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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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"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>\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>\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>\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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"title": "San Francisco Seeks Court Order to Block Oakland Airport’s New Name",
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"headTitle": "San Francisco Seeks Court Order to Block Oakland Airport’s New Name | KQED",
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"content": "\u003cp>The battle of \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> airports is heating up again.\u003c/p>\n\u003cp>Months after Oakland officials renamed the city’s airport to lead with a reference to the San Francisco Bay, sparking \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">a legal battle between the two cities\u003c/a>, the San Francisco city attorney’s office has filed a motion for an injunction to halt the rebranding.\u003c/p>\n\u003cp>“When we filed our lawsuit in this area, we warned Oakland that their renaming would cause confusion. Airlines warned them, even Oakland residents were opposed to what they were doing,” City Attorney David Chiu said Tuesday. “We are now seeing actual confusion occurring in real life. This was entirely predictable and preventable, and unfortunately, we’ve had no choice but to file this motion to protect our brand.”\u003c/p>\n\u003cp>The preliminary injunction requested by Chiu’s office would stop Oakland from using the new name until the court rules on a lawsuit filed by San Francisco.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In April, Oakland’s Board of Port Commissioners unanimously voted to change the name of the Metropolitan Oakland International Airport to the San Francisco Bay Oakland International Airport, which officials said was an effort to increase geographic awareness. A week after the board approval, \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco sued\u003c/a> Oakland, alleging that the new name infringed on its trademark and would confuse travelers, especially non-English speakers.\u003c/p>\n\u003cp>The lawsuit seeks to stop Oakland from using the new airport name, destroy physical and digital materials that display it, and pay damages and fees that may be related.\u003c/p>\n\u003cp>Chiu told KQED in April that his office believed “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>[aside postID=news_12003826 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240823-VALENCIATELEGRAPHBIKELANES-24-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>The change has already led to individuals booking flights to SFO when they intended to travel to Oakland, rideshare services directing people to the wrong location, and social media posts questioning the relationship between the two airports, Chiu said.\u003c/p>\n\u003cp>OAK has already changed its website to reflect the San Francisco Bay Oakland International Airport name and Port of Oakland spokesperson Robert Bernardo said rebranding efforts — including signage changes and asking airlines and travel agencies to update their records — “have been ongoing” and are either complete or in progress.\u003c/p>\n\u003cp>Oakland also \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">filed its own suit in May\u003c/a>, after its Board of Port Commissioners’ second vote officially \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">approved the rebranding\u003c/a> and set it in motion, asking for a court declaration that affirms the legality of the new name.\u003c/p>\n\u003cp>Officials said San Francisco has not yet responded to this lawsuit. Chiu said it would be “at the appropriate time.”\u003c/p>\n\u003cp>Port of Oakland attorney Mary Richardson said in a statement that Oakland added “San Francisco” to its name to increase geographic awareness but will continue to use the OAK airport code, distinct branding, and “I Fly OAK” logo.\u003c/p>\n\u003cp>“This is not and has never been about SFO or confusion,” she said. “It’s about bringing awareness to travelers about the choices they have when traveling to and from the nine-county San Francisco Bay Area.”\u003c/p>\n\u003cp>She said Oakland would continue to “aggressively fight for its position on the San Francisco Bay.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Months after Oakland’s airport became the San Francisco Bay Oakland International Airport, officials in the city across the Bay Bridge are ramping up their legal battle.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The battle of \u003ca href=\"https://www.kqed.org/news/tag/bay-area\">Bay Area\u003c/a> airports is heating up again.\u003c/p>\n\u003cp>Months after Oakland officials renamed the city’s airport to lead with a reference to the San Francisco Bay, sparking \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">a legal battle between the two cities\u003c/a>, the San Francisco city attorney’s office has filed a motion for an injunction to halt the rebranding.\u003c/p>\n\u003cp>“When we filed our lawsuit in this area, we warned Oakland that their renaming would cause confusion. Airlines warned them, even Oakland residents were opposed to what they were doing,” City Attorney David Chiu said Tuesday. “We are now seeing actual confusion occurring in real life. This was entirely predictable and preventable, and unfortunately, we’ve had no choice but to file this motion to protect our brand.”\u003c/p>\n\u003cp>The preliminary injunction requested by Chiu’s office would stop Oakland from using the new name until the court rules on a lawsuit filed by San Francisco.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In April, Oakland’s Board of Port Commissioners unanimously voted to change the name of the Metropolitan Oakland International Airport to the San Francisco Bay Oakland International Airport, which officials said was an effort to increase geographic awareness. A week after the board approval, \u003ca href=\"https://www.kqed.org/news/11983384/san-francisco-sues-oakland-over-plan-to-change-airport-name\">San Francisco sued\u003c/a> Oakland, alleging that the new name infringed on its trademark and would confuse travelers, especially non-English speakers.\u003c/p>\n\u003cp>The lawsuit seeks to stop Oakland from using the new airport name, destroy physical and digital materials that display it, and pay damages and fees that may be related.\u003c/p>\n\u003cp>Chiu told KQED in April that his office believed “Oakland intentionally designed their new rename to divert those who were unfamiliar with Bay Area geography and also is trying to mislead the public in suggesting that Oakland might have a business relationship with SFO, which it does not.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The change has already led to individuals booking flights to SFO when they intended to travel to Oakland, rideshare services directing people to the wrong location, and social media posts questioning the relationship between the two airports, Chiu said.\u003c/p>\n\u003cp>OAK has already changed its website to reflect the San Francisco Bay Oakland International Airport name and Port of Oakland spokesperson Robert Bernardo said rebranding efforts — including signage changes and asking airlines and travel agencies to update their records — “have been ongoing” and are either complete or in progress.\u003c/p>\n\u003cp>Oakland also \u003ca href=\"https://www.kqed.org/news/11985760/oakland-airport-new-name-lawsuit-against-san-francisco\">filed its own suit in May\u003c/a>, after its Board of Port Commissioners’ second vote officially \u003ca href=\"https://www.kqed.org/news/11985629/its-official-oakland-port-once-again-votes-to-change-airport-name-to-san-francisco-bay-oakland-international-airport\">approved the rebranding\u003c/a> and set it in motion, asking for a court declaration that affirms the legality of the new name.\u003c/p>\n\u003cp>Officials said San Francisco has not yet responded to this lawsuit. Chiu said it would be “at the appropriate time.”\u003c/p>\n\u003cp>Port of Oakland attorney Mary Richardson said in a statement that Oakland added “San Francisco” to its name to increase geographic awareness but will continue to use the OAK airport code, distinct branding, and “I Fly OAK” logo.\u003c/p>\n\u003cp>“This is not and has never been about SFO or confusion,” she said. “It’s about bringing awareness to travelers about the choices they have when traveling to and from the nine-county San Francisco Bay Area.”\u003c/p>\n\u003cp>She said Oakland would continue to “aggressively fight for its position on the San Francisco Bay.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "sfs-new-valencia-street-bike-lane-will-have-to-go-around-and-between-parklets",
"title": "SF’s New Valencia Street Bike Lane Will Have to Go Around, And Between, Parklets",
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"content": "\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>[aside postID=news_11976185 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/09/230921-ValenciaBikeway-015-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\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\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet 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>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco’s controversial center-running bikeway pilot is set to end, but since there will be a mix of curbside and ‘floating’ parklets, the new side-running bike lane won’t be straight.",
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"title": "SF’s New Valencia Street Bike Lane Will Have to Go Around, And Between, Parklets | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\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\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet 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>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SamTrans Labor Fight Could Be Heading Toward a Strike",
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"content": "\u003cp>SamTrans riders face further service disruptions — and the possibility of a strike — amid a continuing standoff between the district’s bus operators and agency management over a new contract.\u003c/p>\n\u003cp>SamTrans said about 70 bus operators, roughly one-third of the normal daily workforce, called in sick for a second day in a row. The Peninsula bus agency’s ridership ranges from 30,000 to 35,000 each weekday.\u003c/p>\n\u003cp>The agency said Friday that limited disruptions were possible over the weekend and that it was too early to tell whether the sickout would continue next week.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The operators, members of Amalgamated Transit Union Local 1574, overwhelmingly rejected two contract proposals last month, including one that would have raised pay by about 18% over the next three years.\u003c/p>\n\u003cp>Local 1574 President Ernie Solero told KQED that his members, including maintenance and customer service personnel, are seeking to close a pay gap with neighboring transit districts. They also want an adjustment in work hours, more paid time off and changes in employee payments for medical insurance.\u003c/p>\n\u003cp>A dispute has also emerged between the union and the district over who is responsible for making the next move in the negotiations.\u003c/p>\n\u003cp>SamTrans officials say that after two contract rejections, it’s up to the union to come up with a new proposal. Solero said the union is ready to negotiate, but that management told him late last month it had no plans to resume talks.\u003c/p>\n\u003cp>Solero said he last spoke to district labor negotiator Patrick Glenn on Aug. 26 amid reports bus operators were about to stage a sickout.\u003c/p>\n\u003cp>“I called and said, ‘Hey, Pat, what is the plan?’ He said, ‘There is no plan.’ So that means they have no plan of budging and no plan of meeting with us,” Solero said.\u003c/p>\n\u003cp>“They’re saying, ‘Oh, it’s the union’s responsibility.’ I’ve made all kinds of proposals, every proposal that I can make. They rejected almost everything,” he said.\u003c/p>\n\u003cp>Solero said those proposals included:\u003c/p>\n\u003cul>\n\u003cli>Bringing the SamTrans pay scale closer to that in effect for drivers at San Francisco’s Muni and Santa Clara County’s VTA. The top pay for operators under SamTrans’ “last, best and final offer” was $45.72 an hour; the Muni scale tops out at $51.45. Under a contract that expires early next year, VTA operators currently make about $4 an hour more than SamTrans drivers do.\u003c/li>\n\u003cli>Changes in operators’ working hours, potentially reducing the currently required two-hour break in the middle of shifts to one hour.\u003c/li>\n\u003cli>Increasing union members’ accrual of paid time off (PTO) to match that earned by the district’s administrative staff.\u003c/li>\n\u003cli>Placing an annual cap on employee payments for medical insurance.\u003c/li>\n\u003c/ul>\n\u003cp>Solero, who’s been with SamTrans for 23 years, said the proposal for shorter middle-of-shift breaks was particularly important.\u003c/p>\n\u003cp>The current two-hour break means “our bus operators work 10 hours for an eight-hour pay. To work two hours of overtime, members have to work a 12-hour day.”\u003c/p>\n\u003cp>SamTrans spokesperson Randol White declined to discuss contract specifics.\u003c/p>\n\u003cp>“While, of course, we very much respect the service that the media provides, SamTrans is not looking to negotiate such sensitive material in the press,” he said.\u003c/p>\n\u003cp>He said the district management is “pretty adamant on the fact that the ball is in the court of the union. And so in order to get these negotiations going further, the union needs to come forward with what would work for them.”\u003c/p>\n\u003cp>White called the 18.3% three-year pay raise in the rejected contract “fair and equitable while balancing the agency’s obligations to the taxpayers of San Mateo County who helped fund SamTrans.”\u003c/p>\n\u003cp>The agency has also highlighted the fact Local 1574 leadership, including Solero, recommended that members ratify the contract proposal before the 222–79 “no” vote last month.\u003c/p>\n\u003cp>Solero said he made the recommendation knowing that the district would continue to fight the union “tooth and nail” over its contract proposals.\u003c/p>\n\u003cp>“One of the reasons I recommended it is I know it’s going to take a whole lot from our membership … a whole lot of sacrifice, like going on a strike” to persuade the district they’re serious about their contract objectives.\u003c/p>\n\u003cp>Solero said Local 1574 members have already authorized a strike, adding that many are still angry with the district after negotiations for their 2022 contract dragged on for more than a year and a half with no agreement in place.\u003c/p>\n\u003cp>“They’ve been wanting to do this (since) last contract,” Solero said. “… They can’t wait anymore. They’re doing the sickout. They’re not willing to wait for the district anymore. They’re trying to send a message: ‘Don’t delay’ in making a new offer.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SamTrans riders face further service disruptions — and the possibility of a strike — amid a continuing standoff between the district’s bus operators and agency management over a new contract.\u003c/p>\n\u003cp>SamTrans said about 70 bus operators, roughly one-third of the normal daily workforce, called in sick for a second day in a row. The Peninsula bus agency’s ridership ranges from 30,000 to 35,000 each weekday.\u003c/p>\n\u003cp>The agency said Friday that limited disruptions were possible over the weekend and that it was too early to tell whether the sickout would continue next week.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The operators, members of Amalgamated Transit Union Local 1574, overwhelmingly rejected two contract proposals last month, including one that would have raised pay by about 18% over the next three years.\u003c/p>\n\u003cp>Local 1574 President Ernie Solero told KQED that his members, including maintenance and customer service personnel, are seeking to close a pay gap with neighboring transit districts. They also want an adjustment in work hours, more paid time off and changes in employee payments for medical insurance.\u003c/p>\n\u003cp>A dispute has also emerged between the union and the district over who is responsible for making the next move in the negotiations.\u003c/p>\n\u003cp>SamTrans officials say that after two contract rejections, it’s up to the union to come up with a new proposal. Solero said the union is ready to negotiate, but that management told him late last month it had no plans to resume talks.\u003c/p>\n\u003cp>Solero said he last spoke to district labor negotiator Patrick Glenn on Aug. 26 amid reports bus operators were about to stage a sickout.\u003c/p>\n\u003cp>“I called and said, ‘Hey, Pat, what is the plan?’ He said, ‘There is no plan.’ So that means they have no plan of budging and no plan of meeting with us,” Solero said.\u003c/p>\n\u003cp>“They’re saying, ‘Oh, it’s the union’s responsibility.’ I’ve made all kinds of proposals, every proposal that I can make. They rejected almost everything,” he said.\u003c/p>\n\u003cp>Solero said those proposals included:\u003c/p>\n\u003cul>\n\u003cli>Bringing the SamTrans pay scale closer to that in effect for drivers at San Francisco’s Muni and Santa Clara County’s VTA. The top pay for operators under SamTrans’ “last, best and final offer” was $45.72 an hour; the Muni scale tops out at $51.45. Under a contract that expires early next year, VTA operators currently make about $4 an hour more than SamTrans drivers do.\u003c/li>\n\u003cli>Changes in operators’ working hours, potentially reducing the currently required two-hour break in the middle of shifts to one hour.\u003c/li>\n\u003cli>Increasing union members’ accrual of paid time off (PTO) to match that earned by the district’s administrative staff.\u003c/li>\n\u003cli>Placing an annual cap on employee payments for medical insurance.\u003c/li>\n\u003c/ul>\n\u003cp>Solero, who’s been with SamTrans for 23 years, said the proposal for shorter middle-of-shift breaks was particularly important.\u003c/p>\n\u003cp>The current two-hour break means “our bus operators work 10 hours for an eight-hour pay. To work two hours of overtime, members have to work a 12-hour day.”\u003c/p>\n\u003cp>SamTrans spokesperson Randol White declined to discuss contract specifics.\u003c/p>\n\u003cp>“While, of course, we very much respect the service that the media provides, SamTrans is not looking to negotiate such sensitive material in the press,” he said.\u003c/p>\n\u003cp>He said the district management is “pretty adamant on the fact that the ball is in the court of the union. And so in order to get these negotiations going further, the union needs to come forward with what would work for them.”\u003c/p>\n\u003cp>White called the 18.3% three-year pay raise in the rejected contract “fair and equitable while balancing the agency’s obligations to the taxpayers of San Mateo County who helped fund SamTrans.”\u003c/p>\n\u003cp>The agency has also highlighted the fact Local 1574 leadership, including Solero, recommended that members ratify the contract proposal before the 222–79 “no” vote last month.\u003c/p>\n\u003cp>Solero said he made the recommendation knowing that the district would continue to fight the union “tooth and nail” over its contract proposals.\u003c/p>\n\u003cp>“One of the reasons I recommended it is I know it’s going to take a whole lot from our membership … a whole lot of sacrifice, like going on a strike” to persuade the district they’re serious about their contract objectives.\u003c/p>\n\u003cp>Solero said Local 1574 members have already authorized a strike, adding that many are still angry with the district after negotiations for their 2022 contract dragged on for more than a year and a half with no agreement in place.\u003c/p>\n\u003cp>“They’ve been wanting to do this (since) last contract,” Solero said. “… They can’t wait anymore. They’re doing the sickout. They’re not willing to wait for the district anymore. They’re trying to send a message: ‘Don’t delay’ in making a new offer.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is slated to receive $14.1 million in federal funding toward installing EV chargers at all parking facilities it manages, Sen. Alex Padilla announced Monday.\u003c/p>\n\u003cp>The money is part of nearly $150 million awarded for projects to build out much-needed electric vehicle charging stations across California, according to a press release from Padilla (D-Calif.). It will come from the Federal Highway Administration’s \u003ca href=\"https://url.us.m.mimecastprotect.com/s/zk1eCkRozNIXYnr4S2f6uZoejR?domain=transportation.gov\">Charging and Fueling Infrastructure Grant Program\u003c/a>, which was created by bipartisan infrastructure legislation signed by President Joe Biden in 2021.\u003c/p>\n\u003cp>According to Padilla, the funding will be used to install Level 2 chargers at BART station parking facilities for both customers and community members to use.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Level 2 chargers can power up a fully electric vehicle from empty to 80% in 4–10 hours, according to BART. The agency currently has 46 such chargers at its Warm Springs and Lafayette stations after piloting its first program at Warm Springs in 2017, and it reports usage has been good.\u003c/p>\n\u003cp>BART has not been officially notified of the U.S. Department of Transportation award, said Jim Allison, head of media relations for the transit agency, and therefore could not talk about the specific project.\u003c/p>\n\u003cp>[aside postID=news_11998646 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg']\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As soon as next year, \u003ca href=\"https://www.kqed.org/news/tag/uber\">Uber\u003c/a> users in certain cities could have the option of summoning one of Cruise’s driverless Chevy Bolts, an announcement both companies made this week.\u003c/p>\n\u003cp>The feature won’t be available in San Francisco — where both companies are based — or anywhere else in California after the \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\">Department of Motor Vehicles pulled Cruise’s testing permits\u003c/a> last October because it found the vehicles were “not safe for the public’s operation.”\u003c/p>\n\u003cp>The California DMV first granted Cruise the authority to test autonomous vehicles with safety drivers in 2015, and last August, the company was cleared by the California Public Utilities Commission \u003ca href=\"https://www.dmv.ca.gov/portal/news-and-media/dmv-authorizes-cruise-to-test-driverless-vehicles-in-san-francisco/\">to operate without a driver in San Francisco\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Then, in October, a pedestrian who had been hit by a human driver in San Francisco became pinned under the tire of a Cruise vehicle after it dragged the pedestrian as it came to a stop. Cruise, at the time, called it an “extremely rare event” but \u003ca href=\"https://www.kqed.org/news/11965752/cruise-suspends-driverless-robotaxi-service-nationwide\">suspended testing its driverless vehicles\u003c/a> across the country shortly after.\u003c/p>\n\u003cp>The company’s permits in California remain suspended indefinitely, according to the DMV. As of May, the agency said it had “provided Cruise with additional questions regarding the reinstatement of their permits.”\u003c/p>\n\u003cp>Tiffany Testo, a spokesperson for Cruise, told KQED that the first cities to have the driverless option on Uber would likely be where Cruise is currently conducting supervised testing with safety drivers: Phoenix, Dallas or Houston.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[aside postID=news_11993706 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/Waymo-1020x601.jpg']\u003c/span>\u003c/p>\n\u003cp>Cruise resumed safety testing in those three cities in June.\u003c/p>\n\u003cp>The partnership brings together two companies that have fallen behind in the race for autonomous robotaxis to Waymo, owned by Google’s parent company, Alphabet.\u003c/p>\n\u003cp>“We are excited to partner with Uber to bring the benefits of safe, reliable, autonomous driving to even more people, unlocking a new era of urban mobility,” Marc Whitten, CEO of Cruise, \u003ca href=\"https://www.getcruise.com/news/blog/2024/uber-and-cruise-to-deploy-autonomous-vehicles-on-the-uber-platform/\">said in a statement\u003c/a>.\u003c/p>\n\u003cp>In the joint statement, Uber CEO Dara Khosrowshahi cited the company’s position as “the largest mobility and delivery platform.”\u003c/p>\n\u003cp>Earlier this month, Cruise agreed to \u003ca href=\"https://static.nhtsa.gov/odi/inv/2022/INCLA-PE22014-10746.pdf\">recall nearly 1,200 robotaxis\u003c/a>, ending an investigation by the National Transportation Safety Board over unnecessarily hard braking. The NTSB says those issues have since been “remedied through software updates that are intended to reduce the risk of unexpected braking maneuvers, including by improvements to perception, prediction, and planning.”\u003c/p>\n\u003cp>Cruise’s safety issues also centered on the vehicles’ behavior around pedestrians in roadways, including crosswalks, in some situations. The NTSB previously raised concerns that Cruise’s vehicles didn’t exercise the right amount of caution.\u003c/p>\n\u003cp>\u003c/p>\n",
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"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
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"mindshift": {
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"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"order": 12
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"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
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"possible": {
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"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
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},
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"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
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