.\u003c/p>\n\u003cp>The redesign would move the location of some businesses’ parklets and modify the bike lane to move around and, in some cases, between those parklets and the sidewalk.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” said Paul Stanis, the SFMTA Valencia Bikeway project manager.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This is a big question because if the agency moves the bike lane directly next to the sidewalk, that means those parklets will be in the way of the new bike lane.\u003c/p>\n\u003cp>In discussions with business owners over the summer, SFMTA offered three choices — leave their parklets curbside, which means the bike lane will need to go around them. Move their parklets slightly away from the sidewalk, something SFMTA calls “floating,” which allows the bike lane to continue in a straight path or get rid of their parklets altogether.\u003c/p>\n\u003cp>Stanis said of the 26 merchants with parklets on this section of Valencia, 21 have decided to keep theirs curbside, three have decided to float theirs, and two decided to get rid of theirs altogether.\u003c/p>\n\u003cfigure id=\"attachment_12005177\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005177\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg\" alt=\"A man wearing a hat and black shirt rides a bicycle in a bike lane next to a parklet.\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides past a floating parklet on Telegraph Avenue in Oakland’s Temescal neighborhood on August 20th, 2024. This kind of design requires people to cross a bike lane in order to enter or exit a parklet. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Alexandra Gerteis, the owner of Etcetera Wine Bar, is among the few who chose to move her parklet slightly away from the sidewalk. She said when merchants leave their parklets curbside, the space the bike lane needs to move around will eat up valuable parking and loading zones.\u003c/p>\n\u003cp>“We wish that SFMTA or the city would have made things differently, but now they’re trying to fix it, and they’ve been really trying to help and listening to what we had to say,” Gerteis said.\u003c/p>\n\u003cp>Now, with the decision to float her parklet, Gerteis, and her employees anticipate a new challenge — having to walk across the bike lane in order to serve clients at their popular parklet. William Lucas, the chef at Etcetera, is worried about potential collisions with cyclists and people on scooters.\u003c/p>\n\u003cp>“We’re going to have to worry about getting food and drink to our folks in the parklet there, dodging everybody else,” he said. “It’s like Frogger. It’s not going to be good,”\u003c/p>\n\u003cp>In response to these concerns, SFMTA has been studying other streets that use floating parklets, like Oakland’s Telegraph Avenue — to understand the risks associated with the design.\u003c/p>\n\u003cp>“I think what you see in Oakland is a good example and a good start, but we’re taking it even further and building on some of the things that they’ve implemented on Telegraph,” Stanis said.\u003c/p>\n\u003cp>Telegraph Avenue, which runs through Oakland’s Temescal neighborhood, resembles Valencia Street in San Francisco’s Mission District. Both are bustling residential and commercial districts, both are close to BART stations, and both have well-traveled bike routes.\u003c/p>\n\u003cp>In the summer of 2021, the City of Oakland converted the 0.8-mile section of the street from 52nd Street to MacArthur Boulevard from a traditional four-lane road with a bike lane to a three-lane road with a side-running protected bike lane, where the bike lane runs alongside the sidewalk and parked cars and parklets are placed further out, next to moving traffic.\u003c/p>\n\u003cfigure id=\"attachment_12005176\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005176\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg\" alt=\"An aerial view of a bike lane, picnic tables and a street with people walking and cars driving.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-02-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bike lane runs between a parklet and the sidewalk on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Josh Rowan, director of the Oakland Department of Transportation, said the agency chose this design primarily to increase traffic safety. Telegraph is on the city’s high-injury network.\u003c/p>\n\u003cp>“So it really started with how to protect the bike lanes and how to protect the sidewalks, and the best protection is actually a row of parked cars,” he said.\u003c/p>\n\u003cp>Rowan said this design has helped insulate pedestrians and cyclists from vehicle collisions partly because if cyclists are “doored” by someone opening their car door, they are pushed towards the sidewalk instead of moving traffic.\u003c/p>\n\u003cp>“The data that’s really most meaningful in this is to see the reduction in the crash rate within the corridor, which is pretty typical when you take a four-lane section, reduce it down to three,” he added. “There’s no such a thing as a fast, safe street.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>This design has some trade-offs. In interviews with KQED, several people who live and work near the street said this design can bring an increased risk of pedestrian-cyclist collisions.\u003c/p>\n\u003cp>Through a public records request, KQED found there have been four reports of fatal traffic collisions on this section of Telegraph Avenue over the past ten years — all of which predate these changes to the road.\u003c/p>\n\u003cp>Jules Starkey has been a brewer at Roses’ Taproom on Telegraph for five years. He bikes and skates to get to work and said the new design took some getting used to. Three years later, he calls the design “pretty functional, pretty OK” but admits there’s still room for improvement.\u003c/p>\n\u003cp>“I, a lot of times, end up in the road anyways, just because it feels safer because people pulling out of driveways stick out in the bike lane and people getting out of their cars just kind of hang out in the bike lane,” Starkey said.\u003c/p>\n\u003cp>Starkey said Roses’ Taproom’s parklet regularly fills up with patrons on warm summer evenings. He said he recently saw a crash between an electric scooter rider and a pedestrian who was walking in the bike lane, while Roses’ parklet has been spared from any crashes.\u003c/p>\n\u003cfigure id=\"attachment_12005178\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005178\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg\" alt='A man wearing a hat and backpack rides a bicycle in a bike lane with a yellow sign in the foreground that reads \"Caution Watch for Pedestrians and Cyclists.\"' width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-16-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Others see a street design that includes floating parklets and parking spaces as flat-out dangerous.\u003c/p>\n\u003cp>“It creates a whole new set of circumstances where bikes and cars and people have to interact,” said Ron Kriss, a cyclist who lives in the Rockridge neighborhood. “When you first get there, it’s not intuitive that you need to be really careful that there are people in places they don’t normally go.”\u003c/p>\n\u003cp>Kriss said he avoids cycling and driving on Telegraph Avenue altogether.\u003c/p>\n\u003cp>Still, the planned facelift for Valencia will be an improvement over the current set-up, the center-running bike, according to Marcel Moran, a faculty fellow who studies bike lane design at the Center for Urban Science and Progress at New York University.\u003c/p>\n\u003cp>“I don’t foresee problems on the Valencia corridor if there’s a variety of floated and non-floated parklets,” he said.\u003c/p>\n\u003cp>He agrees that SFMTA can draw from examples set by other cities, such as New York City and Paris, which employ different kinds of preventative designs, like ramps and signage, to reduce the risk of conflict around floating parklets.\u003c/p>\n\u003cfigure id=\"attachment_12005180\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12005180\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg\" alt=\"A man wearing a bicycle helmet and gear rides a bike in a bike lane past people seated in parklets on the street.\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-24-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A cyclist rides around a curbside parklet outside of Four Barrel Coffee on Valencia Street in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>As for the 21 parklets that will remain curbside on the street, Moran pointed out an example of this kind of street design in another part of Valencia, where the bike lane goes around a curbside parklet outside a coffee shop.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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